PDVSA Services, Inc. - 16SGTD - SN's- 355319, 355329 Manual

Cameron Compression Systems 16250 Port Northwest Drive

Houston, TX 77041

Operation And

Maintenance Manual

For

SUPERIOR GAS ENGINE MODEL: 16SGTD

Serial Numbers: 355319 & 355329

PDVSA SERVICES, INC.

CONFIDENTIAL NOTICE THIS MANUAL CONTAINS CONFIDENTIAL AND PROPRIETARY INFORMATION OF CAMERON COMPRESSION, A GROUP OF CAMERON COMPRESSION SYSTEMS CORPORATION AND IS SUBMITTED TO YOU FOR THE LIMITED PURPOSE OF PROVIDING YOU INFORMATION TO FACILITATE YOUR USE AND/OR MAINTENANCE OF PRODUCTS PURCHASED BY YOU FROM CAMERON COMPRESSION. BY RECEIVING THIS DOCUMENT, YOU AGREE NOT TO USE SUCH CONFIDENTIAL INFORMATION FOR ANY PURPOSE OTHER THAN THE LIMITED PURPOSE STATED HEREIN AND FURTHER AGREE NOT TO DISCLOSE SUCH INFORMATION TO OTHERS EXCEPT IN ACCORDANCE WITH THE LIMITED PURPOSE STATED HEREIN. 6/06

CAUTION NOTICE This replacement instruction manual or supplement, was prepared from records on file in the Document Systems Department, Houston, Texas, and may not reflect the latest configuration of your equipment due to field repairs, conversions, part replacements, etc. Replacement manuals are not revised to show the latest equipment configuration, except as agreed by supplemental order or contact to perform an update and is subject to the availability of complete records. All conflicts between this manual and equipment or facilities are to be resolved with the area Cameron Compression Systems Aftermarket Services Office, and their recommendations followed prior to servicing, operating, storing or modifying the equipment. 06/06

INTRODUCTION: Your Cameron Compression Systems instruction manual and CD have been carefully prepared to assist in the proper installation, operation and maintenance of the equipment. It is difficult to accurately describe every type of installation. However, this manual along with the drawings included in the parts list, contains sufficient basic information to efficiently operate and maintain the equipment. This manual represents today’s typical design and practices and is subject to change without notice. If additional help is needed, please contact your closest Cameron Compression Systems Aftermarket Services office (a list is provided in this manual) or the Cameron Compression Systems – Aftermarket Services in Houston, Texas. They are always ready to assist you. This manual is divided into sections; each begins with a general description of the equipment or system discussed. Supplementary or special instruction sheets are added to the manual to include information for non-standard equipment as needed, or to include the latest revisions. Reference is made frequently in the text to other manufacturer’s literature contained in the “Special Bulletins” section (where applicable), which must be consulted, along with drawings or diagrams in the parts list, for clarification of specific systems and components. Revised parts list drawings will be furnished as necessary if changes are

made to the equipment after it is installed. Sufficient instruction manuals, including parts lists for the installation, are included with every Cameron Compression Systems product. Additional copies can be obtained by contacting Cameron Compression Systems, 16250 Port Northwest Drive, Houston, TX 77041. It will not always be possible to duplicate the original manuals over a period of years due to revisions made in the manuals. However, every effort is made to give you information that will be helpful and will closely duplicate the original manuals. Your comments on the contents of the manual are welcome and will always be considered. In this way we can better help you service and operate your equipment. Please forward any suggestions or comments to: Cameron Compression Systems 16250 Port Northwest Drive Houston, TX 77041 Attn: Document Systems Dept. All other specific questions should be made through the nearest Cameron Compression Systems office. To avoid delays always include the product line, model and serial number of the equipment involved when making an inquiry.

Rev. 1/07

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Warnings, Cautions, and Notes

These instructions and procedures are to prevent injury in the operation and maintenance of Ajax-Superior engines, compressors, and auxiliary equipment. These safety procedures should not be considered as the only precautions to be taken. Good judgement and careful safety practices should always be used.

Do Not Operate Or Attempt To Repair This Equipment Unless You Have Had The Proper Training Approved By Ajax-Superior. For training Information Contact – The Cameron Compression Training Department in Houston, Texas (713-354-1900)

A NOTE indicates an essential operating procedure or condition which must be highlighted. A NOTE may appear as follows:

When changing the engine lubricating oil, also change the oil filters.

A CAUTION indicates that if the specified precaution is not heeded, damage to equipment and/or minor personal injury may result. A CAUTION may appear as follows:

A WARNING indicates that if the specified precaution is not heeded, there is a substantial risk of serious injury or death along with damage to property. A WARNING may appear as follows:

The ignition system produces extremely high voltage. Do not touch high tension terminals when the engine is operating.

Some general precautions that should always be practiced when operating or maintaining the equipment are listed in the following pages. Make sure that all personnel read these precautions and adhere to them.

Note

Caution

Warning

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General Maintenance Information

1. Follow all safety rules and operating procedures put in place by the company that owns and operates this equipment.

2. Read and understand the instruction manual prior to operating this equipment to become familiar

with the safety, design, and operating features.

3. Always wear safety glasses or goggles, steel-toe safety shoes, and hearing protection. Note: Other equipment may be required by the equipment owner.

4. Do not wear loose fitting clothing, neckties, scarves, watches, rings, etc., near operating equipment

as they can be caught in the moving machinery. Keep long hair tied back.

5. Locate nearest fire extinguisher to area where maintenance is to be performed. Ensure a clear path to fire extinguisher in case it should be needed for an emergency situation.

6. Do not open cooling or lubrication systems when engine or compressor is hot, as steam or hot

liquids can be released, which can cause severe burns. Be aware that some surfaces can remain hot for several hours after the unit has been shutdown.

7. When draining the coolant and lubricants, prevent contamination of the environment by the

equipment fluids. Refer to equipment owner’s material safety data sheets for additional information. (Remember: Antifreeze/Glycol solutions, as well as most lubricants, are flammable.)

8. Keep the area around the unit clean and orderly with ample space to walk safely around the unit.

Clean up spills and leaks quickly to prevent accidents caused by slipping and falling.

9. Use only non-flammable, non-toxic cleaning solvents. NEVER USE GASOLINE OR OTHER FLAMMABLE PRODUCTS FOR CLEANING PURPOSES. REFER TO EQUIPMENT OWNER’S MATERIAL SAFETY DATA SHEETS FOR EACH CLEANING PRODUCT FOR ADDITIONAL PRECAUTIONS.

10. Use fans, blowers, etc., during maintenance and clean-up work in enclosed areas to remove fumes from cleaning solvents and vented gases.

11. Use ladders, platforms, etc. where possible when working on elevated work surfaces. Always stand on stable surfaces when working on this equipment.

12. Before starting any equipment, make sure all nearby personnel are aware of the start up and are

clear of the equipment.

13. Do not use bare hands when checking for leaks of fluids under pressure, as fluids or particles can penetrate the skin. Use cardboard or a similar material to check for leaks.

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Engine Maintenance

1. Shut down the engine first, then prevent it from being started before the work is done. Close the starting block valve and remove the tubing line to the starting pilot valve. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY – a remote operations center may try to start a unit without knowing that work is being performed on it. Note: After maintenance work is done, sometimes adjustments may need to be done with the engine running. Stay clear of moving parts and follow instruction manual procedures as required.

2. Shut down the engine by SHUTTING OFF THE FUEL SUPPYLY. Do not ground the ignition

system to shut down a spark gas engine. This can leave an explosive mixture in the engine and exhaust system.

3. Do not remove the engine cover doors immediately after shutdown. This can cause a sudden

inrush of atmospheric air and result in an explosive mixture in the crankcase. Allow the engine to cool until cover doors can be removed with bare hands.

4. Check all safety shutdown devices (overspeed, low oil pressure, high jacket water temperature,

vibration, etc.) according to the procedure and schedule in the maintenance section of this manual.

5. After completion of maintenance work, reconnect starter pilot valve line and open block valve. REMOVE MANUAL BARRING DEVICE, if used during maintenance.

6. Before attempting to start a gas engine, it must be cranked with the fuel and ignition off to purge

the exhaust system of combustible gases. The engine should be cranked for a minimum of 15 seconds before the ignition is turned on and then the fuel valve opened.

7. Be prepared to shut down the engine if an overspeed or other malfunction occurs on start up.

8. Before replacing any studs, measure stud height from machined surface and position replacement

stud to the same height.

Compressor Maintenance

1. Shut down the compressor first, then prevent it from being started before the work is done. (See ENGINE MAINTENANCE section previously if engine driven.) If electric motor driven, the electric power supply must be disconnected and locked out. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY – a remote operations center may try to start a unit without knowing that work is being performed on it. Suction and discharge block valves (see site plan for location) must be closed to prevent gas from flowing into the compressor during maintenance. (Gas pressure could rotate the compressor and cause injury if not shut off and vented properly – see compressor section of manual.) Note: After maintenance work is done, some adjustments may need to be done with the compressor running. Stay clear of moving parts and follow instruction manual procedures as required.

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2. Before attempting any maintenance or repair on the compressor, vent all gas pressure from the

cylinders, piping, and other pressurized components or chambers. Know the piping system associated with this compressor. Open discharge blowdown and/or bypass valves to vent system to atmosphere. ALLOW COMPRESSOR TO COOL FOR AT LEAST 15 MINUTES BEFORE OPENING SUCTION OR INTERSTAGE VENTS. Atmosphere can be sucked in if a vacuum exists and can create an explosive mixture. CHECK LOCAL OR PANEL PRESSURE GAUGES FOR ZERO READING BEFORE REMOVING ANY GAS PASSAGE COMPONENTS SUCH AS VALVES, VALVE CAPS, OR CYLINDER HEADS. Note: UNLOADER CONTROL PRESSURE IS TYPICALLY NOT SHOWN ON GAUGES. Vent unloader control pressure line by loosening control line tubing fitting.

3. IF POISINOUS OR SUFFOCATING GASES ARE BEING COMPRESSED, FOLLOW ALL

PLANT SAFETY PROCEDURES PRIOR TO AND DURING MAINTENANCE ON ANY GAS EQUIPMENT OR PIPING TO AVOID INJURY OR DEATH DUE TO INHALATION OF SUCH SUBSTANCES.

4. Regularly check around compressor and piping gaskets and joints for leaks which could result in a

afire or an explosion.

5. Test all pressure gauges on a periodic basis (see maintenance schedule) to ensure accurate pressure readings. Likewise, check all relief valves for design opening pressure (see manufacturer’s data for each relief valve in packaging section of manual).

6. Check all safety shutdown devices (low oil pressure, high and low gas pressures, vibration, etc.)

per the schedule in the maintenance section of this manual.

7. Remove electrical lockout function if motor driven in maintenance is completed and REMOVE MANUAL BARRING DEVICE, if used during maintenance, before starting unit.

8. Before replacing any studs, measure stud height from machine surface and position replacement

stud to the same height.

ALL PERSONNEL SHOULD READ AND UNDERSTAND THE PREVIOUS SECTION ON WARNINGS, CAUTIONS, AND NOTES.

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Warranty The Seller warrants to the Buyer that the equipment to be delivered hereunder will be free from detects in material, workmanship and title and will of the kind described in the contract. THE FOREGOING WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHERE WARRANTIES WHETHERE WRITTEN, ORAL OR IMPLIED (INCLUDING ANY WARRANTY OF MERCHANTIBILITY OR FITNESS FOR PURPOSE). If it appears within one year from the date the equipment is placed in service but no later eighteen (18) months from the date of delivery to the Buyer, whichever first occurs, that the equipment does not meet the warranty specified above and the Buyer notifies the Seller promptly, the Seller shall correct any defect, at the Seller’s option, either by repairing or replacement part. The liability of the Seller to the Buyer (except as to title) arising out of the supplying of the equipment, or its use, whether on warranty, contract or negligence, shall not in any case exceed the cost of correcting defects in the equipment or part thereof and upon expiration of the warranty period all such liability shall terminate. The foregoing shall constitute the sole remedy of the Buyer and the sole liability of the Seller. The preceding paragraph shall not apply and the Seller assumes no liability whatsoever for breach of warranty when there is evidence that the defect arose as the result of (a) abuse or negligence in the operation of the equipment, (b) failure to maintain the equipment properly, (c) overloading or overspeeding , or (d) use of repair parts not approved by Seller. The warranty given to the Seller by its supplier of special equipment, including but not limited to generators, is hereby assigned without resource by the Seller to the Buyer. AS TO THIS SPECIAL EQUIPMENT, WHICH GENERALLY BEARS THE NAMEPLATE OF THE SELLERS SUPPLIER, THE SELLER ASSUMES NO LIABILITY WHATSOEVER FOR BREACH OF WARRANTY, WHETHER WRITTEN, ORAL OR IMPLIED (INCLUDING ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR PURPOSE).

AFTERMARKET SERVICES OFFICES SALES, SERVICE, SHOP AND INVENTORY

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SOUTHEAST NORTH AMERICA

HOUSTON, TEXAS ST. ROSE, LOUSIANA (Sales, Services, Shop, Inventory) (Sales, Service, Shop, Inventory) 16250 Port Northwest 10446 River Road Houston, TX 77041 St. Rose, LA 70087-9126 Ph: 713-354-1900 Ph: 504-465-0260 Fax: 281-809-1610 Fax: 504-465-9543 ODESSA, TEXAS (Sales, Services, Shop, Inventory) 8927 Andrews Highway Odessa, TX 79765-1308 Ph: 432-362-2511 Fax: 432-366-0534 10/00 Rev. 5 2/07


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LATIN AMERICA

ANACO – Sales, Service, Inventory MARACAIBO – Sales, Service, Shop, Inventory Cameron Compression Cameron Compression de Venezuela, SA. de Venezuela, S.A. Carretera Negra, KM. 97 Edif. Cameron Venezolana. Apartado No. 12 Carretera via Perija Anaco, Estado Anzoategui KM 71/2 calle 166 Venezuela No. 49F-180 el Silencio Maracaibo, Venezuela Ph: 58-282-4246615 Fax: 58-282-4223659 Ph: 58-261-7312010

Fax: 58-261-7311490 MEXICO – MEXICO CITY BRAZIL – SAO PAULO Cameron Compression Cameron Compression International, Inc. International, Inc. Homero 1804 Desp. 403 Alameda Santos, 455 Col. Chapultepec Morales Conj. 212 - Paraiso Deleg. Miguel Hidalgo CEP: 01419-000 11510 Mexico, D.F. Sao Paulo, Brazil Ph: 5255-5395-1114 Ph: 55-11-3284-1164 Fax: 5255-5395-4162 Fax: 55-11-3284-3872 10/00 Rev. 5 2/07


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NORTHWEST and MID WEST NORTH AMERICA FARMINGTON, NEW MEXICO PONCA CITY, OKLAHOMA (Sales, Service) (Shop, Parts, Inventory) 3900 East Bloomfield Highway 600 South 1st Street Farmington, NM 87401 Ponca City, OK 74601 Ph: 505-325-4949 Ph: 580-765-5557 Fax: 505-325-5979 Fax: 580-762-0621 CASPER, WYOMING ODESSA, TEXAS (Field Service, Shop, Engine Overhaul) (Sales, Service, Shop, Inventory) 1950 North Loop Avenue 8927 Andrews Highway Casper, WY 82609 Odessa, TX 79765-1308 Ph: 307-265-7653 Ph: 915-362-2511 Fax: 307-266-6847 Fax: 915-366-0534 SALINA, KANSAS PAMPA, TEXAS (Parts, Turbo Manufacturing/Repair) (Sales, Service, Shop, Inventory) 1648 West Magnolia 423 South Gray Salina, KS 67401 Pampa, TX 79065 Ph: 785-823-9211 Ph: 806-665-1647 Fax: 785-823-5240 Fax: 806-669-3196

10/00 Rev. 6 2/07


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EASTERN HEMISPHERE

LIVERPOOL – (Sales, Inventory) MILAN – ITALY Cameron Compression U.K. Cameron Compression The Malthouse Business Center Viale Brianza 20 48 Southport Road 20092 Cinisello Balsamo (MI) ORMSKIRK Italy Lancashire L39 1QR United Kingdom Ph: 44-(0)-1695-575760 Ph: 39-02-61292010 44-(0)-1695-575749 Fax: 39-02-61294240 Fax: 44-(0)-1695-574974 DUBAI – (Sales) SINGAPORE – (Sales, Service, Inventory) Cameron Compression Cameron Compression International, Inc. International, Inc. Dubai World Trade Center No. 2 Gul Circle P.O. Box 9213 Jurong Industrial Town Dubai Singapore, 629560 United Arab Emirates Ph: 656-863-3631 Ph: 971-4-3313160 Fax: 656-862-1662 Fax: 971-4-3314417 Fax: 656-862-4495 (Parts) BEIJING – (Sales, Service) Cameron Compression International, Inc. Tower A, Room 1701-1703 Chengjian Plaza No. 18 Beitaipingzhuang Haidian District Beijing 100088, China Ph: 86-10-82255700 Fax: 86-10-82255711 10/00 Rev. 5 2/07

TABLE OF CONTENTS

1

SUBJECT SECTION

GENERAL ENGINE DATA A Foreword Standard Engine Data Operating Pressures and Temperatures Set‐up Torques for Studs and Bolts Ignition and Valve Timing Valve Clearances Suggested Alarm and Shutdown Settings Torsional Data LUBRICATING OIL B General Lubrication of Superior Engines Standard ES 1001 INSTRUCTIONS FOR INSTALLATION C General Installation Preparing Foundation Block Installing the Complete Unit Checking Crankshaft Alignment Installing and Aligning the Driven Equipment Grouting the Engine and Driven Equipment Fastening and Final Alignment Cooling Water Treatment Service Piping Addendum Flexible Coupling Addendum ALTRONIC OPERATING MANUAL D ALTRONIC Operating Manual EPC‐200C BEDPLATE, CRANKSHAFT AND MAIN BEARINGS F Bedplate Crankshaft Main Bearings Crankshaft Alignment Main Bearing Temperature Shutdown System CYLINDER BLOCK, CYLINDER LINERS AND CYLINDER HEADS H Cylinder Block Cylinder Liners Cylinder Heads Inlet and Exhaust Valves Gas Admission Valves Cooling Water Treatment

TABLE OF CONTENTS

2

PISTONS AND CONNECTING RODS K Pistons Piston Pins Connecting Rods Piston and Connecting Rod CAMSHAFT AND VALVE OPERATING GEAR L General Camshaft Timing Camshaft Idlers Adjusting Chain Tension Removing the Chain Camshaft Bearings Removal of Camshaft Camshaft Inspection Cam Followers Valve Push Rods and Rocker Arms ALTRONIC IGNITION SYSTEM M General Checking Ignition Timing Ignition System Stopping the Engine Spark Plug Maintenance Trouble Shooting GOVERNOR AND CONTROLS Q General Governor Mounting and Drive Overspeed Governor PRE‐CHAMBER ASSEMBLY AND PILOT FUEL SYSTEM R Pre‐chamber Pre‐chamber Check Valves Pilot Fuel System SERVICE TOOLS S Tool Usage Chart Tool Illustrations and Descriptions LUBRICATING OIL SYSTEM T General Lubricating Oil System

TABLE OF CONTENTS

3

COOLING WATER SYSTEM W General Cooling Water Pumps Cooling Water Pump Drive Heat Exchangers

Cooling Water Treatment Engine Storage During Freezing Weather

MAINTENANCE AND INSPECTION Z General Rules Inspection and Maintenance Routine

Overhaul Trouble Shooting Recommended Engine Maintenance Schedule

OPERATING LOG PAGE 334 TURBOCHARGER INSTALLATION AND MAINTENANCE MANUAL PAGE 342 TURBOCHARGER BILL OF MATERIAL PAGE 362 UNIT BILL OF MATERIAL PAGE 363 8600 SKETCHES PAGE 390 8601 SKETCHES PAGE 401 8603 SKETCHES PAGE 407 8604 SKETCHES PAGE 411 8605 SKETCHES PAGE 416 8606 SKETCHES PAGE 422 8607 SKETCHES PAGE 424 8608 SKETCHES PAGE 429

Section A

1

GENERAL ENGINE DATA

1. FORWARD The Superior Gas Engine is of a heavy duty, vee, multi‐cylinder, spark ignited gas type; designed especially for reliability and long life of trouble free operation. Compact, rugged construction allows a wide range of applications. Ready accessibility of all wearing parts means simplified maintenance and dependable service. Lubricating oil is pressure forced to all working parts of the engine. All working parts are totally enclosed to minimize wear and other troubles which might occur if dust or other foreign matter were allowed to reach them. The engine described in this manual is of the four‐stroke cycle type, in which a power stroke occurs once in every two revolutions of the crankshaft. The four‐stoke cycle operates as follows: (1) suction stroke, (2) compression stroke, (3) power stroke, and (4) exhaust stroke. During the suction stroke the exhaust valve is closed and inlet and gas admission valve are open. The descending piston draws a fresh mixture of air and gas into the cylinder. Near bottom dead center both inlet and gas admission valves close and on the succeeding upward stroke, the piston compresses the mixture. At a point somewhat before top dead center, ignition (from the spark plug) occurs. The spark, ignition the air‐gas mixture, results in combustion of the compressed gas. The rapid rise in temperature and pressure of the burning gases forces the piston downward for the power stroke. Near the end of the power stroke the exhaust valve opens. On the next upward stroke the burned gases are expelled from the cylinder, thus completing the four‐stroke cycle. The exhaust gases are conducted by a manifold to an exhaust turbine. This turbine turns on a common shaft (but in a separate compartment) with a centrifugal blower. The blower draws in atmospheric air and forces it under pressure through intercoolers and into the engine intake manifolds. The air at this stage is more dense than atmospheric air and therefore each cylinder receives a greater weight of air than it would if the air were taken into the cylinder at atmospheric pressure. This allows a corresponding increase in the amount of gas which can be burned efficiently and give a proportionally greater output for a given cylinder size and engine speed. Cooling of the intake air also reduces the possibility of detonation. The valve timing is so arranged that the intake valve opens before, and the exhaust valve closes after, top dead center. During the period of valve overlap some of the supercharging air is blown through the cylinder, resulting in a more complete scavenging of the burned gases. In order that fuel gas will not be lost into the exhaust

Section A

2

during this scavenging period the gas admission valve is closed, and opens at approximately the same time as the exhaust valve closes. The purpose of this manual is to familiarize operating and maintenance personnel with the design and construction of the engine. Thus, they can understand the functions of the various parts and knowhow to care for them in order to obtain the most satisfactory engine performance. Engine rated speed and horsepower are stamped on the nameplate and these figures should NEVER be exceeded. Engine model designations and serial numbers are also stamped on the nameplate; and these figures, particularly the serial number, should always be stated when ordering parts or in any correspondence with the factory or sales agencies. Other items stamped on the engine nameplate include bore and stoke, ignition timing and firing order.

Section A

3

2. STANDARD ENGINE DATA

Model ……………………………………. 12SGTD 16SGTD 12GTLB 12GTB 16GTLB 16SGTB Brake Horsepower (BHP) at 900 RPM …. 2000 2650 1650 2000 2200 2650 Minimum Idle Speed – RPM ………………………………………………………………. 600 Operating Speed – RPM …………………………………………………………………… 600-900 Bore x Stroke …………………………………………………………………………... 10" x 10-1/2" FIRING ORDER - Counter-Clockwise Rotation 12 Cylinder - 1R-1L - 4R-4L - 2R-2L - 6R-6L - 3R-3L - 5R-5L 16 Cylinder - 1R-1L - 3R-3L - 2R-2L - 5R-5L - 8R-8L - 6R-6L - 7R-7L - 4R-4L

NOTE: Right and Left Cylinder Banks and Direction of Rotation are determined by viewing the engine from the Flywheel End.

CAPACITIES GALLONS

12 Cyl. 16 Cyl. Lubricating Oil Sump - (Including Cooler) ……………………………….. 165 ………. 220 Water in Engine ……………………………………………………………… 140 ………. 180

3. OPERATING PRESSURES AND TEMPERATURES Lube Oil Pressure - Normal ………………………………………………………… 35-40 PSI Lube Oil Temperature - Normal IN ………………………………………………….. 140-150 F Lube Oil Temperature - Normal OUT ………………………………………………. 165-175 F Jacket Water Temperature - Normal OUT …………………………………………. 170-180 F** Intercooler Water Temperature - Normal IN ……………………………………….. 120 F 4. SET-UP TORQUES FOR STUDS AND BOLTS

NOTE: Torque figures are for threads lubricated with engine oil or similar petroleum base lubricants - DO NOT USE ANY COMPOUNDS CONTAINING MOLYBDENUM DISULFIDE AS A THREAD LUBRICANT.

FOOT POUNDS Main Bearing Cap Bolts ………………………………………………. 350-375 Block to Bed Stud Nuts ……………………………………………….. 275-300 Camshaft Sprocket Clamp Ring Capscrews …….......................... 65-75 Connecting Rod Bolt Nuts ………………………………................... 280-300 Cylinder Head Stud Nuts ………………………………………………. 380(HOT) Rocker Arm Bracket Capscrews……………………………………….. 125 Camshaft Bearing Cap Capscrews …………………………………… 45-51 Flywheel Capscrews …………………………………………………… 720-780 Cam Follower Bracket Capscrews …………………………………… 45-51 Crankshaft Sprocket Assembly Bolt Nuts …………………………… 85-95 Vibration Damper Capscrews ………………………………………… 300-325 End Cover Capscrews ………………………………………………… 65-75 Spark Plug - 18mm (w/o Torque Wrench ¼ Turn) ……………….. 32-38 Pre-Chamber Nuts ……………………………………………………… 35

Section A

4

5. IGNITION AND VALUE TIMING IN CRANKSHAFT DEGREES Inlet Opens …………………………………………………………….. 21 Before TDC Exhaust Closes ………………………………………………………… 21 After TDC

NOTE: Check above angles, for camshaft timing purposes only, with .125" valve lash. Check valve events at point where lash is just taken up (pushrod will not turn).

Ignition Timing ………………………………………………………….. See Air/Fuel Ratio Data Sheet Spark Plug Gap …………………………………………………………. .013" - .015"

NOTE: +/- 2 Degree Tolerance allowed on inlet and exhaust valve timing. Spark Timing must be accurate.

6. VALVE CLEARENCES Warm Inlet Valve ………………………………………………………………………….. .021" Exhaust Valve ……………………………………………………………………... .030" Gas Admission Valve ……………………………………………………………… .013" 7. SUGGESTED ALARM AND SHUTDOWN SETTINGS Low Jacket Water Pressure - Alarm …………………………………………. 10 PSIG * Low Jacket Water Pressure - Shutdown ……………………………………. 7 PSIG * High Jacket Water Temperature (from Engine) - Alarm …………………… 185 F ** High Jacket Water Temperature (from Engine) - Shutdown ……………… 195 F ** Low Intercooler Water Pressure - Shutdown ……………………………….. 5 PSIG * High Intercooler Water Temperature (Into Intercooler) …………………….. 130 F Low Lube Oil Pressure - Alarm ………………………………………………. 23 PSIG Low Lube Oil Pressure - Shutdown ………………………………………….. 18 PSIG High Lube Oil Temperature - Alarm …………………………………………. 195 F High Lube Oil Temperature - Shutdown …………………………………… 205 F Low Turbocharger Lube Oil Pressure - Shutdown ………………………… 18 PSIG Engine Overspeed - Shutdown Compressor Drive - 900 RPM Engine Speed ……………………. 990 PRM 750 RPM Engine Speed ……………………. 825 RPM Generator Drive - 900 RPM Engine Speed …………………… 1035 RPM 750 RPM Engine Speed ……………………. 863 RPM

* Add 5 PSI for Pressurized Systems ** For Conventionally Cooled Engines

Section A

5

8. STANDARD SIZES, CLEARANCES, AND WEAR LIMITS MAX. (OR MIN.) STANDARD ALLOWABLE WORN DIMENSION SIZE OR CLEARANCE (Inches) (Inches) Cylinder Liner Bore ………………………………………. 10.000 10.002 Top Ring Travel Area ( Any Point ) ………………………………………………… 10.020 Bottom of Liner ………………………………………………………………………... 10.007 Piston Skirt Diameter ( Bottom ) ………………………... 9.991 9.990 ………… 9.985 Piston Clearance (Skirt Bottom) …………………….. .009 .012 ………… .015 Piston Compression Ring#1 Gap ………………………………………………………. .050 .060 ………… .190 Ring Width ………………………………………………. .1880 .1865 Ring Groove Width …………………………………….. .193 .194 …………. .199 Ring Side Clearance …………………………………… .0050 .0075 ………… .015

Piston Compression Rings #2, #3, and #4 Gap ………………………………………………………. .040 .060 …………. .190 Ring Width ………………………………………………. .1880 .1865 Ring Grove Width ………………………………………. .191 .192 …………. .197 Ring Side Clearance …………………………………… .0300 .0055 …………. .015 Piston Oil Ring Gap ……………………………………………………….. .035 .050 …………. .090 Ring Width ……………………………………………….. .310 .3115 Ring Groove Width ……………………………………… .313 .314 ………… .318 Ring Side Clearance #5 and #6 ………………………. .0015 .0040 ……….. .008 Piston Pin Diameter ………………………………………. 3.4985 3.4975 ……… 3.496 Piston Bore for Pin ……………………………………….. 3.501 3.500 ……….. 3.503 Piston Pin Clearance in Piston ……………………….. .0015 .0035 ……… .005 Connecting Rod Bushing Bore ………………………….. 3.5020 3.5015 ……… 3.503 Piston Pin Clearance in Rod ………………………….. .0030 .0045 ……… .005 Connecting Rod Eye Side Clearance in Piston ………………………………. .020 .035 ……… .045 Connecting Rod Big End Bearing Bore …………………. 6.3790 6.3824 Surface

Bearing Shell Wall Thickness …………………….......... .2045 .2033 ……… Inspection

Crankpin Diameter ………………………………………… 6.376 6.374 ……….. 6.370 Crankpin Bearing Clearance …………………………… .0030 .0084 ………. .012 Crankpin Length …………………………………………… 6.248 6.253 Width of Two Rods ………………………………………… 6.000 5.992 Side Clearance of Rods ………………………………… .248 .261

Section A

6

MAX. (OR MIN.) STANDARD ALLOWABLE WORN DIMENSION SIZE OR CLEARANCE ( Inches ) ( Inches ) Main Bearing Bore ……………………………….. 8.0050 8.0084 Surface Main Bearing Shell Wall Thickness …………….. .2650 .2638 ………… Inspection Main Journal Diameter …………………………... 8.001 7.999 ………… 7.995 Main Bearing Clearance ……………………… .0040 .0094 …………. .013 Crank Thrust Bearing Width ……………………. 5.496 5.493 ………… 5.488 Crank Thrust Shoulder Span …………………… 5.506 5.508 ………… 5.516 Crankshaft End Play ………………………….. .010 .015 ………… .025 Camshaft Bearing Bushing Bore ………………. 2.753 2.7546 Camshaft Diameter ………………………………. 2.750 2.749 Camshaft End Clearance …………………….. .003 .0056 ………… .010 Camshaft End Play ………………………………. .005 .008 Camshaft/Governor Drive Gear Lash ………….. .004 .008 Valve Rocker Arm Bore (Bushing in Place) ….. 1.5036 1.5006 Rocker Shaft Diameter …………………………... 1.4995 1.4990 Shaft to Bushing Clearance …………………. .0011 .0046 …………… .010 Side Clearance ……………………………….. .005 .010 Valve Stem Diameter ……………………………. .871 .870 Valve Guide Bushing Bore ……………………… .874 .875

Stem to Bushing Clearance …………………. .002 .004 ………….. .006 Gas Admission Valve Stem Diameter ………… .4975 .4965 Gas Admission Valve Bushing Bore ………….. .500 .501 Clearance ……………………………………... .0025 .0045 ………….. .006 Lubricating Oil Pump/Crankshaft Gear Backlash ………………………………………. .005 .008 Lubricating Oil Pump Internal Gear Backlash ………………………………………. .011 .015 …………….. .020 Lubricating Oil Pump Gear End Play (002-914 Pump) …………………... .016 .022 …………….. .026 End Play (033-639 Pump) …………………… .025 .034 ……………. .037 Lubricating Oil Pump - Radial Clearance Between Gear Teeth and Housing Bore …………………………………. .012 .013 ……………. .015 Lubricating Oil Pump Shaft Diameter …………. 1.750 1.7495 Lubricating Oil Pump Bushing Bore ………….. 1.753 1.754 Clearance …………………………………….. .0030 .0045 …………….. .008

Section B

1

LUBRICATING OIL We recommend that a good grade of compounded mineral oil of a detergent type be used in these engines. The oil should be stable under the temperature conditions encountered in the engine and should be resistant to oxidation, foaming and sludging. The best assurance of obtaining a suitable oil is to use only products of well‐known merit, produced by responsible concerns, and used in accordance with their recommendations. See Cameron Compression’s Superior Engineering Standard ES 1001, immediately following this section. Both new and used oil can have corrosive elements and the supplier should be careful to furnish oils which are compatible with tin or lead base babbits and it is also highly desirable that it be non‐corrosive to copper‐lead alloys. The use of an SAE 40 grade oil is recommended. If the ambient temperatures are below freezing, an oil of lighter grade may be used for intermittent operating conditions and SAE 40 for continuous service. For low temperature operation, the pour point of the oil, at the minimum starting temperature to be expected, should be carefully considered. It is most essential that the oil be sufficiently fluid so that it will flow to the pump under all conditions. The oil sump holds the proper amount of lubricating oil, and the running level should be maintained close to the mark on the sight glass. In regard to drainage periods, we suggest that the first batch of oil be drained and filter elements renewed after about 400 hours of service. Thereafter the filter cartridges should be changed and the drainage period can be increased to 1000 hours or more, providing the filter cartridges are kept in good shape and the oil remains reasonably clean. Experience will determine when to change filter elements and oil, and in this connection it should be pointed out that it is more economical to maintain the filters in good shape. However, if the oil is badly discolored and loaded with insolubles, it should be drained off when new filter elements are installed. Laboratory checks of the oil to determine the quantity of solids and build up of any corrosive elements should be a regular part of the maintenance procedure. These test results can serve as a guide to oil drain periods. NOTE: When new elements are installed in the filters, a sufficient amount of lubricating oil must be added into the system to compensate for that which has been drained from the filters.

Section C

1

INSTALLATION INSTRUCTIONS

1. GENERAL INSTALLATION The success of an engine installation depends greatly upon the construction of the foundation and upon the care exercised in lining up the engine to the connected generator. Poor installation will result in excessive vibration and continual change in alignment. The result is poor performance and failure of vital parts. For this reason, Cameron Compression cannot guarantee an engine unless the instructions in regard to alignment given in the following have been followed. Engines and generators are frequently mounted on cast or structural steel sub‐frames, at the manufacturer’s plant, to provide a complete generating unit. Similar units are also made up with pumps or gears or other equipment driving by the engine. In such cases, the installation method is the same as described in the following text for engine and generator installations; the term “generator” maybe construed to mean any one of these items, as the case may be wherever it appears in the text. Even though the engine and generator might be mounted on a quite rigid sub‐frame, and carefully lined up at the manufacturer’s plant during assembly, the possibility of sub‐frame deflection, by rough handling during shipment, or by improper bolting to the foundation, still exists. The alignment of engine and generator should therefore be rechecked during installation; and ay handling or bolting deflections of the sub‐frame, that may have affected this alignment should be corrected before the unit is placed in operation. The following instructions will cover the method for alignment checking, and will also cover the steps to be taken in making the necessary corrections if misalignment is found. When preparing the foundation on which the generator unit is to be mounted, always obtain certified outline prints. Do not use figures or cuts in bulletins or sales literature. The foundation block dimensions, normally shown an outline prints, are minimum figures based on firm ground, hard clay, or gravel under the installation. For sand, mud or other soft sub‐soil, the size of the foundation block must be sufficiently increased and its design must be properly revised to compensate for the poor quality of the footing material.

2. PREPARING THE FOUNDATION BLOCK

A rigid template, of the same length and width as the top edges of the foundation, should be made up to properly locate all engine other foundation bolts. This template should be securely supported in a level position above the foundation block form. Its height should be such that it will support all foundation bolts at their proper height in accordance with the foundation plan furnished by the manufacturer. The foundation bolts, with shield tubes around each bolt, should be suspended from properly located holes in the template. The nuts, which hold the bolts in the template, should be adjusted to provide bolt extensions above the foundation block in accordance with the foundation plan furnished by the manufacturer. The shield tubes should be so supported that

Section C

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their upper ends should be plugged, or otherwise closed in against the foundation bolts, to prevent concrete from entering at that point. Reinforcement should be placed in the form, and the concrete should be poured in one continuous operation. During pouring, the concrete should be tamped or otherwise worked to remove all air pockets and to insure compactness. Particular attention should be given to working the concrete at the sides of the form or at any other surfaces which may be left exposed in the final installation. After pouring is completed, the concrete should be allowed to thoroughly set and then the forms should be removed. Any surface patching found necessary should be done immediately after the removal of the form while the concrete is still relatively “green”. The foundation block should be sprinkled frequently to keep its surface moist for several days after pouring in order that the curing may be regulated for best development of strength and hardness. It should also be protected against freezing during this time; in fact its temperature should be kept above 50⁰F. for best curing. Sufficient time must be allowed for thorough curing of the foundation block before any equipment is placed upon it.

3. INSTALLING THE COMPLETE UNIT ‐ (Engine on Sub‐Base) (Close reference should be made to the Foundation Plan and Outline Drawing at this time). When the foundation block has become fully cured, preparations should be made for placing the engine as follows: (a) Remove the unit from its shipping medium, and move it over the foundation block as near

as possible in alignment with its foundation bolts. Keep the sub‐base some distance above the foundation, however, in order to allow working room for subsequent operations.

(b) Make certain that the sub‐base support flanges are thoroughly cleaned of all rust and dirt or other foreign matter. The above cleaning operations should also include the removal of all grease or oil, which might impair adhesion, from any surfaces which will come into contact with grouting.

(c) Consider jackscrew plate thickness and foundation plate thickness, where these plates are used and screw the jackscrews down through the sub‐base support flanges by an amount sufficient to provide space for 1 ¼ “ grout thickness . Place one of the steel plates, supplied with the engine, under each jackscrew; and carefully lower the unit down over the foundation bolts until the jackscrews are resting on the plates. Adjust the jackscrews until the unit is setting level in both longitudinal and transverse directions.

4. CHECKING ENGINE CRANKSHAFT ALIGNMENT The proper procedure for checking crankshaft alignment is as follows: (a) Remove lower base cover adjacent to flywheel end of engine (b) Observe the inside face of the webs of the last crankshaft throw. If there are no center

punch marks in evidence, place one center punch indent in the center of each web approximately one inch up from the base of the shortest web (directly opposite each other).

(c) Insert a dial indicator type of strain gauge so that it will be held by the center punch marks. (d) Take successive indicator readings in the following positions: as near bottom center as the

connecting rod will permit; 90⁰ from top center; top center; 90⁰ from top center (opposite side); and near bottom center (opposite side).

(e) Total variation in readings may not exceed .003”.

Section C

3

5. INSTALLING AND ALIGNING THE DRIVEN EQUIPMENT

After the engine has been placed on the foundation and its crankshaft alignment has been checked, but before grouting, the driven equipment should also be placed in its proper position over the foundation in approximate alignment with the engine. If the engine flywheel was removed during the previous operation, it must be remounted before the driven equipment can be aligned. A flexible coupling must be used between the engine and the driven equipment in order to protect the respective shafts against misalignment strains under all operating and temperature conditions See subsequent “C” sections for alignment of the flexible coupling. (This applies only when such equipment is furnished). Shift the driven equipment or engine or both sideways and also raise or lower it as required to obtain the best possible alignment. Proper lining up may take a little time, but it is absolutely essential. Flexible coupling should not be required to compensate for any misalignment that can be eliminated. Every base plate is slightly elastic; therefore, every unit must be aligned in place. NOTE: Thin metals shims, totaling 1/16” to 1/8”, may be placed under the driven equipment to permit later readjustment of height if such is ever found necessary. Attention should also be given to the longitudinal position of the driven equipment bearings and to any floating and flexible members of the coupling. All longitudinally free or flexible items should be in their respective center positions and ample longitudinal clearance must be provided for full movements in either directions. This is important in order to eliminate any possibility of thrust loadings due to operating thermal expansion or contraction. After the alignment has been accomplished, it should be checked by means of strain gauge readings on the engine crank adjacent to the flywheel. In this case, the flywheel and coupling weight will be supported by the engine crank; and greater strain gauge readings may be expected with the crank thrown in the downward position than with it in the upward position. The difference, however, should not exceed .003”.

6. GROUTING THE ENGINE AND DRIVEN EQUIPMENT After the engine and driven equipment have been placed in position and properly aligned as described under the preceding paragraphs, grouting between their supporting flanges and the foundation should be started. An epoxy resin type of grout is to be used and the surface to which it must bond should be absolutely clean and dry at time of grouting. Examples of suppliers of epoxy grout are: The Carter Waters Company, Ceilcote Co., and Philadelphia Resin. CAUTION: Epoxy type grouting materials present certain health hazards. The grout manufacturer’s instructions must be strictly followed and use appropriate PPE at all times.

Section C

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Grouting forms may be the same as used for concrete and of sufficient strength or braced to withstand the pressure of the grout. Forms, tools or other items which should be free of grout must be waxed. Depth of grout and curing time between layers should follow the suppliers recommendations. For best handling a temperature around 70⁰ or higher is best. The curing time and temperature information should be obtained from the grout manufacturer. Sufficient times must be allowed for thorough curing of the grout before removing jackscrews and thereby allowing equipment weights to bear upon it. The grout may be painted using paints of the same basic type as the grout.

7. FASTENING AND FINAL ALIGNMENT After the grout has become thoroughly cured, the leveling screws may be removed and the foundation bolt nuts may be assembled and tightened. Proper procedure for tightening these nuts is to first evenly and only moderately tighten all nuts fro each particular unit. The retighten each nut a slight additional amount and continue this retightening procedure 2 or 3 times until tightening torque commensurate with bolt size is attained for all nuts. After several days, the tightness of all nuts should be checked; and the alignment should be rechecked (as previously noted under paragraphs “Installing the Engine” and “Installing and Aligning the Driven Equipment”) and should be corrected if such is found necessary.

Section C Addendum

1

SERVICE PIPING

GENERAL Plan all piping carefully and use as short and direct lines as possible. To improve the general appearance of the installation, piping should be laid below the engine room floor when it is possible to do so. Removable floor plates should be provided for access to the piping. Provide drains at all low points and vents at all high points of each system. Provide clamps to steady the piping against vibration, but so locate the clamps that the pipes will be free to expand or contract with temperature changes. Provide supports for the piping and heavy auxiliaries such that the weight is not imposed on the engine connection. All pipes and fittings should be thoroughly cleaned before assembly, so as to eliminate all possibility of loose scale, dirt, or other foreign particles from entering the system. Flush out the systems after installation and before making final connections at the engine. When vibration isolators are supplied with the engine, make sure that every piping system has a flexible connection as close to the engine as possible. WATER LUBRICATING OIL, AND FUEL PIPING An approved piping diagram should be carefully followed with respect to pipe sizes and location of the various components of the system. Use as few bends as possible and do not make suction or discharge piping longer than necessary. Use gate valves for all liquids, to keep flow resistance at a minimum. When an expansion tank is used in the water system, its main connection to the circulating system should be as close as possible to the water pump inlet. STARTING AIR PIPING (When Supplied) Air tanks should conform to A. S. M.E. specifications and should have ample strength for 250lbs. per square inch pressure. Each tank should be equipped with a safety valve and a glove valve for isolation. A drain valve should be provided at the lowest point and this valve should be accessible. Tanks should be connected to the starting air header using the specified pipe size. Provide a globe valve next to the engine. All valves and fittings should be suitable for at least 250 lbs. per square inch pressure. The air compressor discharge pipe should be run to the air tank. It should not be connected to the piping between the tank and the starting air header. Air compressor unloader should preferably be connected to the tank with its own piping. Under no circumstances should it be connected to the compressor discharge line. EXHAUST SYSTEM When bends are necessary use long sweep fittings. Use the pipe size called for on the outline drawing for lengths up to 30 ft., containing a maximum of three bends. For 3 to 6 bends increase the pipe to the next nominal size and for each additional 30 ft. length increase by one pipe size.

Section C Addendum

2

In order to protect the engine and piping from undue strains a length of flexible metal tubing must be installed as near the engine as possible. It is also recommended that flanged connections be used for ease dismantling and cleaning. For multiple engine installations it is essential that separate exhaust lines be used. If an exhaust silencer and/or waste heat boiler is installed in the exhaust system of the engine, it should be of size and design offering minimum resistance to engine maximum load exhaust flow. Total flow resistance, including piping losses, should not exceed ten inches of water in the case of supercharged engines, or fifteen inches of water in the case of naturally aspirated engines. AIR INTAKE SYSTEM If an air intake silencer and/or filter is used, it should be of size and design suitable for handling the maximum air requirements of the engine with a minimum flow resistance. Total flow resistance, including piping losses, should not exceed ten inches of water for supercharged engines, or seven and one‐half inches of water for naturally aspirated engines. If the engine air intake is installed in the engine room, the room must be provided with adequate ventilators to allow ample cool air for the engine requirements. If any appreciable amount of dust or dirt is present in the atmosphere, an air cleaner of the oil bath type and of proper size should be provided to prevent such dirt or dust from entering the engine and causing undue wear.

SECTION D

AIR FUEL RATIO AND IGNITION TIMING CONTROL

1. United Controls Group Drawing #08254A‐01 (4 Sheets) – Air/Fuel Ratio Control Assembly

2. United Controls Group Drawing #08254G‐01 (3 Sheets) – Air/Fuel Ratio Control Outline 3. United Controls Group Drawing #08254S‐01 (12 Sheets) – Schematic 4. Recommended Spares

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RECOMMENDED SPARE PARTS LIST

Project: Cameron Air Fuel Control

Project Number: 08254

Assembly Drawing: 08254A-01

Description Item

Commissioning

Spares

Operational

Spares Unit Manufacturer

CONTROLLER, COMPACTLOGIX L23E 0251 1 EA ALLEN-BRADLEY

MODULE, COMPACTLOGIX 6TC 0262 1 EA ALLEN-BRADLEY

MODULE, COMPACTLOGIX 4AI/2AO 0263 1 EA ALLEN-BRADLEY

PanelView Plus 400 0307 1 EA ALLEN-BRADLEY

SWITCH, ETHERNET 0356 1 EA PHOENIX CONTACTSWITCH, ETHERNET 0356 1 EA PHOENIX CONTACT

RELAY, 24VDC, DPDT, ATEX 0863 2 EA PHOENIX CONTACT

TRANSDUCER, PRESSURE 50 PSIG 1000 1 EA ASHCROFT

TRANSDUCER, I/P 1004 1 EA Fairchild Products

ADAPTER, FEMALE 1005 1 EA Swagelok

VALVE, 3-WAY 1006 1 EA Swagelok

CONVERTER, F TO I 1012 1 EA PHOENIX CONTACT

CONVERTER, I TO I 1013 1 EA PHOENIX CONTACT

Page 1 of 1

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Section F

1

BEDPLATE – CRANKSHAFT – MAIN BEARINGS CRANKSHAFT ALIGNMENT

1. BEDPLATE

The cast iron bedplate is heavily ribbed to form the rigid structure upon which the remainder of the engine is built. The transverse members, which from the main bearing supports, are line‐bored and match‐marked with their respective caps; hence the caps must always be replaced in accordance with these markings. The caps are held in place by alloy steel capscrews which are safety wired in pairs. An oil suction strainer is mounted on the front end of the engine in the suction passage between the engine sump and the lube oil pump. The bedplate is machined to accommodate the lube oil manifold and passages are drilled at each main bearing to carry oil from the manifold to the crankshaft bearings.

2. CRANKSHAFT

The crankshaft is forged from a solid billet of high quality steel and is accurately machined. Oil passages are drilled from the main bearing journals to lubricate the crankpins and to carry oil for lubrication of the piston pins and for cooling of the pistons. The forward end of the crankshaft is extended for the auxiliary drives. Also, a torsional vibration damper is mounted on the front end. The rear end of the crankshaft has an integrally forged power take‐off flange. A dual sprocket at the flywheel end drives the two camshafts. Throw rings and a labyrinth seal prevent oil leakage around the power take‐off flange.

3. MAIN BEARINGS

The “trimetal’ main bearing shells are of the split precision type requiring no shims or hand fitting. Upper and lower bearings are not interchangeable. When installing new bearing shells or in replacing old ones in the engine, care should be taken that the shell and the bearing saddle are both thoroughly cleaned before any assembly is attempted; but under no circumstance should any filing, scraping or other fitting be done on either bearing shell or saddle. End thrust of the crankshaft is taken by two half‐ring thrust bearings, one on each side of the rear main bearing saddle. These fit into machined recesses in the bedplate and are prevented from turning by the bearing cap. With the bearing cap off, they can be

Section F

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rotated around the journal for removal. These bearings must be installed so that their grooved faces contact the thrust surfaces of the crankshaft. The following procedure should be followed in removing the main bearing shells for inspection or cleaning or other service: (NOTE: That spark plugs should be removed and fuel gas shut off during this operation if cylinder heads have not been removed from the engine). a. Turn the crankshaft to a position where one of the throws adjacent to the bearing is

in a horizontal position. This leaves an open space above the crank web through which the cap and bearing can be removed. The bearing can be removed most conveniently from the left side through the opening forward of the bearing, or from the right side through the opening to the rear of the bearing. The front main bearing can be removed only from the right side and the rear main bearing only from the left side. Remove the safety wire and capscrews from the bearing caps. (A special wrench is provided for removing the capscrews). Lift the cap (two people will be needed for this) and lay it on its side by tilting the op away from the horizontal crank throw. Then slide it along the crank web and out through the opening. It may be necessary to turn the crankshaft a few degrees one way or the other in order to find the best position for removing the cap. Lift the bearing shell off the journal if it has not remained in the cap.

b. Place a small piece of brass rod, or proper size, in the lubricating oil hole in the main

bearing journal and allow it to project about 5/32” beyond the journal. c. Bar the crankshaft over slowly by hand. The projecting brass rod should catch the

lower bearing shell; and by turning the crankshaft for enough, the lower bearing shell will be forced around to a position where it may be lifted from the shaft.

d. Upper and lower main bearing shells are not interchangeable and must be placed back in their original positions after removal for any reason. Note that the upper shell has an oil groove cut completely around the circumference and is located by either a tang or a dowel in the cap. Bearing shells should be marked to indicate location (i.e. number of bearing and whether upper or lower). NOTE: Use only pencil markings on the inside diameter or outside diameter or parting line faces of bearing shells. If punch marks or number stamps are used, they should be made only on the ends of the shells and should be made very lightly.

Section F

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Carefully clean the crankshaft and bearing shells and saddles before attempting to replace the bearing shells. The lower main bearing shells may be replaced by barring over the crankshaft as described above. Be sure to remove the brass rod from the crankshaft oil hole before replacing the upper bearing shell and bearing cap. The bearing cap capscrews should be tightened uniformly with a torque indicating wrench to the torque reading called for in Section A. The bearing surface consists of a thin plating of Babbitt over a backing of special bronze. If more than 20% of the Babbitt has been worn away exposing the bronze, the shells should be replaced.

4. CRANKSHAFT ALIGNMENT

The crankshaft alignment should be checked, at major overhauls or at intervals or approximately 12,000 service hours. A good idea of the alignment may be obtained by checking wear of the main bearings. If not more than 20% of the Babbitt plating has been worn away, it will be satisfactory to use the same bearings until the next overhaul period. However, if the wear is uneven, it is best to replace all the bearing shells in order to maintain proper alignment. Comparison of the dial type distortion gauge measurement taken at the upper and lower position swill show the crankshaft alignment conditions. Normally the measurements made with the cranks at the upper position are slightly greater than the measurements for the same cranks at the lower position. However, the difference in the measurement for any one crank should not exceed .002” except for the crank adjacent to the flywheel which should not exceed .003”. If such is found to be the case, new bearing shells should be installed in the engine. Reference Figure F‐1 following

Section H

1

CYLINDER BLOCK AND CYLINDER LINERS

CYLINER HEADS AND VALVES

1. CYLINDER BLOCK

The cylinder block is a special ally iron casting of rigid construction. The top decks and intermediate bridge sections are line‐bored to receive and properly locate the cylinder liners. The camshaft bearing supports are cast integral with the block on both sides, and are precision line‐bored with their respective bearing caps. Removable covers provide access to the camshaft, cam followers, connecting rods and main bearings. The cylinder block is attached to the bedplate with studs and self‐locking nuts. Thin composition gaskets are used to make an oil tight joint between the block and the bedplate. When replacing a block that has been removed, clean the two mating surfaces thoroughly and use new gaskets, applying a light coating of “Glyptal” or similar sealant to both sides of the gaskets.

2. CYLINER LINERS

The cylinder liners are made of a special alloy iron and are machined all over. The bore is hone finished to very close limits. The cylinder liner is of the wet type; and has a flange at its upper end which is clamped in a counterbore in the cylinder block, by the cylinder head, to hold the liner in its proper position. The joint between this flange and the cylinder block is made water‐tight by a special gasket. The liner is located by a projecting pin the flange which fits into a slot in the top deck of the cylinder block. Three rubber compound O‐rings fit the grooves near the lower end of the liner to seal water and oil where the liner fits the intermediate bridge section of the block.

3. REMOVING THE CYLINDER LINER

(a) Bare the engine over until the crankpin, under the liner to be removed, is in the lower dead center position.

(b) The liner can be easily removed by providing a special tool as shown in Fig. H‐1. Place a steel bar through eye bolt of the tool and turn clockwise to free the liner from its seat. If the liner is stuck fast, it may be necessary to use a jack to help free it. Rest the jack on a heavy steel bar placed across the webs of the crankshaft.

(c) After the liner is free, engage the eye bolt with an overhead hoist and withdraw the liner from the block, using a steady, even pull, making certain the hoist is directly over the liner and provide means to guide the liner to prevent cocking or binding.

(d) NOTE: If a special liner tool is not available, place a heavy flat steel bar across the webs of the crankshaft, and place a heavy duty jack on top of this bar. Use another bar of suitable length on top of the jack, and operate the jack upward until the bar contacts the bottom end of the liner. Continue operating the jack upward until the top of the liner projects about 2 inches above the top of the block. (On cylinders where crankshaft counterweights are encountered, it may be found necessary to place a heave bar or timber across the cylinder block handhole opening in order to support the jack).

Section H

2

(e) Attach two clamps under the liner flange, 180⁰ apart, and fasten a rope sling to the clamps in such a manner that the sling can be centrally engaged by an overhead hoist. Withdraw the liner from the block using a steady even pull and making certain that the hoist is directly over the liner to prevent any cocking or binding.

(f) Place the liner on the floor in a vertical position.

4. INSTALLING CYLINDER LINER IN BLOCK

(a) Thoroughly clean the cylinder liner, taking care to remove all carbon, scale, sediment, or other deposits.

(b) Inspect the cylinder liner for wear, cracks, nicks, or corrosion pits, or any other damage. (c) If a ridge is found inside the liner at the top of the piston ring travel, this should be removed In order to eliminate any possibility of damage to the piston rings. (d) Inspect and clean the cylinder block Water jackets of scale or lime deposits. Inspect and

clean the machined section of the block where the cylinder liner fits the block. NOTE: It is generally more convenient to fit the piston and piston ring to the liner before reinstalling it in the cylinder block. Such procedure is recommended at this time although the description of the work to be done will be presented under Section K of this manual. (e) Install new metallic water seal gasket under the liner top flange, using a sufficient amount

of heavy grease to hold the gasket to the flange. (f) Install rubber rings in grooves at the lower end of the liner without use of any type of

lubricant. Make certain that the rings fit their grooves in an evenly stretched condition and that they may have not been twisted during this installation.

(g) Using a medium grade gear oil or an approximate 50% mixture of engine lubricating oil and “STP” and a paint brush, coat the outside diameters of the liner and seal rings and also the machined upper and lower bores of the cylinder block lightly and evenly to assist the entry of the liner into its final seating without twisting or shearing of the liner rubber seal rings.

(h) Assemble the special liner tool over cylinder head studs; and with a suitable bar placed through the eyebolt, slowly turn counterclockwise to force the liner down into its seat. IN FORCING THE LINER INTO ITS FINAL POSITION, BE CERTAIN THAT THE WATER SEAL GASKET FITS IN ITS PROPER PLACE AND IS NOT PINCHED OR SHEARED OR OTHERWISE DAMAGED.

NOTE: If a special liner tool is not available, attach clamps to the liner flange and, using a rope sling and hoist, lower the liner carefully into the cylinder block, making certain that the bottom rubber ring bears evenly all around the bevel on the lower bored section of the block. This may be done by using a bar fitting across the top of the liner and around diametrically opposed cylinder head studs, and by installing spacers and cylinder head nuts above the bar and pulling down evenly on the cylinder head nuts. It may also be accomplished by placing a heavy timber across the top of the liner and driving on the timber with a heavy bar or sledge hammer. (i) Recheck the inside diameter of the liner at the level of the intermediate cylinder block

bridge to make certain that it is still to size and around within .002”. A faulty installation in which the rubber seal ring may have rolled up or torn may cause the liner to go considerably out of round and result in scoring of the piston and liner.

5. CYLINDER HEADS

The engine cylinders are fitted with individual alloy iron cylinder heads, designed for maximum strength and uniform cooling. Inlet and exhaust ducts are designed with ample section and of proper shape for low flow resistance. The joint between the cylinder head and the cylinder liner

Section H

3

is made gas‐tight by a metallic gasket. Each head is fitted with an inlet valve, an exhaust valve, a gas admission valve and one spark plug. The exhaust manifold is fastened to the machined sides of the cylinder heads by water cooled exhaust elbows.

6. REMOVING CYLINDER HEAD ASSEMBLY

(a) Drain the engine jacket water (b) Drain the head by removing the ¼” NPT pipe plug on the left side of the head. This will

prevent spilling water into the cylinder when lifting off the head. (c) Remove the cylinder head cover lid and cover (10 nuts). (d) Remove the rocker arm oil line and the pipe that leads this down into the cam follower block assembly. (e) Remove the valve rocker arm assembly and vale push tubes. (f) Remove the exhaust elbow completely and thermocouple lead. NOTE: Support or remove the exhaust manifold if all heads are to be removed. (g) Remove the water jumper (block to head). (h) Loosen and support or remove the intake air manifold and the gas manifold. NOTE: Gas vent tube connections must be separated if gas manifold is to be removed. (i) Disconnect spark plug cable and remove ignition components attached to the head. (j) Remove the cylinder head nuts and lift off the cylinder head using the special lifting device.

Guide the head up and toward the exhaust manifold to prevent tearing the air manifold and gas manifold gaskets.

7. SERVICING CYLINDER HEADS

Carefully examine valve ports and remove any carbon or dirt deposits found therein. Also inspect water jackets for deposits of dirt or lime or other foreign matter. Any deposits found in the water jacket should be washed or blown out of the head , or cleaned out with a proper solvent solution.

8. INSTALLING CYLINDER HEAD ASSEMBLY

(a) Check all gaskets and replace any found to be damaged. Be sure to glue the air manifold gasket and gas manifold gasket to the head before lowering in place.

NOTE: The gas manifold gasket must be placed with the large hold offset toward the air passage (up). The gasket has a cut to prevent interference with the air manifold gasket. (b) Using the special lifting device, lift the head over the engine and lower into place. Be sure to

keep the head guided toward the center of the engine to prevent tearing of the air and gas manifold gaskets. Also, be sure that the head to liner gasket is in position on the head before lowering. This gasket can be stuck to the head with grease.

(c) Replace the cylinder head nuts and washers and tighten down evenly until the head fits snugly to the top of the liner. Do not use over 24 ft. lbs of torque at this time. (d) Reinstall the jacket water jumper, the air manifold and the gas manifold capscrews but do not fully tighten to allow for aligning of the other parts. (e) Reinstall the exhaust elbow but do not fully tighten the capscrews. (f) Fully tighten the cylinder head nuts, using a crisscross pattern, to the valve given in Section A. Use a torque indicating wrench. It sis best to work the crisscross pattern around the head at least three times, working gradually up to the final torque setting the last time around. PULL

Section H

4

NUTS DOWN EVENLY. Improper tightening, especially in the initial stages, may ruin the cylinder head or liner or even crack the liner seating ledge of the cylinder block. (g) Fully tighten all cap screws mentioned in steps (d) and (e) above. (h) Reinstall the valve rocker arm assembly and valve push tubes. (i) Reinstall l the rocker arm oil line and the pipe that leads this down into the cam follower back assembly. (j) Reinstall the cylinder head over (10 nuts) and lid. (k) Reconnect the gas vent tube if removed. (l) Reinstall the ¼” NPT head drain plug. (m) Reinstall ignition components attached to the head and reconnect the spark plug cable.

9. INLET AND EXHAUSE VALVES

Each cylinder head is fitted with one inlet and one exhaust valve, each valve being made of a special alloy steel best suited for its respective application. Dual concentric valve springs are used on each valve. The spring retainers are held on the valve stems by hardened steel split keepers.

10. VALVE INSPECTION AND CARE

To secure long life, the valves must be properly seated. It is therefore advisable to inspect the valves, especially the exhaust valve at regular intervals. If the seats, both on the valve and in the head, are polished and not excessively pitted, and if the contact area appears to be continuous all the way around both valve and seat faces, then grinding or lapping is not necessary, and in fact may be detrimental. However, if the seats appear rather rusty in places, or if pitted areas are of sufficient size to extend almost across the valve seating face in the head. In severe cases, replacement of valves may be necessary. After refacing or replacing valves it may be desirable to lightly lap the seats with fine lapping compound to insure proper seating.

11. REMOVING ALL VALVES FROM HEAD

(a) Depress the valve spring retainer, with a pronged lever or special tool, sufficient to allow removal of the split keepers.

(b) Remove keepers and slowly release pressure on the spring retainer. (c ) Lift out spring retainer and valve springs. Remove valve spring spacer. (c) Turn head over and remove valve.

12. LAPPING VALVES TO THEIR SEATS

NOTE: Any lapping of valve to its seat should be of very light nature, since this operation tends to wear a groove in the face of the valve. If heavy lapping appears necessary, both valve and seat should be refaced with proper grinding equipment. (a) Place the head, with the combustion chamber up, on an improvised stand or work bench. (b) Place a weak spring between the valve head and valve stem bushing. (c ) Apply lapping compound to the valve seat and rotate the valve back and forth with a valve

lapping crank tool, applying some pressure against the seat, but allowing the spring to lift the valve off the seat frequently to replenish the compound between the seating surfaces.

Section H

5

(d) After a perfect seat is obtained, thoroughly clean the valve head and seat, remove the lapping‐in spring and reassemble the valve (reversing the operations given for disassembly).

13. GAS ADMISSSION VALVES

The gas admission valves, one per head, are used to admit fuel gas to the cylinders during a portion of the intake stroke. They are operated by cams on the camshaft, through followers with lash adjusters. Each gas admission valve assembly is equipped with two seals to minimize gas leakage along the stems. Any leakage which does occur is carried way by a vent line.

The gas admission valve assembly is attached to the bottom of the air intake passageway directly over the cam follower assembly. Three nylok socket head capscrews hold the assembly to the head. It is most important to note the position of the valve stem to assure its being positioned properly on reinstallation. The valve stem must be toward the air manifold side of the head. Incorrect installation will cause the cam follower not to make contact with the valve stem and not open the valve.

Disassemble the valve assembly by compressing the spring and removing the two keeper halves. The valve stems steals should be replaced if worn. Note that the sealing lip must point toward the valve.

Section K

1

PISTON AND CONNECTING ROD

1. PISTONS The pistons are cast of a special alloy iron and are machined and ground to close limits. They are designed to provide ample strength and wearing qualities, and to allow uniform expansion and rapid heat transfer. The space immediately below the piston hill side crown is sealed from the engine crankcase by a special aluminum plug to provide a suitable chamber through which the piston cooling oil circulates. Drilled passages are provided to conduct cooling oil from the piston pin to the chamber and return the overflow back to the crankcase. Two are plugged. The piston is equipped with six piston rings, five being located above the piston pin. The top ring is a chrome plated compression type. The next three rings are taper faced compression rings and the last two are of the ventilated oil scraper type. Drain holes are drilled around the oil ring grooves to conduct the excess oil back into the engine base. These holes should be cleaned out when the piston is removed for inspection or replacement of rings. Piston pins are held in place by internal expanding type lock rings.

2. PISTON PINS

The hollow piston pins are of hardened special steel, ground to very close tolerance. They are of the full floating type with ample bearing areas. Stamped steel plugs are pressed into each end of the piston pin and are rolled into grooves at the ends of the pin bore to provide an oil‐tight seal. Two radial holes are drilled through the wall of the pin at its center to receive piston cooling oil from the rifle drilled connecting rod. Sets of six holes each are drilled at the ends of the pin just inside the steel plugs to conduct cooling oil from the center of the pin to the drilled passages in the piston.

3. CONNECTING RODS

The connecting rods, of the automotive type, are made of H section forgings of high quality steel, carefully heat treated and machined. The rod cap is of the conventional box type.

Section K

2

The crankpin end of the rod is split to retain the precision type steel backed bearing shells by means of four alloy steel bolts, washers, and self‐locking nuts. The cap and rod are precision machined as an assembly, and the complete assembly must be ordered for replacement. Upper and lower bearing shells are not interchangeable and it is important that each be installed in its proper location. Note that the lower shell has an oil groove cut completely around its circumference. Note also that both upper and lower crankpin bearing shells are positioned in the connecting rod by means of a tang on each bearing shell. (Figure K‐1). When replacing connecting rod shells, BE SURE that the upper and lower bearing shells are installed correctly with regard to the oil groove in the lower shell, as noted above, and also that the shells are located properly with their respective tangs. The crankpin bearing I lubricated by oil that is received from one of the adjacent main bearings through an oil hole in the crankshaft. An oil groove in the bearing shell bore picks up the oil from the crankpin and delivers it to the piston pin bearing and piston cooling chamber through a rifle drilled hole in the connecting rod. The upper end of the connecting rod carries two steel backed bronze bushings. These bushings are separated at the center to provide for the oil for piston pin and pin boss lubrication and the piston cooling chamber.

4. REMOVING PISTON AND CONNECTING ROD

a. Remove lower inspection covers from both sides of block. b. To provide wrench clearance, bar the engine over until the crankpin is in a

convenient position. Then working through the near side inspection opening, loosen but do not remove nuts at the side of the rod. Bar engine and repeat above procedure. A special wrench is provided for the connecting rod nuts.

c. Scrape off any carbon that may have been formed around the upper portion of the cylinder liner. Also examine the liner for a wear shoulder at the high point of piston ring travel. If such a shoulder is found, it should be tapered off by scraping or honing in order to allow removal of the piston and rings. Blow out or wipe off any carbon or other foreign matter that is left by the above operations.

d. Bar the engine over until the crankpin is in top dead center. Remove nuts, bolts and connecting rod cap and lower crankpin bearing shell. Exercise CAUTION so that these parts do not fall into the bottom of the bedplate.

NOTE: The lower half crankpin bearing shell may remain in the cap when the cap is removed from the rod or it may stick on the crankpin. In either case, it should be carefully removed and wiped clean and marked with a grease pencil for later identification. Likewise the upper half bearing shell may stick on the crankpin or it may

Section K

3

remain in the rod when rod and piston are removed in subsequent operations. It too should be carefully removed and cleaned and marked. e. Attach the special lifting device to the piston using the tapped hole in the crown.

The eye of the lifter should be toward the center of the engine. Using an overhead hoist, lift the piston and rod out of the cylinder. Guide the connecting rod into the line to avoid damaging the cylinder wall.

f. Move the hoist away from the engine and set the piston and connecting rod down on a wooden rack.

5. DISASSEMBLING PISTON AND CONNECTING ROD

a. Stand assembly on piston crown and place wooden wedges between the sides of the

rod and the piston skirt to hold the rod upright and to prevent the assembly from tipping over.

b. A lock ring removing tool will be of considerable assistance in removing the piston pin lock rings.

c. After the lock rings are removed, slip a rope sling over the foot of the rod and holding it in place with the hoist, push out the piston pin.

d. If it is desired to remove the piston rings, this can be done with an expanding tool (See Figure K‐2). Do not expand rings more than is necessary to clear the piston.

e. The piston cooling chamber plug is locked in place with Loctite 277 and may be removed for inspection and cleaning of the chamber by means of a piece of 1‐5/8” hexagonal bar stock and a wrench. The Loctite must be deactivated by heating with a torch to 350 – 400 oF. The plug can then be removed. It is suggested that this be done every other major overhaul. When re‐assembling the aluminum shoulder plug be sure to: 1. Wire brush clean the threads, then use Loctite cleaner and apply the Loctite 277

according to manufacturers recommendations. 2. Torque the plug to 40 – 50 Ft‐Lbs Max. DO NOT use impact tools and DO NOT

stake in place.

6. PISTON AND CONNECTING ROD MAINTENANCE Stuck or worn rings are perhaps the chief item of piston maintenance. Stuck rings may generally be freed, without resorting to scraping, by soaking the piston in a 30% solution of No. 9 “Oakite” in kerosene for 24 hours or longer. The rings may then be removed with an expanding tool. (See Figure K‐2). The piston ring groove and ring lands and oil drain holes should be cleaned and the grooves should be inspected for wear. A stuck ring generally must be replaced. Check carefully before re‐using.

Section K

4

At annual overhauls the piston pin should be cleaned and given a thorough surface inspection. Magnaflux inspection is warranted if the engine has been operated in heavy service for a considerable period of time. When magnafluxing, plug all oil holes in the piston pin (corks can be used) so as to prevent magnaflux powder from entering the inside passages of the pin. Connecting rods should be carefully cleaned and given a thorough surface inspection. Magnaflux inspection is warranted if the engine has been operated in heavy service for a considerable period of time. Particular attention should be given to cleaning of the rifle drilled hole through the rod. Connecting rod bolts should also be carefully inspected, with magnaflux inspection being warranted as noted above. The bushings are precision bored after assembly into the rod to insure proper size and location. If these bushings are replaced in the field, extreme care should be used in maintaining the bore of the new bushing parallel to and properly spaced from the crankpin bore. Replacement bushings must be thermally shrunk to allow easy insertion in the rod end bore and to prevent shaving of the bushing outer surface and subsequent loss of the interference fit. Clean and carefully inspect the crankpin bearing shells for bearing surface wear or other deterioration. Bearings with a few slight pit marks may be reused. However, if such failure has progressed to any appreciable extent or if the Babbitt appears worn through to the bronze baking over an area exceeding 25% of the bearing surface, the shells should be replaced with new ones.

7. REASSEMBLY OF PISTON AND CONNECTING ROD

a. Clean all parts and inspect for damage or wear, replacing badly worn or damaged

parts with new ones. Oil all parts before assembly. b. Fit new piston rings inside cylinder liner and check ring gap. (NOTE: Rings must

be placed squarely in the cylinder for gap checking. They should be checked near the bottom of the cylinder for minimum gap and near the top of the cylinder at its point of greatest wear for maximum gap). Worn rings should be used only in case of emergency when new rings are not available and then only in cases where they were carefully removed from the piston and thoroughly inspected for cracks or other damage. Such rings should be placed back in the same groove from which they were originally removed. Rings which were stuck in their grooves to the point where they were not easily removable after solvent soaking should NEVER be reused.

c. Install rings in their proper position on piston with the expanding tool furnished with the engine. (See Figure K‐2).

Section K

5

d. Place piston upright on its crown and insert connecting rod in the same position it was

in when removed. (NOTE: Match marks on piston crown and rod). e. Linen up pin bores in the piston and rod and install piston pin. Use wooden wedges to

hold the rod upright as explained above.

f. Replace piston pin lock rings in piston.

8. REPLACING PISTON AND CONNECTING ROD IN CYLINDER Pistons and connecting rods, if used, should be placed back in the same cylinder and in the same position as before their removal. Pistons should be placed with the valve clearance reliefs and the hillside crown toward the outboard side of the engine in order to properly align their clearance reliefs with the valves. The taper bored ring guide, furnished with the engine, should always be used when replacing pistons in the cylinders in order to properly compress the piston rings and guide them into the cylinder bore. To replace piston and connecting rod assembly into cylinder, proceed as follows: a. Attach lifting device to piston. Lift the assembly with an overhead crane and blow off dirt

with an air hose. Also wipe engine crankpin clean. b. Fit the crankpin end upper bearing shell into its seat in the connecting rod. (NOTE: These

bearing shells are manufactured with a slightly greater span across their open ends than the bore of the connecting rod and they should have sufficient spring action to maintain their proper position during further assembly if reasonable care is exercised. Upper and lower shells are NOT interchangeable. NOTE: In replacing old shells, or installing new ones, care should be taken that both bearing shells and bearing saddles are thoroughly cleaned before assembly. Since the shells are of precision type, no filing, scraping or other fitting work should be done on either shells or saddles under ANY circumstances.

c. Bar the engine crankshaft over to bring the crankpin to top center position. Place the piston

ring guide on the top of the cylinder liner. Lubricate piston, line, crankpin, and crankpin bearing with engine oil.

d. Carefully lower the assembly into the cylinder. Guide the connecting rod lower end to prevent its striking and damaging the cylinder wall. Pay attention to each piston ring as it enters the guide and make certain that ring gags are staggered.

e. Insert lower crankpin bearing shell in connecting rod cap and assemble cap to connecting rod with match‐marks in their proper relation.

f. Install connecting rod bolts and washers, lubricate nuts, and screw them down as tightly as possible by hand.

g. Remove lifter from piston.

Section K

6

h. Bar the engine over to obtain wrench clearance in the same manner as when removing rod bolts. Then with a torque wrench, (taking at least three uniform tightening steps on all bolts) the nuts should be tightened to the torque value given in Section A.

Section L

1

CAMSHAFT AND VALVE OPERATING GEAR

1. GENERAL

The camshafts are located in the cylinder block, one on each side of the engine. They are mounted in pressure lubricated split precision type bearings, fitted in line‐bored supports which are an integral part of the cylinder block assembly structure. A camshaft bearing is located on each side of every cylinder, providing 7 bearings on each shaft for a 12 cylinder engine and 9 bearings for a 16 cylinder engine. Each camshaft is driven from the flywheel end of the crankshaft by a two‐strand roller chain. The camshaft sprockets are clamped to the sprocket hubs by clamping rings and capscrews secured by lockwire. This design allows relative rotation for timing adjustments by loosening the clamping screws. A gear bolted to the hub of the camshaft drives a gear train for the engine governor, magneto drive, tachometer and overspeed shutdown device. The camshafts are made of ground and polished steel shafting. Three cams, inlet, exhaust and gas admissions, are provided at each cylinder. Each cam is located in proper angular relation by a Woodruff key. The cams are made of heat treated allow steel for long life, and are precision ground.

2. CAMSHAFT TIMING

Camshaft timing specifications are noted in Section A. The camshafts are adjusted at the factory and the camshaft sprockets are then tightly clamped to the hubs. If the instructions given in subsequent paragraphs are carefully followed when removing and reinstalling the camshafts, there should be no necessity for changing this adjustment. Adjustment of camshaft timing should be done with the aid of a dial indicator gauge used to determine correct cam lift for checking valve events. The indicator should be arranged to bear on top of the rocker arm adjusting screw for the particular valve to be checked. Make sure the adjusting screw bears firmly against its push rod before setting dial indicator to “ZERO”. This will insure accurate cam lift measurements. The camshaft sprocket should be so clamped to its hub that valve opening and closing occurs the proper crankshaft position. (See Section A) IMPORTANT – IT is essential that the two camshafts be phased together to produce the firing Sequence given in Section A. Since the crankshaft turns two revolutions while the camshaft turns one, it is possible to have one bank of cylinders a full crankshaft revolution off from its proper timing, even though both camshafts appear to be properly

Section L

2

timed to their respective cylinder banks. Failure to obtain proper firing sequence can result in severe stresses in the crankshaft and driven equipment.

3. CAMSHAFT IDLERS

Each camshaft drive chain is provided with two idlers. One is a fixed assembly while the other is adjustable to provide proper chain tension. The adjustable idler sprockets rotate on roller bearings, while the fixed idlers are fitted with pressed‐in precision bushings, pressure lubricated from the engine system.

4. ADJUSTING CHAIN TENSION

It is essential to maintain proper tension in the chains. If too tight, they will be overloaded and may break; if too loose, they may whip and vibrate, causing excessive wear. The idlers, and consequently chain tensions, are adjusted by means of adjusting screws. The adjustments should be checked periodically to prevent excessive slack in the chains. To adjust chain tension: a. Remove camshaft sprocket cover. b. Bar the engine over to produce slack in the chain span opposite the adjustable idler.

The chain has proper tension when movement on the slack side of the chain approximates ¼”.

c. Loosen clamp nut on idler shaft (using the special wrench provided for this purpose) and lock nut on idler adjusting screw. To tighten chain tension, turn adjusting screw clockwise. To loosen chain tension, turn screw counterclockwise.

d. After adjustments are completed, always tighten nuts to maintain proper tension.

The chain should be replaced promptly when worn out or when the rollers mesh near the ends of the teeth. Worn sprockets should be replaced when a new chain is installed because deformed teeth will promptly injure the new chain. If it is necessary to replace both chain and sprockets, and new sprockets are not immediately available, “hooks” should be dressed off and teeth otherwise corrected as much as possible. The installation of a few new parts in a generally worn chain should be considered only a temporary expedient. The re‐use of individual parts is not a good practice – complete new links are better. A chain that has broken due to accident should be

Section L

3

replaced because some sections have probably been stressed to a degree that has impaired the press fit of pins and bushings in the link plates.

5. TO REMOVE THE CHAIN

a. Remove camshaft sprocket cover. b. Bar the engine crankshaft over to the firing top center of number one cylinder. Lay a

straight edge across the exposed face of the camshaft sprocket and scribe a reference line on the face of the sprocket. This will allow reassembly without necessity of complete retiming operations.

c. Bar engine over until chain connecting link is in a convenient spot. d. Release tension on chain idler as previously noted under number 4. e. Remove connecting link by withdrawing the lock and driving the link pins evenly

through the link cover plates and withdrawing the link. f. Attach a piece of soft annealed wire to one end of the chain and holding to this wire,

bar the engine over until chain is disengaged from sprockets, and then lift out the engine. To reassembly, reverse above operations, making certain that chain tension is properly adjusted. Also make certain that the reference mark, made on the camshaft sprocket before removal of chain, is in proper position when number one cylinder is at correct top dead center, before connecting roller chain. IMPORTANT – REFER TO NOTES UNDER CAMSHAFT TIMING.

6. CAMSHAFT BEARING

The camshafts are equipped with split precision type bearings. If the camshafts are removed, the bearing shells should be marked or tagged for identification and reinstalled in their original locations.

7. REMOVAL OF CAMSHAFT

To remove the camshaft from the engine, proceed as follows: a. Remove camshaft sprocket cover and cam compartment covers. Also remove valve

rocker shaft assemblies and valve push rods, to release their downward forces on the cam followers. Shorten the gas admission valve push rod to release the force on the follower.

b. Disconnect drive chain (See 5 above). c. Remove drive assemblies for magnetos, overspeed shutdown device and

tachometer.

Section L

4

d. Remove struts over camshaft bearing caps. e. Wire all cam follower rollers up to prevent the roller assemblies from dropping when

the camshaft is removed. f. Arrange a sling or provide some other means of preventing the shaft from falling.

Remove the capscrews which fasten the cam bearing caps to the cylinder block. g. Remove bearing caps and lift out the camshaft.

To replace the camshaft in the engine, reverse the above operations, with additional precautions as follows:

a. Make certain that all bearings and their respective mounting saddles are thoroughly cleaned all over before assembly. Lubricate camshaft and bearing surfaces with engine oil when assembling.

b. Make certain that the reference mark, made on the camshaft sprocket before removal of chain, is in proper position when number one cylinder is at correct top dead center, before reconnecting roller chain. IMPORTANT – REFER TO NOTES UNDER CAMSHAFT TIMING

c. Tighten cam bearing capscrews evenly to torque value given in Section A. d. Make sure that the seals attached to the struts are in good condition and properly in

place. The seals should be cemented to the struts. e. Retime magnetos (See Section M).

8. CAMSHAFT INSPECTION

Thoroughly clean and inspect the camshaft assembly. Examine the drive sprocket for wear, or pits on the tooth surface, and for cracks or broken teeth. Examine the cam tracks for wear or cracks or other damage.

9. CAM FOLLOWERS

The cam followers consist of guides equipped with hardened steel rollers running on hardened steel pins. An individual cast alloy iron cam follower bracket for each cylinder, with accurately machined bores for the cam followers, is bolted to the cylinder block immediately over the camshaft.

10. CAM FOLLOWER REMOVAL

To remove the cam follower bracket assembly from the engine, proceed as follows: a. Remove cylinder head covers, valve rocker shaft assembly and push rods.

Section L

5

b. Remove capscrews holding bracket assembly to cylinder block. c. Remove the cam follower bracket assembly. (Note: In lifting out the assembly, it will

be necessary to support the cam followers and to lift them from below in order to prevent their dropping out of the guide block). Cam followers should be marked in order that their original position may be identified at reassembly. To replace the cam follower bracket on the engine, reverse the above procedure. Make sure that the mounting gasket is in good condition, or use a new one. Tighten mounting capscrews evenly with a torque wrench to the value given in Section A.

11. CAM FOLLOWER SERVICING

a. Remove cam follower and roller assemblies from guide block. Carefully clean and

inspect all parts before reassembly. b. Service each cam follower in the following manner: ‐ Remove the roll pin which

locates the roller pin in the follower body. Remove roller pin and roller. Inspect all parts for wear or cracks or other damage. When reassembling the roller and roller pin in the follower, make certain that the small flat on the roller pin is assembled at the upper side; and use a new roll pin and make certain that it is tight in the follower.

12. VALVE PUSH ROD AND ROCKER ARMS Valve push rods are fabricated of seamless steel tubing with hardened steel ball type inserts at their lower ends and socket type inserts at their upper ends. The die forged valve rocker arms are carried on the rocker shafts supported by a bracket attached to the cylinder head. Bronze bushings are pressed into the rocker shafts. The push rod ends of the rocker arms are fitted with ball type adjusting screws and lock nuts. These should be checked and reset periodically to provide valve clearances as specified in Section A. The valve contact ends of the rocker arms are hardened to reduce wear and are form ground for proper valve action. The rocker shaft and rocker arms are drilled for proper lubrication of all bearing surfaces.

13. VALVE ROCKER ARM ASSEMBLY REMOVAL AND SERVICING

To remove and service the valve rocker arm assembly, proceed as follows: a. Remove cylinder head cover lid and cylinder head cover. Loosen the oil line fitting. b. Remove capscrews and lift off rocker shaft assembly. c. Remove capscrews in retaining collars and remove collars and inlet and exhaust

rocker arms form rocker shaft. Remove shims and tag them for replacement.

Section L

6

d. Remove lock nuts and remove valve adjusting screws from rocker arms. Clean adjusting screws thoroughly, including oil holes. Inspect for wear or cracks or other damage which might make them unsuitable for further service.

e. Clean rocker arms thoroughly, including oil holes, and inspect for cracks or other damage. Inspect valve end for wear. Inspect bushing for wear and replace if necessary: ‐ When pressing a new bushing in place, make certain that its oil holes are properly aligned with the holes in the rocker arm.

f. Inspect rocker arm shafts for wear. Thoroughly clean out the oil holes in the shafts. Reassembly procedure for rocker arm assemblies is similar to disassembly, but in reverse order. However, the following additional precautions must be observed. a. Reinstall shims in original locations. Check side clearance of inlet and exhaust

rockers. This should be .005” ‐ .007”. If necessary, adjust the clearance by means of the laminated shims. Tighten capscrews which hold retaining collars and install lockwires.

b. Screw adjusting screws all the way into the rocker arms before installing the assembly on the cylinder head in order to avoid any possibility of holding a valve open and bending its stem.

c. Tighten bracket capscrews with a torque wrench to the value given in Section A. d. Bar the engine crankshaft over to firing top dead center (all valves closed) for each

cylinder in sequence and set each valve clearance adjusting screw to provide the clearance specified in Section A between the valve stem end and the rocker arm nose. Lock the adjusting screw with the lock nut after setting valve clearance.

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ALTRONIC CPU-95 IGNITION SYSTEM INSTALLATION INSTRUCTIONS

791950-8/16/18, 791952-18, 791958-16 FORM CPU-95 II 1-02

WARNING: DEVIATION FROM THESE INSTALLATION INSTRUCTIONS MAY LEAD TOIMPROPER ENGINE OPERATION WHICH COULD CAUSE PERSONAL INJURY TOOPERATORS OR OTHER NEARBY PERSONNEL.

1.0 SYSTEM DESCRIPTION

1.1 The Altronic CPU-95, DC-powered ignition system is a microprocessor-based capacitordischarge system designed for application on natural gas fueled engines. The systemfeatures crankshaft-triggered timing accuracy and the capability to vary timing electronicallyby several means, including an external 4-20 mA control signal connected to the optionalDisplay Module. The system is field-programmable and offers a variety of advanced controlmethods, emissions reduction, primary and spark diagnostics, self diagnostics, serialcommunications and engine protection features. The system consists of two main parts: anengine mounted Ignition Module and an optional user interface Display Module.

1.2 Various models of the Ignition Module are available: 791950-8 8-outputs, standard791950-16 16-outputs, standard791950-18 18-outputs, standard791952-18 18-outputs, dual capacitor791958-16 16-outputs, Varispark™ extended duration

1.3 The optional Display Module has an alphanumeric 16-character x 2-line back-lit LCD displaythat shows the operating status, engine RPM, energy level, single or double-striking mode,current loop input value and ignition timing. Additional display screens show set-up anddiagnostic information.

1.4 To allow for a simple and economical upgrade of existing Altronic CPU-90 installations, theCPU-95 utilizes the same ignition box mounting layout, existing Altronic coils, magneticpickups, Hall-effect pickup and trigger magnet, pickup cables, primary wiring harness andjunction box(es).

1.5 Power requirement is 24 Vdc, 5 ampere nominal for typical applications. For Ignition Module791958-16, use a supply rated for 24 Vdc, 10 amperes. See section 9.2 for details.

WARNING: THE IGNITION SYSTEM MUST BE CONFIGURED PRIOR TO USE ON AN ENGINE.REFER TO SECTION 9.7 OF FORM CPU-95 OI (OPERATING INSTRUCTIONS) TO VIEW THECURRENT CONFIGURATION. REFERENCE FORM CPU-95 PI (TERMINAL PROGRAMINSTRUCTIONS) FOR INSTRUCTIONS DESCRIBING HOW TO CONFIGURE THE IGNITIONSYSTEM. VERIFY EEPROM PROGRAMMING PRIOR TO STARTING ENGINE.

-2-

2.0 SYSTEM COMPONENTS

2.1 The system consists of an Ignition Module, a Display Module, wiring harnesses, (2) magneticpickups and cables, a Hall-effect pickup and trigger magnet (4-cycle engines only), and anignition coil for each spark plug; refer to drawing 709 960 for a complete system overview.

2.2 Use one of the following Altronic ignition coils:- Unshielded coils 501061 or 591010* - Shielded coils 501061-S or 591010-S*- Flange coils 591018 or 591012*- Integral coils 591007, 591011A or 591011B* NOTE: If using Ignition Module 791958-16, use one of the red coil options - 591010,

591010-S or 591012.

See Application List (form CPU-95 AL) for requirement details and refer to wiring diagrams709 962 (unshielded) and 709 963 (shielded).

3.0 MOUNTING THE CPU-95 IGNITION MODULE

3.1 Refer to drawing 799 041 for physical dimension details. Select a mounting location meetingthe following requirements:- On the engine.- Within 50 ft. of the Display Module.- Within 7 ft. of the primary junction box.- The front door of the Ignition Module should be easily accessible and free to swing open.- The maximum ambient temperature must not exceed 150EF (65EC).

3.2 The Ignition Module enclosure should be fastened securely to a rigid engine bracket using theshock mounts provided.

3.3 When replacing an existing Altronic CPU-90 system, the CPU-95 Ignition Module can bemounted in place of the CPU-90 unit; the mounting footprint is identical to facilitate thechangeover. NOTE: The enclosure width is 1 inch larger than the CPU-90 unit, ½ inch oneach side.

4.0 MOUNTING THE CPU-95 DISPLAY MODULE

4.1 Mount the CPU-95 Display Module inside a control panel or to a suitable flat surfacepreferably off the engine in such a manner as to minimize exposure to vibration. The DisplayModule should be mounted so that the display is at a convenient viewing height. Refer todrawing 799 043 for mounting dimensions. A NEMA 3R housing (720004-1) is also availableas an alternative mounting option for the Display Module (see drawing 799 048).

4.2 The Display Module should be mounted within 50 feet (15 m) of the Ignition Module which isto be mounted on the engine.

4.3 Operating temperature range is !40EF to 158EF (!40EC to 70EC). Humidity specification is0-95%, non-condensing. Housed in an aluminum weatherproof enclosure, the CPU-95Display Module is splash resistant; however, the mounting site should provide as muchprotection from inclement weather as is practical. Avoid mounting the LCD display andkeypad in direct sunlight.

-3-

5.0 MOUNTING FLYWHEEL GEAR/DRILLING FLYWHEEL HOLES

5.1 The Altronic CPU-95 system requires a source of angular position pulses from the enginecrankshaft. This can be a flywheel ring gear, a separately provided gear mounted on thecrankshaft or specially drilled holes in the flywheel. The source of position pulses must meetthe following requirements:- Must be ferrous material- Diameter of 18" or greater- No. of teeth or holes of 180 or greater- Maximum run-out referenced to the pickup of .007"Refer to drawings 709 902 and 709 903 for further details.

6.0 MOUNTING THE MAGNETIC PICKUPS

6.1 The system requires two magnetic pickup signals; the angular position pulses from the gearor drilled holes and a reset pulse six degrees ahead of the most advanced firing positiondesired for no. 1 cylinder (see section 7.0 below). The pickups must be mounted to rigidbrackets to maintain an air gap of .015" ± .005" with respect to the rotating gear or flywheel.It is also important for maximum signal efficiency that the centerline of the rotating part passthrough the center of the pickup - see drawing 709 902 for mounting details and 691 118 formagnetic pickup dimensions.

7.0 MOUNTING THE FLYWHEEL RESET PIN

7.1 Set the engine with no. 1 cylinder six (6) degrees ahead of the most advanced firing point.Mark a point on the flywheel directly opposite the pole piece of the reset magnetic pickup; thenrotate the engine to a position convenient for drilling and tapping the flywheel at the pointmarked above. The reset pin should be made from a steel (magnetic) 1/4"-20 bolt or stud.See drawing 709 902 for details.

7.2 Rotate the engine so that the reset pin and magnetic pickup are in-line and adjust the air gapbetween the end of the reset pin and the magnetic pickup at .010" using a feeler gauge.

8.0 MOUNTING THE CYCLE TRIGGER (4-CYCLE ENGINE ONLY)

8.1 The trigger magnet (260604 or 720002) must be mounted on the engine camshaft or otheraccessory drive operating at camshaft speed. An M8 (8 mm) tapped hole, 0.5 inches (13 mm)deep is required - see drawings 260 604 or 720 002 for details. For proper operation themagnet MUST rotate on a diameter NOT EXCEEDING: - 6 inches (150 mm) for magnet 720002, or - 15 inches (375 mm) for magnet 260604.

-4-

8.2 Set the engine on the COMPRESSION stroke of no. 1 cylinder with the reset pin LINED-UPwith the reset pickup. The Hall-effect pickup (591014-x) must be mounted LINED-UP with thetrigger magnet (section 8.1) coincident with the reset pickup and pin being lined-up; refer todrawing 709 960.

NOTE: The Hall-effect signal and the reset pickup signal must occur at the same time for thesystem to function.

The Hall-effect pickup dimensions are shown on drawing 591 014. The air gap between theHall-effect pickup and trigger magnet must not exceed .040" (1.0mm).

9.0 IGNITION MODULE ELECTRICAL HOOKUP (REFER TO WIRING DIAGRAM 709 966)

9.1 GENERAL - The power connections to the CPU-95 must be in accordance with the NationalElectrical Code. The CPU-95 is suitable for installation in Class I, Division 2, Group Dlocations.

9.2 POWER SOURCE - Referring to drawing 709 961, power may be supplied as follows: A. 24-volt battery and charger with 5 amps minimum output (10 amps when using Ignition

Module 791958-16).B. DC power supply capable of furnishing 24-28 Vdc, 5 amps (10 amps when using Ignition

Module 791958-16). NOTE: The negative (!) of the 24 Vdc supply MUST be common with ENGINE GROUND.

WARNING: ALTHOUGH THE DEVICE HAS INTERNAL PROTECTIVE FUSES, TWOEXTERNAL 10 AMP FUSES NEAR THE POWER SOURCE ARE RECOMMENDED FORTHE PROTECTION OF ENGINE AND BUILDING WIRING. THIS WILL REDUCE THEPOSSIBILITY OF A FIRE OCCURRING IN THE EVENT OF A SHORT CIRCUIT IN THEWIRING. SEE DRAWING 709 961.

IMPORTANT: For proper operation of the CPU-95 system, voltage and current supplied mustbe sufficient during all selected modes of operation. Drawing 709 961 provides these detailsregarding the DC power hookup:1. CURRENT DRAW PER SYSTEM - formula varies depending on number of outputs

used, engine cycle and RPM, and the use of the multi-strike feature.2. MINIMUM WIRE GAUGE REQUIREMENTS - Chart 1 of drawing 709 961 gives the

requirement vs. the length of run between the power source and the CPU-95 IgnitionModule.

3. MULTIPLE ENGINE INSTALLATIONS - Multiply current required per system by thenumber of engines. Where more than one engine is powered from a common powersource, see Chart 2 of drawing 709 961 for the minimum wire size required.

9.3 WIRING SEPARATION - Power wiring and signal wiring (pickups and communications) mustbe in separate conduits and conduit entries into the Ignition Module to avoid undesiredelectrical interaction. All conduit entries are sized for a ½"-14 NPT male conduit fitting.Separate as follows:

RIGHT CONDUIT ENTRY Input power wiresCENTER CONDUIT ENTRY Magnetic pickups and Hall-effect pickupLEFT CONDUIT ENTRY Control inputs, alarm outputs, serial communications and

power feed to Display Module

-5-

9.4 RIGHT ENTRY - Input power supply wires (16 AWG minimum) should enter the right conduitentry and connect to the POWER (24 VDC + and GROUND !) terminals of the terminal block. Follow the hookup shown on drawing 709 966.

NOTE: Engines using positive ground DC accessories or starter motors will require aseparate dedicated power supply for the CPU-95. A separate power supply isrequired because the CPU-95 system is a negative ground system and the minusmust be grounded.

9.5 CENTER ENTRY - Run a separate conduit to the center entry for the two (2) magnetic pickupcable assemblies. These should terminate per description on the cover label in the IgnitionModule which is shown on drawing 709 966. 4-CYCLE ENGINE ONLY: The cable from the Hall-effect pickup must also enter through thecenter hole and be connected as shown.

9.6 LEFT ENTRY - Run a separate conduit to the left entry for all connections to the user interfaceterminal strips in the Ignition Module. Use 24 AWG, UL style 1015 wire or shielded cable forthese connections; the 24 AWG wire is available from Altronic under part number 603102(black) or 603103 (white).A. SHUTDOWN INPUT (terminal 1): This input is open for normal operation of the ignition

system and is connected to engine ground for shutdown. Use a normally open drycontact that closes to engine ground to inhibit ignition firings for engine shutdown.NOTE: This is a 5 volt low level signal.

B. MISCELLANEOUS INPUT (terminal 2): The miscellaneous input is a normally open inputthat when grounded provides the ability to activate various user selected features. Thedefault feature is the one-step retard. The other available features are the multi-strikeand max. energy level; any number of the three features can be used, but must first beconfigured through a PC (personal computer) using the terminal program. Forprogramming and operating details, refer to the CPU-95 Operating Instructions formCPU-95 OI and Terminal Program user instructions form CPU-95 PI.

C. ALARM OUT (terminal 3), FAULT OUT (terminal 4), FIRE CONFIRM OUT (terminal 5):Three output switches are available for monitoring ignition system status. Each outputconsists of a solid state normally-closed switch that is referenced to one common returnpath, COMMON OUT (terminal 6) which is isolated from engine or power ground. A faultcondition will cause each normally-closed output switch to turn off. The maximum ratingof the switches is 100 Vdc, 75 mA. The recommended hookup is shown on drawing 709966. For further description, refer to the CPU-95 Operating Instructions form CPU-95 OI.NOTE: The shelf state (unpowered) of these switches is an open condition.

D. RS-485 SERIAL PORT: The RS-485 serial port is used for connection to either theoptional Display Module or to a PC. If a permanent connection is made to the RS-485serial port, use a two conductor shielded cable of fine gauge stranded wire and connectthe wires to the terminals marked SERIAL RS485+, SERIAL RS485! and shield.

-6-

10.0 DISPLAY MODULE ELECTRICAL HOOKUP (REFER TO DRAWING 709 967)

10.1 GENERAL - Take care not to damage the wiring insulation and take precautions againstdamage from vibration, abrasion or liquids in conduits. In addition, DO NOT run low voltagepower, current loop, or communications wires in the same conduit as the ignition wiring orother high energy wiring such as AC line power, etc. Keep wires at least 12 inches awayfrom all high voltage wiring.

10.2 POWER - Power input must come from the Power Module to the Display Module andconnect to terminals 1(+) and 2(!), see drawing 709 967. DO NOT ground this devicedirectly to the ignition system common coil ground.

IMPORTANT: To insure that both Power and Display Modules operate at the same groundpotential, it is imperative to use the “daisy chain” hookup shown on drawing 709 967. Dueto the much higher current requirement of the Power Module, this hookup eliminates thepossibility of the Display Module operating at a higher voltage level. Altronic 4-conductorshielded cable, part no. 503194-500, is recommended as shown on drawing 709 967.

10.3 COMMUNICATIONS - The Display Module communicates to the Ignition Module via the twoserial RS-485 communication wires. Use a shielded cable of fine gauge stranded wire forconnection from the Display Module, terminals 3(+) and 4(!), to the Ignition Module,terminals 7(+) and 8(!). Connect (+) to (+) and (!) to (!). Connect the shield to the terminalmarked SHIELD in the Ignition Module only.

IMPORTANT: Per drawing 709 967, use Altronic 4-conductor shielded cable, part no.503194-500, to connect the power and RS-485 communications wires between the Powerand Display Modules.

10.4 MISCELLANEOUS INPUT - The miscellaneous input in the Display Module (terminal 8)performs the same operations as in the Ignition Module. It is a normally open input that whengrounded provides the ability to activate various user selected features. The default featureis the one-step retard. The other available features are the multi-strike and max. energylevel; any of these features can be used, but must first be configured through a PC using theterminal program. For programming and operating details, refer to the CPU-95 OperatingInstructions, form CPU-95 OI, and Terminal Program User Instructions, form CPU-95 PI.NOTE: This input is present on both the Ignition Module and Display Module; a groundedcondition at either module takes precedence.

10.5 CURRENT LOOP INPUT - The 4-20mA timing control input, terminals 9(+) and 10(!)accepts a 4-20 mA loop current from various 2-wire or 3-wire sources. The loop input iselectrically isolated from all other terminals. Use 24 AWG, UL style 1015 wire, Altronic partnumber 603102 (black) or 603103 (white), or equivalent for these connections. See wiringdiagram 709 967 for connection details and timing curve drawing 709 968.

-7-

11.0 PRIMARY WIRING

11.1 The main wiring harness (293023-x, 293026-x, 793012-x, 793015-x or 793022-x) connectsthe Ignition Module to the engine junction box. Refer to drawing 509 025 if it is desired toshorten the conduit length of the harness. Insert the connector into the Altronic CPU-95Ignition Module receptacle and tighten hand-tight; then carefully tighten an additional one-sixth turn with a wrench.

Referring to applicable drawing 709 964 or 709 965, write in the engine firing order below:

IGNITION MODULE 791950-8 (8 OUTPUT) - SEE DRAWING 709 964:

Lead A B C D E F K L

Cyl.No.

IGNITION MODULE 791950-16 AND 791958-16 (16 OUTPUT) - SEE DRAWING 709 964:

Lead A B C D E F K L M N P R S T U V

Cyl.No.

IGNITION MODULE 791950-18 AND 791952-18 (18 OUTPUT) - SEE DRAWING 709 965:

Lead A B C D E F G H K L M N P R S T U V

Cyl.No.

11.2 Connect the harness leads in the junction box in accordance with the engine's firing order.The leads from the junction box corresponding to the above system outputs connect to theignition coil positive (+) terminals. The "J" lead and the common coil ground lead(s)connecting the negative (!) terminals of the ignition coils must be grounded to the engine inthe junction box. Make each ground connection in the junction box to a separate bolt so thatthe ground connections are not stacked on top of each other. On V-engines, run a separatecommon ground lead for each bank. Refer to wiring diagrams 709 962 (unshielded) or 709963 (shielded) for coil connection details.

11.3 Primary wire should be no. 16 AWG stranded, tinned copper wire. The insulation shouldhave a minimum thickness of .016" and be rated 105EC or higher. Irradiated PVC orpolyolefin insulations are recommended. Altronic primary wire number 503188 meets thesespecifications. All primary wiring should be protected from physical damage and vibration.

11.4 If two ignition coils per cylinder connected to a common output are used, use PARALLELWIRING as shown on the wiring diagrams 709 962 and 709 963. NOTE: Some secondarydiagnostic features are limited with two ignition coils wired in parallel.

11.5 All unused primary wires should be individually taped so that they are insulated from groundand each other. The unused primary wires can then be tie-wrapped together for a cleaninstallation.

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12.0 SHUTDOWN WIRING

12.1 Two means are provided to shut off the DC-powered CPU-95 Ignition system.- a low voltage SHUTDOWN INPUT (terminal 1) in the Ignition Module- the output "G" lead (shutdown lead) in model 791950-16 only

12.2 To initiate an ignition shutdown using the low voltage shutdown input, ground terminal 1(SHUTDOWN IN) in the Ignition Module. This input is open for normal operation and isconnected to engine ground for shutdown. Use a switch rated 24 Vdc, 0.5 amps minimum.

12.3 In the 791950-16 model a "G" lead is provided to stop the ignition and to power existingignition powered instruments. This lead is open for normal operation and is connected toengine ground for shutdown. This lead can also be used for oscilloscope analysis.

WARNING: Please note the following application limitations between the CPU-95ignition system and these Altronic instruments:

DO-3300

DTO-1010

DT/DTH/DTO/DTHO-1200

DT/DTH/DTO-3200

DTUO-4200

The above Altronic ignition-powered tachometers and overspeed devices will NOTfunction correctly with any CPU-95 system operating in the Double-Strike mode.

NOTE: Tachometer and overspeed functions are provided by the CPU-95 DisplayModule; see sections 4.0 and 9.4 of operating instructions form CPU-95 OI.If a separate device is needed, Atlronic models DSG-1201DU/DUP or

DTO-1201P will function with all CPU-95 systems.

13.0 SECONDARY WIRING

13.1 Mount the ignition coils as close as possible to the engine spark plugs consistent with asecure mounting and avoidance of temperatures in excess of 185EF (85EC).

13.2 The spark plug leads should be fabricated from silicone insulated 7 mm cable with suitableterminals and silicone spark plug boots. The use of leads with resistor spark plug boots(Altronic series 5932xx-xx) is recommended to minimize interference from emitted RFI on theoperation of other nearby electronic equipment. Another option is the use of suppressionignition cable (Altronic part no. 503185). It is also essential to keep spark plug leads as shortas possible and in all cases not longer than 24 inches (600 mm). Spark plug leads shouldbe kept at least 2 inches (50 mm) away from any grounded engine part. In deep spark plugwells, use rigid insulated extenders projecting out of the well.

13.3 The use of a clear silicone grease such as Dow Corning DC-4, G.E. G-623 or GC ElectronicsZ5, is recommended for all high-tension connections and boots. This material helps seal outmoisture and prevent corrosion from atmospheric sources.

-9-

DRAWINGS SECTION:

INSTALLATION DRAWINGS:

509 025 SHIELDED HARNESS CONDUIT LENGTH ADJUSTMENT

709 902 PICKUP MOUNTING DETAIL

709 903 FLYWHEEL HOLE DRILLING

709 960 IGNITION SYSTEM BASIC LAYOUT

709 961 DC POWER HOOKUP

709 962 COIL WIRING DIAGRAM, UNSHIELDED IGNITION SYSTEM

709 963 COIL WIRING DIAGRAM, SHIELDED IGNITION SYSTEM

709 964 HOOKUP DIAGRAM, IGNITION MODULE 791950-8 / 791950-16

709 965 HOOKUP DIAGRAM,IGNITION MODULE 791950-18 / 791952-18

709 966 WIRING DIAGRAM, IGNITION MODULE

709 967 WIRING DIAGRAM, DISPLAY MODULE

709 968 TIMING CURVE, 4-20 MA

DIMENSIONAL DRAWINGS:

260 604 MAGNET ASSEMBLY SALES DRAWING

720 002 MAGNET ASSEMBLY SALES DRAWING

591 014 HALL-EFFECT PICKUP SALES DRAWING

691 118 MAGNETIC PICKUP SALES DRAWING

799 041 IGNITION MODULE MOUNTING DIMENSIONS

799 043 DISPLAY MODULE MOUNTING DIMENSIONS

799 048 NEMA 3R ENCLOSURE MOUNTING DIMENSIONS

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ALTRONIC CPU-95 IGNITION SYSTEM OPERATING INSTRUCTIONS

MODELS 791950-8/16/18, 791952-18, 791958-16 FORM CPU-95 OI 1-02

WARNING: DEVIATION FROM THESE INSTALLATION INSTRUCTIONS MAY LEAD TO

IMPROPER ENGINE OPERATION WHICH COULD CAUSE PERSONAL INJURY TO

OPERATORS OR OTHER NEARBY PERSONNEL.

NOTICE: These instructions pertain to CPU-95 systems equipped with firmware release 4.0, dated01/01/99 and later. The firmware dates can be displayed from the home screen by pressing “DIAG”and then “ENTER”. The date of the installed firmware is viewed:

- Top line (LOGIC) applies to the output module firmware date.

- Lower line (DISPLAY) applies to the display module firmware date.

1.0 OVERVIEW

1.1 The Altronic CPU-95 Digital Ignition system has been designed for application on natural gasfueled engines. This system is field-programmable and offers a variety of advanced control,emissions reduction, primary and spark diagnostics, self diagnostics, serial communicationsand engine protection features. The system consists of two main parts: an engine mountedIgnition Module (791950-8/16/18, 791952-18 or 791958-16) and an optional user interfaceDisplay Module (791902-1 or 791908-1).

1.2 This document provides instructions and descriptions to be used in the operation of theignition system, and does not cover physical installation. Reference the installationinstructions, form CPU-95 II, for instructions regarding installation and mounting.

WARNING: THE IGNITION SYSTEM MUST BE CONFIGURED PRIOR TO USE ON AN ENGINE.

REFER TO SECTION 9.7 TO VIEW THE CURRENT CONFIGURATION. REFERENCE FORM

CPU-95 PI FOR INSTRUCTIONS DESCRIBING HOW TO CONFIGURE THE IGNITION SYSTEM.

VERIFY EEPROM PROGRAMMING PRIOR TO STARTING ENGINE.

2.0 IGNITION MODULE OUTPUT SWITCHES, LED INDICATORS AND CONTROL INPUT

2.1 Three output switches in the Ignition Module provide a means of communicating the currentignition status to other systems. These switches have isolated outputs and share onecommon return path which is not referenced to engine or power ground. They will be in theopen condition when the unit is unpowered. A typical application would be as a relay orsolenoid coil driver.

- The FIRE-CONFIRM OUT switch is closed when the ignition is firing or trying to fire.This output could be used as a signal to the control system to turn fuel on.

- The FAULT OUT switch is closed to signal that the ignition has no diagnostic faults whichwould result in a self-shutdown. Upon detecting a fault that would result in a self-shutdownof the ignition, this switch will open. This output could be used as a signal to the controlsystem to turn fuel off.

- The ALARM OUT switch is closed to signal that no unacknowledged faults or warnings arepresent. Upon detection of a diagnostic fault or warning, this switch will open. This outputis designed to control an alarm indicator or sounding device.

-2-

2.2 Four red LED indicators are provided inside the ignition unit for troubleshooting purposes.- The Power LED is on to indicate that the unit has power and the microprocessor is

running. The Power LED flashes to indicate that the unit has power but is not operatingcorrectly.The Power LED is off to indicate that the unit has no power.

- The TX LED flashes to indicate that the ignition unit is transmitting on the RS-485 seriallink.

- The RX LED flashes to indicate that the ignition unit is receiving on the RS-485 serial link.- The ALARM LED turns on to indicate that a warning or fault is present.

The ALARM LED flashes when an acknowledged warning is present.

2.3 One RS-485 serial communications port is provided within the Ignition Module. This port isnormally used for communication to the optional Display Module. A PC (personal computer)or a PLC (programmable logic controller) can be connected to the RS-485 port to performremote monitoring or control functions. The Ignition Module can be operated in a stand-alonemode, but diagnostic and control features would not be accessible. This port is also used toconfigure the ignition system for its application using a PC and the CPU-95 PC terminalsoftware.

2.4 One digital input is provided inside the ignition system (MISC. INPUT). This logic level inputis active when shorted to ground, and is used to control any combination of the followingfeatures: one-step retard, spark energy level or multi-strike option. These features areenabled based on the special features configuration settings as described in the programminginstructions, form CPU-95 PI.

3.0 THE DISPLAY MODULE USER INTERFACE AND INPUTS

3.1 The Display Module serves as the user interface for the CPU-95 ignition system. An RS-485two wire serial communications format is used to connect the Display Module to the IgnitionModule. This link communicates between the modules using a proprietary protocol.

3.2 An alphanumeric 16-character x 2-line back-lit LCD display is used to provide output to theuser. A sealed membrane keypad is used to accept user input. The LCD display and the key-pad function together to provide an interactive user interface which prompts the user asdifferent functions are selected. Reference Drawing 799 043 for a description of the keypad.

3.3 All actions and adjustments are immediate and are performed on an incremental basis usingup and down arrow keys. All keypad adjustments, except individual offset timing adjustmentsare performed directly in non-volatile EEPROM memory. This EEPROM memory retainsprevious settings even after an engine shutdown, or an ignition power down.

3.4 Capital letters are used on the LCD display screen to designate an active selection while lowercase letters are used to indicate other possible options.

3.5 The Display Module includes an isolated current loop input which can be configured to controlspark timing. Reference the programming instructions, form CPU-95 PI.

3.6 One logic level digital input (MISC. INPUT) is available at the Display Module which can beused in the same fashion as the input of the Ignition Module. If either input is shorted toground, then the MISC. INPUT functions are active.

-3-

4.0 UNDERSTANDING THE HOME SCREEN

4.1 A series of "home" screens are used to describe the current status of the ignition system. TheLCD display always reverts back to one of the home screens after a keypad operation iscompleted or times out. The home screen is designed to display the most critical operatingparameters on one screen.

4.2 All of the home screens provide a status word in the upper left corner, the engine speed (xxxxrpm) in the upper right corner, the current loop (xx.x mA) in the lower left corner and the globalignition timing (xx.x°Btdc or xx.x°Atdc) in the lower right corner.

4.3 The READY message is displayed when the ignition is ready for the engine to crank forstarting.

READY 0rpm

15.0mA 10.0°Btdc

4.4 Once the engine begins turning, the SYNCING message is displayed while the ignition systemverifies signals from the engine pickups.

SYNCING 155rpm

15.0mA 10.0°Btdc

4.5 The FIRING message is displayed when the ignition begins firing. Additional data is providedon this screen to describe the selected mode of operation for the ignition. The energy mode(E1,E2,E3) and the single-strike / multi-strike type (S or M) are described in the middle of theupper line in small characters.

FIRING E1S1000rpm

15.0mA 10.0°Btdc

4.6 The STALLED message is displayed when a loss of rotation is detected after the ignition isfiring and neither a SHUTDOWN or FAULT has occurred. This signifies that the engine hasstopped without any detected cause from the ignition system.

STALLED 0rpm

15.0mA 10.0°Btdc

-4-

4.7 The WARNING message will supersede all of the above home screens if a diagnostic warningcondition is present. When a diagnostic warning exists, a VIEW DIAGNOSTICS message willflash on the bottom line of the display. The Ignition Module will continue to operate under awarning condition while alerting the operator of a potential problem in several ways: by turningon the Alarm LED in the Ignition Module and by changing the state of the Alarm Out switch(switch opens). The Display Module will display the Warning message. The various types ofdiagnostic warnings are described in section 10.0.

WARNING 1000rpm

15.0mA 10.0°Btdc

WARNING 1000rpm

VIEW DIAGNOSTICS

4.8 The FAULT message will supersede all of the above home screens if a diagnostic faultcondition is present. When a diagnostic fault exists, a VIEW DIAGNOSTICS message willflash on the bottom line of the display. The ignition system will stop operating under a faultcondition and will alert the operator to the problem in several ways: by changing the state ofthe Fire Confirm Out switch (switch opens), by turning on the alarm LED inside the IgnitionModule, by changing the state of the Alarm Out switch (switch opens), by changing the stateof the Fault Out switch (switch opens), and by displaying the Fault message. The varioustypes of diagnostic faults are described in section 10.0.

FAULT 0rpm

15.0mA 10.0°Btdc

FAULT 0rpm

VIEW DIAGNOSTICS

4.9 The SHUTDOWN screen will supersede all other home displays if the logic level shutdowninput of the Ignition Module or the G-Lead of the output primary connector is grounded or waspreviously grounded and the engine has not stopped rotating. This screen indicates that theignition is not firing because a shutdown input was triggered to shutdown the engine. If adiagnostic fault or warning exists while the ignition is in shutdown, a VIEW DIAGNOSTICSmessage will flash on the bottom line of the display. The Fire Confirm Out switch will changestate (switch opens) and the other outputs will function as described above based on theexistence of faults or warnings.

SHUTDOWN 0rpm

15.0mA 10.0°Btdc

SHUTDOWN 0rpm

VIEW DIAGNOSTICS

-5-

5.0 ADJUSTING GLOBAL RETARD

5.1 Global retard is an adjustment affecting the timing of all cylinders equally. This adjustmentcan be equated to the manual timing switch of the Altronic CPU-90 system. Adjustmentsmade as described below will be in effect until another adjustment is made.

5.2 To adjust global retard:

FIRING E1S1000rpm

15.0mA 10.0°Btdc

from

TIMING

press

↑=GLOBAL(ENGINE)

↓=CYLINDER(INDV)

then at

↑press

↑= ADJUST RETARD

↓= SELECT MODE

then at

↑press

NOTE: Resultant timing shown on bottom line.MANUAL RET 10.5°

↑↓ Esc 10.0°Btdc

then at

↑press toincreaseretard ↓

press todecreaseretard ESC

press to exit

5.3 The increment of timing change is dependent on the number of holes or teeth being sensed.The minimum timing change is defined as follows.

If N < 270, then Increment = "45/N" degreesIf N ≥ 270, then timing increment is "90/N" degrees.where N = no. of holes or teeth.

5.4 Global spark timing is determined based on the sum of several spark retard componentswhich include manual retard, current loop retard, rpm retard, and one step retard. The rangeof total retard is limited to "255 X timing increment". When the sum of all retard componentsreaches "255 X timing increment", the actual timing will be at the retard limit.

-6-

6.0 SELECTION OF GLOBAL TIMING MODES

6.1 Several options exist with regard to global timing modes. Once the global timing mode menuis entered as described below, the status of each option can be viewed and changed.

FIRING E1S1000rpm

15.0mA 10.0°Btdc

from

TIMING

press

↑=GLOBAL(ENGINE)

↓=CYLINDER(INDV)

then at

↑press

↑= ADJUST RETARD

↓= SELECT MODE

then at

↓press

6.2 The first mode selection can enable or disable the pre-configured retard curve controlled bythe 4-20 mA current loop input. The choices are ON or OFF, with the active selectiondisplayed in capital letters. A PC is required to configure the 4-20 mA curve; reference theprogramming instructions, form CPU-95 PI. When the current loop is on, the current loopvalue is displayed (xx.x mA) with the "A" capitalized. When the current loop is off, the valueis displayed (xx.x ma) with the lower case "a".

NOTE: Display shows Current loop ON.CURRENT LOOP RET

↑ON/off↓Next Esc

at

↑press to turn on

↓pressto turn off

NEXT

press for nextoption ESC

press to exit

6.3 The Next mode selection can enable or disable the pre-configured retard curve controlledinternally by engine RPM. To configure the RPM retard curve, reference form CPU-95 PI.

NOTE: Display shows RPM Map OFF.RPM RETARD MAP

↑on/OFF↓Next Esc

at the nextoption screen

↑press to turn on

↓pressto turn off

NEXT


press to exit

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6.4 The Next mode selection can increase or decrease the one-step retard value. The first screenbelow is displayed when one-step retard is both configured and is active. The second screenbelow is displayed when the one-step retard is configured but not active. The defaultconfiguration selects one-step retard to be controlled by the Misc. Input terminal. Theadditional retard would be implemented when the input is grounded. The third screen belowis displayed when the one-step retard feature is not configured. The actual engine timing isdisplayed on this screen so the effect of 1 step retard can be seen during adjustments (if theMisc Input terminal is grounded).

NOTE: Upper case 1 STEP RET = on1 STEP RET 10.0°

↑↓Esc 0.0°Btdc

at the nextoption screen

NOTE: Lower case 1 step retard = off1 step ret 10.0°

↑↓Esc 10.0°Btdc

or

NOTE: 1 Step Retard not configured.ONE-STEP FEATURE

NOT PRESENT Next

or

↑press toincrease ↓

presstodecrease

NEXT

press to go backto firstoption

ESC

press to exit

-8-

7.0 ADJUSTING INDIVIDUAL OFFSETS

7.1 The timing of individual cylinders can be offset by up to 3 degrees of advance or retard fromthe global timing of the engine. Adjustments made as described below should be consideredtemporary. The ignition will revert back to the values saved in EEPROM memory on everyreset, start or power-up. To save temporary adjustments to EEPROM memory see section8.0.Note: In applications with narrow firing angles, the adjustment range may be limited.

7.2 Enter the individual timing adjustment menu as described below.

FIRING E1S1000rpm

15.0mA 10.0°Btdc

from

TIMING

press

↑=GLOBAL(ENGINE)

↓=CYLINDER(INDV)

then at

↓press

↑= ADJUST OFFSET

↓= SELECT MODE

then at

↑press

7.3 The individual timing adjustment screen identifies the primary output to be adjusted, and thedegrees of offset in use for the output.

NOTE: 2.5 degrees advance for output A.

CYL A 2.5°ADV

↑↓ Esc Next

then at

↑press toadvance ↓

pressto retard

NEXT

press to selectnext cyl. ESC

press to exit

7.4 The output identification characters will be provided as follows:

Ignition Module 791950-8/16 or 791958-16:A B C D E F K L M N P R S T U V

Ignition Module 791950-18 or 791952-18:A B C D E F G H K G R P 1L M N P R S T U V G R P 2

This identification is the CPU-95 output harness identification; match-up to the engine firingorder to determine the engine cylinder number.

-9-

8.0 INDIVIDUAL CYLINDER OFFSET MODES

8.1 Two additional functions with regard to individual cylinder timing offsets are provided. Thesefunctions can be accessed from the individual timing mode menu which can be entered asdescribed below.

FIRING E1S1000rpm

15.0mA 10.0°Btdc

from

TIMING

press

↑=GLOBAL(ENGINE)

↓=CYLINDER(INDV)

then at

↓press

↑= ADJUST RETARD

↓= SELECT MODE

then at

↓press

8.2 The first function is used to save the current (temporary) individual offsets to EEPROMmemory. When this is done, the ignition will load these offset settings every time the enginestarts or reset is pressed. Reference section 7.0 to adjust individual (temporary) offsets.

SAVE CYL OFFSETS

ENTER OR NEXT

at the firstoption screen

ENTER

press to save offsets

NEXT


press to exit

8.3 The NEXT mode function can be used to reset all cylinder offset values back to zero (bothtemporary memory and EEPROM memory).

RESET OFFSETS =0

ENTER OR NEXT

at the secondoption screen

ENTER

press to resetoffsets

NEXT

press for firstoption ESC

press to exit

-10-

9.0 SETUP CONTROL OPTIONS

9.1 Additional control settings and display features can be accessed under the setup menu.Changes made under the Setup menu are stored in EEPROM and remain fixed until changedagain. The Setup menu can be entered as described below.

FIRING E1S1000rpm

15.0mA 10.0°Btdc

from

SETUP

press

9.2 The first setup screen permits the operator to enable or disable the Multi-Strike feature. Note 1: A special feature can be selected during configuration to force Multi-Strike to be

active below 250 rpm, or when the Misc. Input is grounded. This feature is notactive in a standard configuration.

Note 2: The Multi-Strike feature is automatically turned off above 1050 rpm.Note 3: The use of Multi-Strike firings may tend to accelerate spark plug electrode erosion.Note 4: The Multi-Strike feature fires the spark plug 2 times per event (~1100usec apart).

Note 5: On 791958-16 unit only :The Multi-Strike feature is replaced by the VariSpark longduration (~2000 usec) spark.

MULTI STRIKE


at

↑pressto turn onmulti ↓

pressto turn offmulti

NEXT


press to exit

Note: The Multi-Strike feature is not available in Ignition Module 791952-18.

9.3 The next setup screen permits the operator to select one of three ignition energy levels(E1,E2,E3). The energy levels are 75 millijoules(E1), 100 millijoules(E2), 125 millijoules(E3).Note 1: A special feature can be selected during configuration to use the maximum energy

level below 250 rpm, or when the Misc Input is grounded. This feature is not activein a standard configuration.

Note 2: The energy is automatically limited to E2 when Multi-Strike is active.Note 3: The use of higher spark energy may tend to accelerate spark plug electrode

erosion.

Note: Energy level E1 is displayed OUTPUT ENERGY

↑↓Esc E1/e2/e3

at

↑pressto increase ↓

pressto decrease

NEXT


press to exit

-11-

9.4 The next setup screen is used to adjust the engine overspeed setpoint. The setpoint can beadjusted in increments of 10 rpm to a maximum of 2550 rpm.

ADJUST OVERSPEED

↑↓ Esc 2000 RPM

at


pressto decrease

NEXT


press to exit

9.5 The next setup screen is used to specify the exact position of the reset pin. Both the resetposition and the engine timing are displayed. Adjustments are made here to make thedisplayed timing match the actual spark timing as verified with a timing light. This adjustmenteffects the displayed timing but does NOT change the actual timing of the firings.NOTE: Adjustment of this parameter should be done while individual cylinder offsets are all

at zero.

RESET PIN> 30.5°

↑↓Esc 10.5°Btdc

at


pressto decrease

NEXT


press to exit

9.6 The next setup screen is used to enable or disable VALUE PROTECTION of all user valuesin the EEPROM memory. When protection is on, none of the EEPROM settings under theSetup or Timing menus can be changed. This feature can be used to provide limitedprotection from random changes by inexperienced operators.

VALUE PROTECTION


at

↑pressto turn onprotection ↓

pressto turn offprotection

NEXT


press to exit

-12-

For display module P/N 791908-1 only: The VALUE PROTECTION can be PASSWORDprotected. The password PROTECTION LOCK is enabled when programming options fromthe 791908-1 PC terminal program. See the Programming Instructions for CPU-95 PI fordetails. When password protection is enabled the following menu appears instead of theVALUE PROTECTION menu.

PROTECTION LOCK

***** Next Esc

To enter the password press, use the function keys F1, F2, F3, F4 where F1=1, F2=2, F3=3,F4=4 where the number entered is equal to the user assigned five digit password. After thelast digit of the proper password is entered, the VALUE PROTECTION menu shown abovewill appear. If the password is not known, press the ESC key to exit or the NEXT key to goon to the VIEW IGNITION SETUP menu.

9.7 The next setup screen can be used to view the configuration comments which describe theconfiguration of the ignition system. There are a total of 8 screens which can be rotated to thedisplay using the NEXT key.

NOTE: Because EEPROMS can be reconfigured (using a PC and Altronic's configurationsoftware), these comments should be viewed to identify and verify the configurationsettings of the ignition prior to operation. Refer to the programming instructions, formCPU-95 PI, for further information on configuration.

VIEW IGN. CONFIG

Next Esc Enter

at

ENTER

press to view config

NEXT

press to go to nextoption

ESC

press to exit

The configuration screens are shown starting on the next page.

-13-

The following types of screens can be viewed by pressing enter to start and next to advance.

H4A360.FS100#001

UNIT 791950-16

-Firing pattern code: (H4A360.FS100)-Special Feature code: (#001) (1step default)-Ignition Module Type: (Part number)

NEXT

10-01-95 12:00

By:Joe v1.00

-Date Configured: (10-01-95)-Time Configured: (12:00)-Configured By: (User Name)-Terminal Version # (v1.00)

NEXT

LOOP RETARD: 24

4/20ma 0/24ret

-Current loop Curve Description at 4 mA 0° retard at 20 mA 24° retard User specified description

NEXT

RPM RETARD: YES

Ramp10/0 100/200

-RPM Retard Curve Description retard 10° below 100 rpm ramp to 0° at 200 rpm User specified description

NEXT

LOCATION: ALT.

GIRARD OHIO USA

-Location: User specified description

NEXT

ENGINE#: 8G825

Number 4 USA-GAS

-Engine Number or Description User specified description

NEXT

USER

COMMENTS #1

-Special user comments area #1 User specified comments

NEXT

USER

COMMENTS #2

-Special user comments area #2 User specified comments

NEXT

H4A360.FS100#001

UNIT 791950-16

-Rotation continues again through the 8 configuration comment screens.

ESC. To exit to home screen.

NEXT

-14-

BREAKDOWN OF FIRING PATTERN CODE:

H represents the number of outputs used, in this case 8 (F =6, L = 12, etc.)

4 represents the cycle type of the engine 2 = two-cycle

4 = four-cycle

A represents the Altronic pattern code (see Altronic CPU-95 Application List)

360 represents the number of gear teeth or holes to be sensed

F represents a designator for CPU-95 version 1

S represents the current loop retard curve typeA = 0° at 4ma / 48° at 20maB = 0° at 4ma / 36° at 20maC = 0° at 4ma / 24° at 20maD = 0° at 4ma / 16° at 20maE = 0° at 4ma / 8° at 20maN = special non-standard timing curve vs. current or RPM, non-factory programmed

S = special non-standard timing curve vs. current or RPM, factory programmedX = no current loop curve

100 represents the special version number (only exists for types N and S)Note: This number must be selected and properly documented by the originator.

#001 represents the special feature code (total sum of all selected options; 001=default) 064 = force multi-strike when rpm is less than 250 032 = force max energy when rpm is less than 250 016 = use 1 step retard when rpm is less than 250 004 = force multi-strike when Misc Input is grounded 002 = force max energy when Misc Input is grounded 001 = use 1 step retard when Misc Input is grounded

-15-

9.8 The last setup screen permits the operator to enter an ignition test mode. This test mode canfire all outputs in rotation, or individual outputs at a slow rate. This feature can be used totroubleshoot primary wiring and Output Module operation. Test mode will terminate if rotationof the engine is sensed. Diagnostic features do not function while in test mode.

RUN TEST MODE

Next Esc Enter

at

ENTER

press for testmode

NEXT


press to exit

WARNING: The operator MUST fully purge the engine of combustible mixtures prior to

selecting the test mode operation. Pressing the enter key again is a

confirmation of this action.

IS ENGINE PURGED

Esc Enter

then beforestarting testmode

ENTER

press to verify purged ESC

press to exit

Then the test mode screen indicates that the ignition is firing and permits the operator toselect the output to be fired.

Test-Mode ALL

↑ ↓ Esc

at

↑press toselectprevious

output ↓

press to select next

output ESC

press to exit

Test-Mode selection rotates as described below.Model 791950-8: ALL, A, B, C, D, E, F, K, LModel 791950-16, 791958-16: ALL, A, B, C, D, E, F, K, L, M, N, P, R, S, T, U, V, ALLModel 791950-18: ALL, A, B, C, D, E, F, G, H, K, L, M, N, P, R, S, T, U, V, ALLModel 791952-18: ALL (Individual output test mode not available in this model.)

Note: 791908-1 Display Module only: The Test-Mode is enabled by the user during initialsetup of display module from PC terminal program. See form CPU-95 PI for details.

-16-

10.0 CPU-95 DIAGNOSTICS

10.1 A diagnostic fault represents the most severe classification of problems. The presence ofa diagnostic fault will inhibit the ignition from firing. When a fault is detected several thingswill occur: - The ignition will stop firing.- The Fire Confirm Out switch will open.- The Fault Out switch will open.- The Alarm Out switch will open.- The Alarm LED in the ignition unit will turn on.- The home status will read FAULT, and the bottom line will flash VIEW DIAGNOSTICS.NOTE: Diagnostic FAULTS will supersede diagnostic WARNINGS.

FAULT 0rpm

VIEW DIAGNOSTICS

10.2 A diagnostic warning represents the least severe classification of problems. The ignition willcontinue to fire in the presence of a diagnostic warning. When a warning is detected,several things will occur:- The Alarm Out switch will open.- The Alarm LED in the ignition unit will turn on.- The home status will read WARNING, and the bottom line will flash VIEW DIAGNOSTICS.

WARNING 300rpm

VIEW DIAGNOSTICS

10.3 If the Alarm Out switch is being used to turn on an audible alarm or flasher, the user canacknowledge the alarm as described below.

ALARM

ACK

press

Acknowledgment of the alarm results in the following until a reset is commanded or untilanother fault or warning may occur.- The Alarm Out switch will return to its closed position.- The Alarm LED will flash to indicate that an alarm is present but acknowledged.

-17-

10.4 When a fault or warning is present, the operator can display the actual cause of thediagnostic as depicted below.

FAULT 0rpm

VIEW DIAGNOSTICS

From the homeScreen

DIAG

press to viewdiags.

Then from the diagnostic description screens use the following keys.

DIAG

press to viewnextdiag.

NEXT

or press to viewnextdiag.

ESC

press to exit

10.5 Diagnostic Fault screens, in order of display priority, are described below.

GT PICK-UP FAULT

MISSING PULSES

When zero gear-tooth pulses are seenbetween two reset pulses.

RS PICK-UP FAULT

MISSING PULSES

When too many gear-tooth pulses are seenwithout a reset pulse.

HE PICK-UP FAULT

MISSING//NO-SYNC

When there are no Hall-effect pickup pulses orwhen the pick-ups are not synchronized.

RING-GEAR FAULT

352 TEETH READ

When too many or too few gear-tooth pulsesare seen between reset pulses.

The received number or pulses is displayed.

ENGINE OVERSPEED

1023 RPM

When the engine speed exceeds the overspeed setpoint.

Maximum observed speed is also displayed.

BOTTOM BOARD uP

CHECKSUM FAILED

When the check-sum of microprocessor firmware cannot be verified.

Unit requires service.

-18-

10.6 Diagnostic Warning screens in order of display priority are described below.

CURRENT LOOP

OUT OF RANGE

This screen indicates that the current-loop has deviated outside the limits of 2 mA and 22 mA. The current loop follows the configured curve which is specified from 0-25 mA. This diagnosticis active only if the current loop retard is on.

DISPLAY BOARD

DATA INTERRUPTED

This screen indicates that at some point no loopdata was received from the Display Module. Inthis condition, the timing for 0 mA is used. Thistest is active only if the current loop retard is on.

EEPROM MEMORY

CHECKSUM FAILED

This screen indicates that the firing patternconfiguration data saved in EEPROM memory is incorrect or incomplete. The EEPROM memory must be reprogrammed or replaced.

PRIMARY OPEN

A

This screen indicates that diagnostics haveidentified an open circuit on the primary outputpin “A”. This would normally indicate faulty wiring or a failed coil.

PRIMARY SHORT

B

This screen indicates that diagnostics have identified a short circuit condition on the primaryoutput pin “B”. This would normally indicate a coil is miswired, or the primary wire is shorted.

LO SPARK VOLT.

C

This screen indicates that the diagnostics haveidentified a low spark demand condition on the plug at the “C” coil. This is often caused by a shorted spark plug or shorted secondary wire.

HI SPARK VOLT.

D

This screen indicates that the diagnostics haveidentified a high spark demand condition on the spark plug at the “D” coil. This is often causedby worn spark plugs.

NO SEC. SPARK

E

This screen indicates that the diagnostics haveidentified a no spark condition on the plug at the“E” coil. No spark occurred since the demand wasgreater than the output capability of the coil.

LO FROM ENGINE

F

This screen indicates that the diagnostics havedetected a condition where the average value ofoutput “F” is significantly lower than the average of all the active outputs on the engine.

HI FROM ENGINE

K

This screen indicates that the diagnostics havedetected a condition where the average value ofoutput “K” is significantly higher than the average ]of all the active outputs on the engine.

-19-

10.7 After all of the diagnostics have been read, the user can reset the warnings and faults bypressing the reset key as pictured below.

ESC

press to exit

Reset

press

Pressing the reset key performs all of the following actions.- Clears all diagnostic warnings from memory.- Clears all diagnostic faults from memory.- Clears a latched shutdown condition when the input is no longer grounded.- Causes temporary cylinder timing offsets to be overwritten from EEPROM memory

11.0 UNDERSTANDING AND USING THE SECONDARY SPARK DIAGNOSTICS.

11.1. The spark reference number is a unitless number which correlates with voltage demand atthe spark plug and is calculated for every firing of each cylinder. As the voltage increases,the reference number also increases. The number is non-linear and will increase faster athigher voltages (above 20kV). The usefulness of the number lies not in its absolute value,but rather in how the number changes over time as the spark plugs erode. With a littleexperience, the engine operator will be able to tell when spark plugs require changing.Abnormal conditions in the ignition system, such as open or short circuits in the primary andsecondary wiring, can also be detected.

11.2 The reference "cylinder spark data" number can be viewed separately for each ignition output(cylinder) in two ways, and compared to the average of the entire engine:- The instantaneous value: shown in ( ) - The cylinder average value: CAVG

from the home screenFIRING E1S1000rpm

1.0m 10.0°Btdc

F1

press toview newdisplayscreen

Cylinder Designator

Instantaneous

CYL A 115 CAVG

(112) 116 EAVG

Cylinder Average Value

Engine Average Value

F1

press toview nextcylinder F4

press toview theoffsetadj.

NEXT

press toview nextcylinder ESC

press to exit

-20-

On the 791908-1 Display module only: Press F2 for Bar Graph display of Spark number.

Cylinder Designator

Bar Graph Display

CYL A 115 CAVG

Lššššššššššššššššššššš H


of Instantaneous Value

F2

press toview nextcylinder F4

press toview theoffsetadj.

NEXT


press to exit

11.3 The offset adjustment screen (F4) permits the operator to adjust an offset to the sparkreference number (+/! 15 counts) to compensate for minor variations in reference numbersbetween individual coils of the same type and voltage demand. To initialize all offset valuesto zero from this screen, press "Reset".NOTE: Improper use of this feature may limit the effectiveness of the diagnostic system

and result in spark reference numbers that mask real or create false problems.

fromFIRING E1S1000rpm

15.0mA 10.0°Btdc F4

press toviewoffsetadj.

Cylinder Designator

Cylinder Offset Value

CYL A1 115 CAVG

+ 0 ↑↓ 116 EAVG


Engine Average Value

F4

press toview nextcylinder

NEXT


press to exit

F1

press toviewbasedisplay

Reset

press tozero alloffsets

-21-

11.4 The spark reference number is used in conjunction with comparative thresholds to setdiagnostic codes for several different ignition system and spark plug conditions. When athreshold is violated twice in a row, the corresponding diagnostic flag is set for theappropriate cylinder. The diagnostic flags are latching and will exist until the unit is restartedor until a reset or power-down occurs.

Open Primary CAVG < 1

Shorted Primary CAVG < 50

Low Spark Voltage CAVG < user programmable threshold (typ. 100)

High Spark Voltage CAVG > user programmable threshold (typ. 180), also Forces E2

No Secondary Spark CAVG > user programmable threshold (typ. 250), also Forces E3

Low From Engine (EAVG - CAVG) > user programmable threshold (typ. 20)

High From Engine (CAVG - EAVG) > user programmable threshold (typ. 20)

11.5 The spark reference number is also used to automatically change spark energy for differentignition system conditions. The minimum energy setting is selected under the Setup Menu(see section 9.3). Energy will automatically be adjusted in response to the engine averagespark reference number (EAVG) based on four individual thresholds listed below.Additionally, spark energy will automatically be increased when a High Spark Voltage or NoSecondary Spark warning exists for any cylinder.

Auto Enable E2 EAVG > user programmable threshold (typical 200)

Auto Disable E2 EAVG < user programmable threshold (typical 190)

Auto Enable E3 EAVG > user programmable threshold (typical 205)

Auto Disable E3 EAVG < user programmable threshold (typical 195)

11.6 The above user programmable thresholds need to be adjusted based on the type of coilbeing used and on the operating characteristics (specifically, voltage demand) of the engine.There are known differences between various types of Altronic coils, and slight variations arenormal between coils of the same type. In order to maximize the usefulness of the cylinderspark reference number, it is recommended that all coils be of the same type and vintage(production date). This will aid greatly in detecting variations in one cylinder vs. the generaltrend in the engine. The typical ranges to be expected in normal operation with new sparkplugs are:

Older 501061 (blue) coils: 70 to 90

Current 501061 (blue) coils: 90 to 120

Current 591010 (red) coils: 120 to 140

Current 501061-S (shielded blue) coils: 110 to 130

Current 591007 / 591011A / 591011B coils: 70 to 90

11.7 The indicated thresholds were designed to be adjustable so that the user can customizethese diagnostics to fit the specific needs of each engine. It will take some testing andadjustment to obtain thresholds that optimize the use of these features. For maximumbenefit, the spark reference number for each cylinder should be recorded at normal operatingload with new spark plugs installed and then monitored over a period of time for changes.The HI SPARK VOLTAGE alarm level should be set (typically) at 180 initially and can beadjusted as experience dictates. A gradual increase in the spark reference number isexpected over time as the spark plug electrodes erode.

-22-

11.8 In addition to energy control and the diagnostic flags, the reference numbers can also beused for predictive purposes:A. As the numbers increase toward the preset HI SPARK VOLTAGE threshold (see section

12.3), the operator knows that a change of spark plugs should be scheduled. With thisinformation, this function can be determined on an actual need basis rather than apredetermined schedule. Also, unexpected engine misfiring or shutdowns can beavoided by tracking the reference numbers on a routine basis.

B. The reference numbers can provide an early warning of a difference in operation in agiven cylinder(s). A reading higher (or lower) than the other cylinders, when such adifference is not normally present, tells the operator of a potential problem; this allowsfurther troubleshooting and evaluation to take place before an unexpected operationalproblem develops. (See section 12.5, 12.6.)

11.9 Other Information regarding the spark reference number:A. The spark energy setting has only a small effect on the reference number if the spark

plug fires correctly. Therefore, the high and low voltage thresholds should hold acrossthe energy settings if the spark plugs continue to fire correctly. On the other hand, aworn plug may not fire consistently on energy setting E1 but will on energy setting E2;in this case there will be a significant difference in the reference number when theenergy setting is changed. Operators may be able to increase spark plug life byoperating initially with new spark plugs on E1 energy setting and use the HI SPARKVOLTAGE alarm as an indicator to manually increase the energy progressively to E3.Note: See Section 11.5 for automatic system adjustment of ignition energy.

B. The spark reference number is designed to work with one coil per output. Where twocoils are connected to the same primary lead, the number will tend to be an average ofthe conditions at the two spark plugs. While some of the benefits of the spark referencenumber can still be realized, the usefulness of the number in detecting deviationsbetween cylinders (alarm levels) will be reduced.

12.0 THRESHOLD ADJUSTMENT SCREENS

12.1 Nine threshold adjustment screens enable the operator to calibrate thresholds used todiagnose potential ignition problems and control ignition energy based on the sparkreference numbers. All of the threshold screens have the same button functions asdescribed with the first threshold screen. All thresholds are accessed under the “F2" key.

From

FIRING E1S1000rpm

15.0mA 10.0°Btdc F2

press toview 1stthresholdscreen

-23-

12.2 If the CAVG reference number of a cylinder is below the "LOW SPARK VOLTAGE"threshold, a diagnostic warning for that cylinder will occur. This test will identify a low voltagedemand condition which may result from a shorted coil, secondary lead or spark plug. Todisable diagnostic, set value to zero.

LO SPARK VOLTAGE

↑↓THRESHOLD< 100

F2

press toview nextthreshold

NEXT

press toview nextthreshold ESC

press to exit

↑press to increasethreshold ↓

press todecreasethreshold

12.3 If the CAVG reference number of a cylinder is above the “HIGH SPARK VOLTAGE”threshold, a diagnostic warning for that cylinder will occur. When a high spark warning ispresent, the ignition energy will automatically be increased to at least E2. This test willidentify a high voltage demand condition which may result, for example, from worn sparkplugs or poor air-fuel ratio control. To disable, set to 255.

HI SPARK VOLTAGE

↑↓THRESHOLD >150

12.4 If the CAVG reference number of a cylinder is above the "NO SECONDARY SPARK"threshold, a diagnostic warning for that cylinder will occur. When a no secondary sparkwarning is present, the ignition energy will automatically be increased to E3 as long as thesystem is not in multi-strike mode. This test will identify cylinder firings that do not result ina spark - an open circuit condition at the secondary of the coil resulting from a worn sparkplug, or a disconnected or failed secondary wire. To disable, set to 255.

NO SEC. SPARK


12.5 If the difference between EAVG and CAVG reference numbers is greater than the "LOWFROM ENGINE" threshold, a diagnostic warning for that cylinder will occur. This test willidentify a cylinder whose voltage demand is too far below the average engine voltagedemand.

Default = 60LO FROM ENGINE

↑↓THRESHOLD > 60

-24-

12.6 If the difference between CAVG and EAVG reference numbers is greater than the "HIGHFROM ENGINE" threshold, a diagnostic warning for that cylinder will occur. This test willidentify a cylinder whose voltage demand is too far above the average engine voltagedemand.

Default = 60HI FROM ENGINE

↑↓THRESHOLD > 60

12.7 If the EAVG reference number is greater than the "EAVG E2 Enable" threshold, the energywill be increased to at least E2. This feature can be used to automatically increase the sparkenergy as the voltage demand of the engine increases.

Default = 200EAVG E2 ENABLE


12.8 If the energy is at level E2 and if the base energy setting under the "Setup" key is E1, thenthe "EAVG E2 Disable" threshold setting is used to automatically decrease the energy fromE2. NOTE: This threshold must be at least 2 counts below the enable threshold (section12.7).

Default = 190EAVG E2 DISABLE

↑↓THRESHOLD <190

12.9 If the EAVG reference number is greater than the "EAVG E3 Enable" threshold, the energywill be increased to level E3 if multi-strike is not active. This feature can be used toautomatically increase to the maximum energy to attempt to keep the engine running untilworn plugs can be serviced.

Default = 205EAVG E3 ENABLE


12.10 If the energy is at E3 and if the base energy setting under the “Setup” key is not E3, then the"EAVG E3 Disable" threshold setting is used to automatically decrease the energy from E3.NOTE: This threshold must be at least 2 counts below the enable threshold (section 12.9).

Default = 195EAVG E3 DISABLE


-25-

13.0 SPECIAL INSTRUCTIONS FOR 791908-1 DISPLAY MODULE ONLY

13.1 The 791908-1 Display Module incorporates data logging and a half duplex RS-485 port whichis Modbus RTU slave compliant. The protocol used follows the Modicon Modbus RTUstandard. A complete listing of the Modbus register addresses is included on the CPU-95terminal program CD, along with a PC based Modbus compatible monitoring program whichcan be used to access the ignition data remotely.

13.2 The auxiliary communications port configuration must be set to match the values expectedby the Modbus master. This is done in the 791908-1 Display Module via the AUX PORTSETUP menu which appears immediately after the RUN TEST MODE menu under theSETUP menu. (See section 9.8).

AUX PORT SETUP

Next Esc Enter ENTER

press to setup port ESC

press to exit

AUX PORT NODE ID

1 ↑↓ ↑

Press Arrows set node NEXT

press tocontinue

AUX PORT MODE ↑↓

ModbusRTU96008n1 ↑

Press Arrows set mode ESC

press to exit

Supported baud rates are 300, 600, 1200, 2400, 4800, 9600, 19200, 38400.Supported parity selections are n (none), o(odd), e(even).Supported data bit format is 8 with 1 stop bit.

In order to simplify troubleshooting of the Modbus connection, an AUX PORT diagnosticmenu is provided. To access this menu, press the DIAG key when viewing any of the AUXPORT setup screens above.

DIAG

press to viewdiags.

MODBUS ERROR

NONENEXT

press toreturn toprevious

ERROR LIST: “CRC” - Checksum on incoming data invalid“INVALID ADDRESS” - Received data contained invalid address“INVALID DATA LEN” - Received data was the wrong length“REC BUF OVF” - Incoming data greater than 256 bytes“UKN FN” - Unknown function called“NONE” - No errors since last reset

Reset

press to clear error ESC

press to exit

-26-

13.3 The 791908-1 Display Module supports data logging of the information normally availablefrom the display of the CPU-95. The unit retains 100 datalogs which are stored in a FIFO(first in, first out) manner. When 100 logs are stored, the oldest log is purged and the newestadded. The oldest data is stored as log no. 100 and the newest as no. 1; there is also a copyof the current values available as datalog 0. The datalogs can be accessed by the specialPC terminal program supplied with the unit or by a special Modbus command sent by theUser supplied PLC or computer system. More detailed information is provided on theterminal CD.

The DATALOG SETUP menu appears after the AUX PORT SETUP menu. If datalogs arenot being used, press the NEXT key to proceed to the BARGRAPH SETUP menu.

DATALOG SETUP


press to set current NEXT

press to seebargraph

CURRENT DATE

↑09↓12/2001 ↑

Arrowsto set month

ENTER

press to set day

CURRENT DATE

09↑12↓/2001 ↑

Arrowsto set day

ENTER

press to set year

CURRENT DATE

09/12↑2001↓ ↑

Arrowsto set year NEXT

press to setcurrent

CURRENT TIME

↑08↓01:00 ↑

Arrowsto set hour

ENTER

press to set minute

CURRENT TIME

08↑01↓:00 ↑

Arrowsto set minute

NEXT

press to set datalog

DATALOG INTERVAL

↑↓ 5min. ↑

Arrowsto set interval

NEXT


-27-

DATALOG POWERUP

↑ RETAIN/erase ↓ ↑

Arrowsto set retention

NEXT


LOG AFTER STOP?

↑ yes/NO ↓ ↑

Arrowsto set stop

NEXT

press to set timing

It is possible to setup the system so that any change to the ignition timing will trigger adatalog event (an exception report). Exception reports are automatically generated foralarms or shutdowns.

TRACK TIMING?

↑ yes/NO ↓ ↑

Arrowsto set option

NEXT

press to returnto date

13.4 The Bargraph display (see section 11.2) of the spark reference number on Display Module791908-1 can be scaled by changing the LOW and HIGH endpoints of the bargraph. Asmaller range between endpoints increases the resolution of the Bargraph.

BARGRAPH SETUP


press to set bargraph NEXT

press to returnto other

BARGRAPH LIMIT

LOW 100↑↓ ↑

Press Arrows set low NEXT

press tocontinue

BARGRAPH LIMIT

HIGH 150↑↓ ↑

Press Arrows set node ESC

press to returnto home

The Bargraph LOW LIMIT is adjustable from 0 to the value set for the LOW SPARK thresholdalarm - see section 12.2 for details. The Bargraph HIGH LIMIT is adjustable from the valueset for the HIGH SPARK threshold to 255 - see section 12.3 for details.

ALTRONIC CPU-95 SERVICE INSTRUCTIONSIGNITION SYSTEM FORM CPU-95 SI 1-02

ALTRONIC ,INC.712 TRUMBULL AVE.GIRARD, OHIO 44420

CPU-95 IGNITION SYSTEM

IGNITION MODULE791950 SERIES791952 SERIES791958 SERIES

DISPLAY MODULE791902 SERIES791908 SERIES

IMPORTANT SAFETY NOTICE

PROPER INSTALLATION, MAINTENANCE, REPAIR AND OPERATION OFTHIS EQUIPMENT IS ESSENTIAL. THE RECOMMENDED PRACTICESCONTAINED HEREIN SHOULD BE FOLLOWED WITHOUT DEVIATION. ANIMPROPERLY INSTALLED OR OPERATING IGNITION SYSTEM COULDCAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBYPERSONNEL.

-2-

TABLE OF CONTENTS ALTRONIC CPU-95 SERVICE INSTRUCTIONS

SECTION ITEM PAGE

1.0 SYSTEM DESCRIPTION 3

2.02.12.2

PARTS IDENTIFICATION AND SPECIFICATIONCPU-95 Ignition ModuleCPU-95 Display Module

4 4 6

3.0 TEST STAND REQUIREMENTS 8

4.04.14.24.3

TESTING PROCEDURE - CPU-95 IGNITION MODULEVoltage Output TestOperational TestsTiming Tests

10 10 10 11

5.05.1

OHMMETER CHECKSIgnition Module Power Board

11 11

6.06.16.26.3

OSCILLOSCOPE TESTSTest Set-UpStorage Capacitor Voltage PatternMulti-Strike Tests

11 11 11 11

7.07.1

TESTING PROCEDURE - DISPLAY MODULE Operational Tests

12 12

8.08.18.2

TROUBLESHOOTINGIgnition ModuleDisplay Module

13 13 14

9.09.19.2

BOARD REPLACEMENT PROCEDURE - IGNITION MODULE LOGIC BOARD Disassembly ProcedureAssembly Procedure

14 14 14

10.010.110.2

BOARD REPLACEMENT PROCEDURE - IGNITION MODULE POWER BOARDDisassembly ProcedureAssembly Procedure

15 15 15

11.011.111.2

BOARD REPLACEMENT PROCEDURE - DISPLAY MODULE DISPLAY BOARDDisassembly ProcedureAssembly Procedure

15 15 15

-3-

Figure 1

1.0 SYSTEM DESCRIPTION

1.1 The Altronic CPU-95, DC-powered ignition system is a microprocessor-based capacitor dischargesystem designed for application on natural gas fueled engines. The system features crankshaft-triggered timing accuracy and the capability to vary timing electronically by several means, includingan external 4-20 mA control signal connected to the optional Display Module. The system is field-programmable and offers a variety of advanced control methods, emissions reduction, primary andsecondary spark diagnostics, self diagnostics, serial communications and engine protection features.

1.2 The CPU-95 ignition system consists of two main parts: an optional user interface Display Module andan engine mounted Ignition Module (see figure 1). The optional Display Module has an alphanumeric16-character x 2-line back-lit LCD display that shows the operating status, engine RPM, energy level,single or double-striking mode, current loop input value, ignition timing, set-up, and diagnosticinformation. The Display Module is a means of monitoring or changing monitored parameters, all ofthe ignition system functions are performed in the Ignition Module. Five models of the Ignition Moduleare available:

791950-8 8-outputs, single storage capacitor791950-16 16-outputs, single storage capacitor791950-18 18-outputs, single storage capacitor791952-18 18-outputs, dual storage capacitors791958-16 16-outputs, single storage capacitor (VariSpark®)

1.3 Timing changes on the CPU-95 are derived by counting pulses from the reference teeth. The timingchange increment is dependent on the number of holes or teeth being sensed. The minimum timingchange is defined as follows (where N = number of holes or teeth):

If N < 270, then Increment = "45/N" degrees.If N > 270, then Increment = "90/N" degrees.

1.4 Power requirement is 24 Vdc, 5 amperes nominal for typical applications (10 amperes for systemsusing the 791958-16 Ignition Module). Refer to form CPU-95 II, section 9.2 and drawing 709 961.

-4-

PARTS IDENTIFICATION

Figure 2

-5-

2.0 PARTS IDENTIFICATION AND SPECIFICATION

2.1 PARTS LIST - CPU-95 IGNITION MODULE 791950-8,-16,-18; 791952-18; 791958-16.Reference exploded view on page 4.

FIGURE & REFERENCE NO. QUANTITY PART NO. DESCRIPTION

2-1 1 601668-A EEprom, blank-2 1 601780-16 Microprocessor, 791950-8,-16 unit

601780-18 Microprocessor, 791950-18 unit601825-18 Microprocessor, 791952-18 unit601965-16 Microprocessor, 791958-16 unit

-3 1 710121 Enclosure710121-SS Enclosure, SS

-4 1 501222 Gasket, connector -4a 4 902648 Screw 6-32 -4b 1 510517 Cap, connector-5 2 601871 Fuse 15A-6 1 204015 Plug, 6-pin

-6a 1 204016 Plug, 5-pin -6b 1 204014 Plug, 12-position

-7 1 610674 Gasket, lid-8 4 902439 Screw 10-32-9 1 772065-1 Logic cover board

-10 4 610662 Standoff -11 1 772059-1 Logic board assembly -12 1 772064-1 Logic shield board -13 4 610676 Standoff -14 1 781059-8 Power board assembly, 791950-8 unit

781059-16 Power board assembly, 791950-16 unit781059-18 Power board assembly, 791950-18 unit781067-18 Power board assembly, 791952-18 unit781084-16 Power board assembly, 791958-16 unit

-15 4 710015 Standoff, nylon -16 4 610165 Shock mount

-16a 4 902469 Nut 5/16-18 -16b 8 901010 Lockwasher 5/16 -16c 1 610386 Ground strap -16d 4 902593 Bolt 5/16-18 -17 3 510527 Conduit fitting -18 1 210622 Bottom plate

-18a 6 902599 Screw 10-24 -18b 1 210625 Gasket, plate -19 1 702120A Label -20 4 902578 Screw 4-40 -21 4 902061 Screw 6-32 -22 2 902615 Screw 8-32 -23 2 902640 Screw 6-32 -24 2 610636 Insulator, T-MOS -25 1 610530 Insulator, voltage regulator

-6-

1

P/N

S/N

32 4 65 7

INPUT

98 10R

R

2 6

5

78

9

13

12

3 10

4

PARTS IDENTIFICATION

1 11

Figure 3

-7-

2.2 PARTS LIST - CPU-95 DISPLAY MODULE 791902-x; 791908-1:Reference exploded view on page 6.

FIGURE & REFERENCE NO. QUANTITY PART NO. DESCRIPTION

3-1 1 602415 Spacer-2 1 710133 Front cover-3 1 710124 Keypad-4 1 601771 EPROM, 791902-1

601771-S1 EPROM, 791902-1S601771-S2 EPROM, 791902-4

601876 EPROM, 791902-3601971-1 EPROM, 791908-1

-5 4 902590 Screw 8-32-6 1 610325 Gasket, front cover-7 3 610677 Standoff-8 3 902560 Screw 6-32-9 1 604162 Terminal block

-10 1 772056-1 Display board assembly, 791902-1772056-1S Display board assembly, 791902-1S772056-4 Display board assembly, 791902-3772056-5 Display board assembly, 791902-4772095-1 Display board assembly, 791908-1

-11 1 710125 Gasket, back enclosure -12 1 710134 Back enclosure -13 1 702122-1A Back label, 791902-1,-1S,-3,-4

702181-1A Back label, 791908-1

-8-

3.0 TEST STAND REQUIREMENTS

3.1 In order to test an Altronic CPU-95 ignition system, a special test stand is required. The basic teststand is similar to that required for the Altronic CPU-90 system.

3.2 The following items are required to test the Altronic CPU-95 system:A. A variable speed motor of 0.5 HP or greater, capable of rotating 1800 RPM with a standard

ignition drive accepting either flange or base mounting. B. A spark degree wheel graduated in 360 increments with the indicator attached to the shaft

common to the standard ignition drive. C. Sixteen (16) 501061 ignition coils connected to suitable, adjustable spark gaps. NOTE: The test

stand should incorporate eighteen (18) ignition coils if 18-output units will be tested.D. A source of gear tooth pulses mechanically connected to the ignition drive; a 180-tooth gear is

recommended.E. A single reset pin (6-32 steel machine screw recommended) mounted to the face of the gear.F. Magnetic pickups (691118-x) mounted to sense the gear teeth and the reset pin.G. A primary wiring harness connecting the ignition coils to the CPU-95 Ignition Module. This

requires connector MS3108A-22-14S, Altronic part number 504056. NOTE: The harness iswired differently for 18-output units.

H. A 581602 manual control loop unit to simulate the 4-20mA control signal.I. A DC power source capable of supplying 24Vdc, 5 amps - see Installation Instructions form CPU-

95 II, section 9.2 and drawing 709 961.J. An Altronic II-CPU Alternator; part no. 290213H is recommended. A distributor shaft assembly

with 2:1 gear installed is required to test a 4-cycle application. The rotating magnet on thedistributor shaft assembly must be over the Hall-effect switch when the reset pin on the test standis opposite its magnetic pickup.

K. An Altronic II-CPU back cover assembly 281500-1 or -2 and mating harness 293024-1. Connectthe wiring harness as shown on the following page.

L. A blank CPU-95 EEPROM, Altronic part number 601668-A. Test memories can be used if theTerminal Program is not used. Test memories for 16 and 18-cylinder, 4-cycle applicationsprogrammed with the number of teeth used on the test stand (usually 180) will be needed.

M. Altronic CPU-95 Terminal Program part number CPU-95.MEM. NOTE: Reference form CPU-95 PI, section 1.3 for computer and peripheral requirements for theTerminal Program.

N. A means to elevate the CPU-95 Ignition Module to a controlled temperature of 150EF. (65EC.).O. Altronic Test Unit 791025-1 can provide simulated pickup signals to exercise the CPU-95 outputs

at a fixed firing rate. P. CPU-95 Display Module 791902-1 can be connected using a 4-conductor cable 503194 as

shown in the Test Stand Wiring diagram. NOTE: Supply power to the display module byconnecting two of the four conductors to the CPU-95 input power terminals. If a separate supplyis used to power the display, the grounds must be at the same potential for proper operation ofthe RS485 communications.

-9-

TEST STAND WIRING

4-CYCLE PICKUP INPUT WIRING

CPU-95 INPUT 281500-X 5-PIN CONNECTOR DESCRIPTION

A (4-cycle pickup) PIN E HALL EFFECT SWITCH (+)

B (4-cycle pickup) PIN D HALL EFFECT SUPPLY (+)

C (4-cycle pickup) PIN C HALL EFFECT COMMON (-)

PIN B * SEE NOTE 1

PIN A * SEE NOTE 1*Note 1: Connect leads A and B together (shorts the alternator output).

-10-

4.0 TESTING PROCEDURE - CPU-95 IGNITION MODULE

4.1 VOLTAGE OUTPUT TEST - Using a known good Display Module, connect CPU-95 unit to test stand.Reference form CPU-95 II for correct wiring of unit and CPU-95 OI for operation of unit. Set theIgnition Module for energy level 2 (E2). Operate the test stand at 300 RPM leaving the 19-pin outputconnector disconnected. Output voltage is measured from the "G" pin (+) to the "J" pin (!). Theoutput voltage should be 160 ±10 Vdc. NOTE: This test is only valid with 8 and 16 output IgnitionModules; there is no connection to the storage capacitor in 18-output units.

4.2 OPERATIONAL TESTS - With the system completely connected, perform the following tests on theIgnition Module. It is recommended that these tests be performed with the Ignition Module heated toa temperature of 150EF.(65EC.). The tests should be performed using a test EEPROM having thesame number of teeth as the test stand, or program a blank EEPROM. NOTE: Do not program overthe original EEPROM. A P4A180.FC pattern is recommended for a 16-output unit and a R4V180.FCpattern for an 18-output unit, assuming the test stand uses a 180 tooth gear.

A. 180 TOOTH GEAR RPM TEST

75 RPM All outputs fire a 15mm gap.



1200 RPM

Each output fires consistently in sequence; timing as follows starting withoutput "A" and proceeding in alphabetical sequence:

8-OUTPUT: A-B-C-D-E-F-K-LH4A180.FC 0-90-180-270-0-90-180-270

16-OUTPUT: A-B-C-D-E-F-K-L-M-N-P-R-S-T-U-VP4A180.FC 0-45-90-135-180-225-270-315-0-45-90-135-180-225-270-315

18-OUTPUT: A-B-C-D-E-F-G-H-K-L-M-N-P-R-S-T-U-VR4V180.FC 0-50-80-130-160-210-240-290-320-0-50-80-130-160-210-240-290-320

NOTE: Perform remaining tests B. through G. at 1200 rpm.

B. The Display Module should read "FIRING".The panel I/O switches should be as follows:Alarm Out - closed; Fault Out - closed; Fire Confirm Out - closed.

C. The four internal LED’s on the logic board should be as follows:Power - on; Rx - flashing; Tx - flashing; Alarm - off.

D. Verify "cylinder spark data" number reads in accordance with form CPU-95 OI, section 11.4.E. Verify "cylinder spark data" number reacts in accordance with form CPU-95 OI, section 11.3.

When the diagnostic flag is set the alarm out I/O switch on the panel should open and the DisplayModule should read "WARNING VIEW DIAGNOSTICS". Verify that the proper warning andoutput identifier was captured (press DIAG key on Display Module).

F. Ground the shutdown lead "G" (8 and 16 output units only). Ignition firings should immediatelycease and the display should read "SHUTDOWN". The panel I/O switches should be as follows:Alarm Out - closed; Fault Out - closed; Fire Confirm Out - open.

G. Ground the Shutdown Input (all units). Ignition firings should immediately cease and the displayshould read "SHUTDOWN". The panel I/O switches should be as follows:Alarm Out - closed; Fault Out - closed; Fire Confirm Out - open.

-11-

4.3 TIMING TESTS - The following tests should be performed on the Ignition Module to verify propercontrol of timing (reference form CPU-95 OI, sections 5.0 and 6.0). Use a test Display Module.A. Enter the TIMING menu and test the GLOBAL RETARD. Vary the global timing and verify the

timing changes on the spark wheel and on the Display Module (reference form CPU-95 OIsection 5.0).

B. Enter the TIMING menu and test the ONE-STEP RETARD. Ground the miscellaneous input andassure the timing retards by the one-step retard value (reference CPU-95 OI section 6.4)

C. Enable CURRENT LOOP RETARD and test the 4-20mA CURRENT LOOP. Vary the inputcurrent by adjusting the 581602 connected to the Display Module and assure the timing changesin accordance with the unit’s programmed curve (reference CPU-95 OI section 6.2).

5.0 OHMMETER CHECKS

5.1 IGNITION MODULE POWER BOARD - The following tests should be made using a Simpson Model260 analog volt-ohmmeter (VOM) set to "ohms". The ohmmeter scale should be set to "R x 10,000".Readings outside the range indicated establish a defective Power Board. A Power Board passing theohmmeter tests may still be defective and the full test should be performed using an oscilloscope (seesection 6.0) to confirm correct operation.A. Check the resistance with the positive lead of the ohmmeter connected to the "G" lead and the

negative lead connected to each output pin of the output connector. If ohmmeter reading is lessthan 250,000 ohms replace Power Board (2-14).

B. Check the resistance with the negative lead of the ohmmeter connected to the "G" lead and thepositive lead connected to each output pin of the output connector. If ohmmeter reading is lessthan 250,000 ohms replace Power Board (2-14). NOTE: The "J" lead is not an output pin.

6.0 OSCILLOSCOPE TESTS

6.1 TEST SET-UP - Two 100:1 oscilloscope probes are required. Test speed is 1000 RPM. NOTE: Thesignals being monitored are 140 to 180 volts, positive polarity. It is recommended that these tests beperformed with the Ignition Module heated to a temperature of 150EF. (65EC).

6.2 STORAGE CAPACITOR VOLTAGE PATTERN (8 and 16 output units only)A. The trigger input of the oscilloscope should be connected to the "A" primary coil lead.

NOTE: This is a 140 to 180 volt, positive polarity signal.B. Connect the oscilloscope reading probe to the "G" lead to view all outputs. See NORMAL

PATTERN on next page.C. Verify peak output voltage is:

140±10 volts for energy level E1160±10 volts for energy level E2180±10 volts for energy level E3

6.3 MULTI-STRIKE TESTS (791950 and 791958 series only)A. Set Unit to MULTI-STRIKE mode via Display Module keypad.B. Verify timing of all outputs using the table in section 4.2A.

791950 series: Verify all outputs have two firings. The separation will vary with rpm and shouldequal 7 degrees at 1000 rpm. The second firing is automatically turned off above 1050 rpm.791958 Series: Verify a longer duration spark on the degree wheel compared to normal mode.

C. 8 and 16 Output Units Only: Connect oscilloscope to the "G" lead and view pattern. Dischargewaveform should appear as shown on the next page.

-12-

NORMAL PATTERN (all units)

MULTI-STRIKE PATTERN (791950-x)

VariSpark PATTERN (791958-x)

7.0 TESTING PROCEDURE - DISPLAY MODULE

7.1 OPERATIONAL TESTS - Connect the Display Module to a test Ignition Module known to beoperational. Reference Installation Instructions form CPU-95 II for correct wiring and OperatingInstructions form CPU-95 OI for operation of the Display Module.A. Apply 24Vdc input power to both units and verify Display Module communicates with Ignition

Module. Display should read "READY". B. Hold down ENTER key for approximately six seconds to access keypad test, depress each key

and verify that a unique number (0-15) is identified for each key.C. Start rotation of test stand motor and increase speed to 300 RPM. Display should read

"FIRING". With spark wheel turned on and firing output "A" at zero degrees, verify current loopoperates as programmed and that Display Module shows the correct loop value (4-20mA).

D. Ground miscellaneous input on Display Module and verify ONE-STEP timing retards the amountstored in the ONE-STEP timing value. NOTE: Ground only the miscellaneous input on DisplayModule and not on Ignition Module.

-13-

8.0 TROUBLESHOOTING

Perform all tests at a test stand speed of 1000 RPM with a 4-cycle test memory. The following tests assumean adequate 24 Vdc power source and properly installed magnetic and Hall-effect pickups.

8.1 IGNITION MODULE - The following tests are to be performed with a known good Display Module.

PROBLEM TEST TEST INDICATION CORRECTIVE ACTION (Fig. 2)No output Section 4.1 No voltage Replace power board (14). *

No output Section 4.1 Low voltage Replace power board (14).

One outputdoes not fire

Section 4.2/6.2 Missing dischargeon stand or scope

Replace power board (14).

Only oneoutput fires

Section 4.2/6.2 Only one sparkgap is firing

Replace power board (14).

No Multi-Strikefunction

Section 6.3 Outputs do nothave second firing

Measure voltage from pin 4 to Vss oflarge ribbon cable on logic board. Ifvoltage is 5V. in Multi-Strike mode,replace power board (14). If voltageis 4V. or less and Display Moduleshows Multi-Strike identifier, replacelogic board (11).

Panel I/Oswitchesmalfunction

Section 4.2 B, C Does not functionas described

Replace logic board (11).

Incorrect ormissing“cylinder sparkdata”

Section 4.2 D, E Sets non existentWARNINGS ondisplay, alwaysreads 0 or 255

Replace power board (14). *

Unit does notacknowledgeSHUTDOWN

Section 4.2 F, G Unit continues tofire

Fails section 4.2 F, replace powerboard (14). Fails section 4.2 G,replace logic board (11).

Timing varies Section 4.2 A Timing other thanas shown


Timing controlmalfunctions

Section 4.3 Timing does notchange orchangesincorrectly


* May indicate a defective power or logic board.

-14-

8.2 DISPLAY MODULE - The following tests are to be performed with a known good Ignition Module.

PROBLEM TEST TEST INDICATION CORRECTIVE ACTION (Fig. 3)No functionfrom DisplayModule

Section 7.1 A No display or nocommunications *

Replace display board (10).

No responsefrom one ormore keys

Section 7.1 B Missing or wrong key identifier

Replace display board (10). **

No currentloop function

Section 7.1 C Timing does notchange orchangesincorrectly


No One-Stepfunction

Section 7.1 D Timing does notchange


* Display Module reads "COMMUNICATIONS PROBLEM".** May indicate a defective display board or defective keypad.

9.0 BOARD REPLACEMENT PROCEDURE - IGNITION MODULE LOGIC BOARD

9.1 DISASSEMBLY PROCEDURE (refer to figure 2)A. Remove four screws (8) from cover board (9) and remove cover board.B. Remove four standoffs (10) from logic board (11).C. Carefully unplug four conductor ribbon cable from logic board and fifteen conductor ribbon cable

from power board (14). Logic board can now be removed from enclosure (3).D. Remove four screws (21) and separate logic board from shield board (12).

9.2 ASSEMBLY PROCEDURE (refer to figure 2)

A. Attach shield board (12) to logic board (11) using four screws (21).B. Install logic board in enclosure (3).C. Plug fifteen conductor ribbon cable into power board (14) and four conductor ribbon cable into

logic board.D. Install and tighten four standoffs (10).E. Replace cover board (9) and secure with four screws (8).F. Retest per section 4.0.

-15-

10.0 BOARD REPLACEMENT PROCEDURE - IGNITION MODULE POWER BOARD

10.1 DISASSEMBLY PROCEDURE (refer to figure 2)A. Remove logic board (refer to section 9.1).B. Remove four screws (22, 23) from bottom of enclosure (3).C. Remove four standoffs (13).D. Remove four screws (4a) from connector on side of enclosure and push connector into box.E. Power board (14) can now be removed from enclosure.

10.2 ASSEMBLY PROCEDURE (refer to figure 2)A. Wipe inside of enclosure with a clean rag. Examine insulators (24, 25) and replace if damaged.B. Insert power board (14) into enclosure (3).C. Install four new screws (22, 23) through bottom of enclosure and tighten securely.D. Replace connector gasket (4) and insert connector through enclosure hole. Orient connector

key to top of enclosure.E. Using four new screws (4a) secure connector in enclosure.F. Install four standoffs (13) and tighten power board securely.G. Install logic board (refer to section 9.2). H. Retest per section 4.0, 6.0.

11.0 BOARD REPLACEMENT PROCEDURE - DISPLAY MODULE DISPLAY BOARD

11.1 DISASSEMBLY PROCEDURE (refer to figure 3)A. Loosen four screws (5) holding front cover (2) to back enclosure (12). Leaving screws in front

cover pull back enclosure away.B. Remove three screws (8) holding display board assembly (10).C. Unplug keypad ribbon cable and remove display board assembly.

11.2 ASSEMBLY PROCEDURE (refer to figure 3)A. Plug keypad ribbon cable into display board assembly (10).B. Install and tighten three screws (8) securing display board assembly.C. Verify back enclosure and front cover gaskets (11, 6) are in good condition and replace if

necessary.D. Place front cover (2) and back enclosure (11) together and start four screws (5).E. Verify front cover gasket is aligned and alternately tighten four screws (2) until secure.F. Retest per section 7.0.

www.altronicinc.com

www.altronicinc.com 1

INSTALLATION INSTRUCTIONSALTRONIC EZRAILMODULAR IGNITIONRAIL SYSTEM

FORM EZRAIL II 7-07

1.0 DESCRIPTION

1.1 EZRail is a comprehensive line of modular ignition wiring and coil-mounting systems. EZRail systems are thoroughly tested to ensure maximum reliability and performance. Operational and functional benefits include:

• Extremely easy to install, just mount and connect components.

• Complete wiring and mounting system from the ignition unit to the ignition coils. Eliminates hours of wire and conduit cutting in the field. Guarantees against skinned insulation due to long conduit pulls.

• Universal design takes advantage of standard cables, wiring rails and integral/flange or off-mounted coils (shielded or unshielded). Optional bolt-on coil rails.

• Flexible and upgradeable. If coil types are changed, e.g., from unshielded to shielded or integral, the same wiring rail can be used without modification. The same is true if the coil mounting rail is added later.

• Premium construction materials include high-quality aluminum extrusions, sealed junction boxes, military-style connectors and harnesses and stain-less steel hardware. Connector back shells are potted and strain-relieved, and external surfaces are plated or anodized for corrosion resistance.

• Standard Altronic ignition components, including the primary and secondary ca-bles and leads, are incorporated into the de-sign, which allows for quick, cost-effective repair and service in the field. In the unlikely event that the rail itself requires service (or if on-engine mechanical work is required), the EZRail system can be easily disconnected, removed, and re-installed.

DEVIATION FROM THESE INSTRUCTIONS MAY LEAD TO IMPROPER ENGINE OPERATION WHICH COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

WARNING:

FORM EZRAIL II 7-072


2.0 COMPONENTS2.1 EZRAIL (WIRING) — Anodized aluminum rail(s) are available in cus-

tom lengths to suit specific applications; refer to Form EZRail AL 7-07. Military-style connectors have potted backshells. Coil connectors are spaced to align with each engine cylinder.

2.2 COIL MOUNTING RAIL (OPTIONAL) — Anodized aluminum coil mount-ing rail(s) may be mounted directly to the EZRail or separately at the user’s option.

2.3 JUNCTION BOx — The junction box features heavy-duty, corrosion resistant construction, military-style connectors, a shutdown lead connector, and an easily-accessible timing lead.

2.4 HARNESSES J-Box to Rail — (793101-xx) features one straight and one right-angle

connector, completely sealed. J-Box to Ignition — (793101-xx) features one straight and one right-

angle connector, completely sealed. Shutdown Lead — (593052-xx) straight or (593057-xx) 90° connector.

3.0 MOUNTING3.1 J-BOx — Determine an appropriate mounting point. Avoid loca-

tions which might cause exposure to excessive vibration or heat. NOTE: Mount box as close to the #1 cylinder end of the engine as

is practical using included or other suitable hardware.

3.2 EZRAIL — Determine an appropriate mounting point. Avoid loca-tions which might cause exposure to excessive vibration or heat.

NOTE: 19-pin connector end of rail (for both banks of a V-engine) must be installed at the #1 cylinder end of the engine.

3.3 COIL MOUNTING RAIL (OPTIONAL) — Determine appropriate mount-ing point(s) and mount using included hardware. Coil rails may be mounted directly to EZRail.

4.0 CONNECTIONS4.1 J-BOx TO RAIL In-line engines: Connect harness (793101-xx) to EZRail. V-engines: Connect harness A (793101-xx) to the engine bank con-

taining the first cylinder in the firing order. Connect harness B (793101-xx) to the other bank.

4.2 J-BOx TO IGNITION — Connect harness (793101-xx) to CPU-95 Ignition.

4.3 SHUTDOWN LEAD — Connect cable (593052-xx or 593057-xx) to the shutdown lead connection.

NOTE: Pin A = Shutdown Lead, Pin B = N.C., Pin C = Ground.4.4 TIMING LEAD — A #1 cylinder primary wire loop is accessible under

the timing lead connector cover. Use with inductive timing light on completely shielded systems. For timing light use on all cylin-ders use Altronic Safe-T-Lead™.

5.0 hAZARDOUS AREA CERTIfICATION EZRail conforms to CSA CLASS I, DIV. 2, GROUPS C & D requirements for

hazardous areas.


ALTRONIC EZRAIL MODULAR IGNITION RAIL SYSTEM

fIGURE 1 — SYSTEM OVERVIEW

FORM EZRAIL II 7-074


fIGURE 2 — DIMENSIONS: J-BOX


ALTRONIC EZRAIL MODULAR IGNITION RAIL SYSTEM

fIGURE 3 — DIMENSIONS: EZRAIL

ALTRONIC GAS ENGINE GOVERNOR OPERATING MANUAL GOV10, GOV50 FORM GOV OM 10-02 WARNING: DEVIATION FROM THESE INSTALLATION INSTRUCTIONS MAY LEAD TO IMPROPER ENGINE OPERATION WHICH COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

Version 5.02 November, 2002

ALTRONIC, INC. 712 Trumbull Ave.

Girard, Ohio 44420 USA

© Altronic, Inc. 2002

Form GOV OM 11-02.

1-1

Section 1

INTRODUCTION

Form GOV OM 11-02.

1-2

This manual provides instruction and maintenance information for the

GOV10/50. It is recommended that the user read this manual in its

entirety before commencing operations.

Do NOT attempt to operate, maintain, or repair the fuel control valve until

the contents of this document have been read and are thoroughly

understood.

Every attempt has been made to provide sufficient information in this

manual for the proper operation and maintenance of the GOV10/50.

If additional information is required, please contact:

Altronic, Inc. 712 Trumbull Ave. Girard, OH 44420 (330) 545-9768

INTRODUCTION

Form GOV OM 11-02.

1-3

The Altronic Gas Engine Governors are normally used with natural gas.

Natural gas and air, when combined together, become very combustible

and when contained within an enclosure, such as a fuel-injected

reciprocating engine or its exhaust system can explode in a violent

manner when ignited. It is necessary to always use extreme caution

when working with any fuel system. The control systems used with

natural gas fired, reciprocating engines should always be designed to be

“fail-safe”. Towards this goal, the GOV10/50 Gas Engine Governor plays

an important part in the safety of the whole system.

The GOV10/50 Gas Engine Governor is NOT a shutoff valve. Shutoff

valves should be used in addition to the Gas Engine Governor. The fuel

system should be designed in such a way that:

1. No single failure of a component will cause the fuel system to

admit fuel to the engine when the engine has been shutdown. 2. No single failure can result in grossly over-fueling the engine

when attempting to start. Failure to follow the above rules may lead to possibly serious damage to

equipment or to personnel.

WARNING

Form GOV OM 11-02

2-1

Section 2 THEORY OF OPERATION

Form GOV OM 11-02

2-2

The GOV10/50 Gas Engine Governor is a gas engine governor designed

to be used as the speed control on fuel-injected reciprocating natural gas

engines. The valve controls fuel flow by varying an orifice and uses fuel

gas pressure for actuation muscle. The valve consists of a tubular main

body, a poppet assembly, and an electronics component housing.

These three main sub-assemblies form a single integrated unit. The

GOV requires no separate actuators or mechanical linkage.

The main body contains an orifice plate (used for the optional flow

measurement feature) and the poppet assembly. Mounting flanges are

also bolted to the main body. The poppet assembly consists of the

following

• Poppet

• Poppet seat

• Oil-filled bellows section for dampening

• Return spring

The electronics housing contains

• Control gas pressure regulator

• Muscle gas controlling components

• Three (3) pressure transducers

• ∆P transducer

• Fuel temperature RTD

• 16-bit microprocessor board

The Governor Control Display Terminal accomplishes all necessary input

programming and data value read outs. The control module design

allows remote mounting at the operating or shutdown panel board of the

engine. RS-485 serial communications will allow up to 350 foot distance

for the remote terminal location.

Engine speed set point may be changed from the Display Terminal (part

no. TSA-100) or via a 4 to 20 mA signal input.

The GOV remains closed when the engine is not running. While in this

stopped mode, the GOV constantly monitors crankshaft speed. If the

crankshaft speed exceeds its programmed set point, the GOV assumes

that a start sequence is commencing, and begins its start up functions.

THEORY OF OPERATION

Form GOV OM 11-02

2-3

When the crankshaft speed exceeds the above mentioned set point and

there is no fuel supply pressure available (the fuel block valve is closed),

the GOV assumes that the engine is purging and remains closed. The

engine purge time begins when the RPM exceeds the crank set point.

When the purge timer has expired and the supply pressure exceeds the

set point, the GOV begins controlling fuel manifold pressure for engine

starting. The fuel manifold pressure maintained for engine light off is

operator programmable. The GOV uses a separate dedicated PID control

loop to control fuel manifold pressure during starting.

After the engine fires off and achieves the programmable “IDLE SPEED”

(light-off speed) and a programmable warm-up timer expires, the GOV

uses a programmable rate internal ramp and increases fuel flow to the

engine until the minimum operating speed is achieved. When minimum

operating speed has been reached, the GOV begins to increase fuel flow

to the engine at the programmed ramp rate. When the engine speed set

point is reached, the GOV operates as an engine speed governor,

changing fuel flow as required to maintain the required speed set point.

The fuel flow will be increased until the engine speed set point has been

achieved. Thereafter, any time the speed set point is changed, the same

programmable ramp is used to accelerate or decelerate the engine. The

governor gains dynamically change based upon engine load. This feature

helps keep the engine speed as stable as possible, enhancing engine

performance and helping to keep exhaust emissions stable.

The GOV controls gas flow by changing the position of the poppet valve

very precisely. The poppet resides in a housing, which is O-ring mounted

inside the main valve body. The poppet stem is attached to a bellows.

Fuel gas pressure is admitted through a pressure regulator into the

control gas chamber. In the control gas chamber there are two small

nozzles. One of the nozzles is ported from the control gas chamber to the

enclosed side of the poppet bellowfram. The other nozzle is ported from

the control gas chamber to the down stream side of the poppet (into the

main fuel stream). One end of a small “paddle” moves between the two

nozzles.

Form GOV OM 11-02

2-4

The paddle pivots on a small torsion bar so the paddle movement is

frictionless. On the opposite end of the paddle is a voice coil. The voice

coil is surrounded by a rare earth magnet. When the computer sends

voltage through the voice coil, it moves in the magnet, pivoting the paddle

as it moves. This causes the other end of the paddle to cover one nozzle

and uncover the other. As the nozzle ported downstream of the poppet is

covered, pressure builds in the control gas chamber and on the enclosed

side of the bellowfram, forcing the poppet in the open direction. As the

nozzle ported downstream is uncovered, pressure bleeds from the control

gas chamber and the bellowfram, letting the return spring force the poppet

in the closed direction.

The GOV10/50 contain several engine safety features. The features are

listed below:

NOSIGNAL – No magnetic pick-up signal. If the frequency input from

the magnetic pick-up drops below 35 Hz for more than 250 ms while the

engine is starting or running, the governor will close and remain closed

until the start sequence is re-initiated. The terminal controls display will

annunciate the message “NOSIGNAL”. This message will be displayed

until the engine achieves a full stop and the operator presses any button

on the governor interface or the engine is restarted. LOWPRES – Low supply pressure. An alarm condition during starting or

running that if the upstream pressure drops below the governors

programmed “supply pressure setpoint”, the governor will close and

remain closed until the start sequence is re-initiated. The terminal control

display will annunciate the message “LOWPRES”. This message will

remain until the engine reaches a complete stop and the operator presses

any button the governor interface or the engine is restarted.

SAFETY SHUTDOWNS

Form GOV OM 11-02

2-5

OVRSPEED – Engine overspeed. This is an operator adjustable

setpoint for the shutdown of the engine based on RPM. If the engine

speed RPM exceeds this setpoint, the governor will shut in and remain

closed until the start sequence is re-initiated. The terminal control

display will annunciate the message “OVRSPEED”. This message will

be displayed until the engine reaches a complete stop and the operator

presses any button on the governor interface, or the engine is restarted.

THIS FEATURE SHOULD NOT BE USED AS THE PRIMARY OVERSPEED SHUTDOWN. IT IS MEANT AS A REDUNDANT SHUTDOWN DEVICE ONLY. HISTPRES – High start pressure. While starting and until the warmup

timer expires, if the manifold pressure exceeds the governor HISTPRES

setpoint, the governor will close and remain closed until the start

sequence is re-initiated. The terminal control display will annunciate

“HISTPRES” until the engine reaches a complete stop and the operator

presses any button on the governor interface, or the engine is restarted.

Form GOV OM 11-02

2-6

ENGINE NO STOPPED

STOPPED (DISPLAYED)

30 SEC. TIMER STRAIN GAUGE BAD WAIT CHECK

VALVERDY (DISPLAYED)

RPM> CRANK NO

Setpoint

YES

PURGE (DISPLAYED)

PURGE TIME

EXPIRED

Form GOV OM 11-02

2-7

RPM > NO

SWITCH POINT

CLOSE CONTACT

SUPPLYPRS NO >

SUPPLYPRS Setpoint

STARTING (DISPLAYED)

REGULATE MANIFOLD PRESSURE

START NO TIMER

EXPIRED

RPM > NO IDLE SPEED

Form GOV OM 11-02

2-8

WARMUP (DISPLAYED)

RAMP ENGINE TO MINIMUM

SPEED

HOLD ENGINE TO MINIMUM

SPEED

WARM UP NO TIMER

EXPIRED

GOV ON (DISPLAYED)

RAMP ENGINE TO

SETPOINT

SPEED GOVERN

ON

Form GOV OM 11-02

3-1

Section 3 GOV INSTALLATION

Form GOV OM 11-02

3-2

1. Do not install the valve in such a manner that will trap gas pressure on the

downstream side of the valve.

2. Always provide an adequate supply pressure for the application.

3. Where the gas is dirty, or has liquid suspension, install a separate pilot gas

supply with an external filter.

4. Supply the valve with +24 Vdc, 1.0 amp at the valve. Using small gauge

wire may cause a large voltage drop resulting in an inadequate power

supply.

5. Do not create ground loops when connecting the GOV.

6. Never install governor wires in the same conduit with any other wiring.

7. The flow signal on the GOV is loop powered.

8. Never paint the valve.

9. Never replace the valve with that of a different configuration.

10. Do not install the valve in such a manner where condensate may build up

inside the electronics housing.

NOTE: The use of resistor spark plugs and/or resistor spark plug leads is strongly recommended. This plus adherence to points 4 through 6 above will avoid most RFI noise problems.

INSTALLATION DO’S AND DON’TS

Form GOV OM 11-02

3-3

The GOV10 Gas Engine Governor is to meter fuel gas only and should not be used as a main fuel system shutoff valve. A separate fuel shutoff valve must be installed UPSTREAM of the GOV. If no venting is provided, the fuel system must be such that no gas is trapped downstream of the GOV. It is the customer’s responsibility to insure that purge times are completed and the ignition system is turned on before fuel pressure is allowed to reach the GOV.

The gas metering valve should be inspected immediately after unpacking.

Check for any damage that may have been incurred during shipping. If there

are any questions regarding the physical integrity of the valve, call the Altronic

distributor that supplied the Governor. If possible, keep the original shipping

container. If future transportation or storage of the valve is necessary, this

container will provide optimum protection.

Ensure that the GOV received matches the model no. and configuration of the

fuel valve to the packing list and if possible, to the purchase order. The top

plate of the GOV contains information pertinent to that particular valve, for

example, embedded acceleration schedule, external filter, flow feedback

information, ANSI 8-bolt flange, etc.

The GOV10/50 Governors are CSA certified for Class I, Group D, Division 1 or 2

hazardous locations.

SAFETY WARNING

VALVE PRE-INSPECTION

Form GOV OM 11-02

3-4

If the information matches correctly, then it is the appropriate Governor for your

engine application.

When considering where to place the GOV10 Gas Engine Governor it is

recommended that several issues be kept in mind.

• The valve should be located away from any extreme sources of heat.

Operating ambient temperature –40°F to +185°F / –40°C. to +85°C. Do not

expose the governor to temperatures higher than indicated here.

• Supply gas temperature will not have an effect on the flow of fuel through

the acceptable operating temperature range of the valve (see above). The

fuel gas temperature should not exceed 185°F / 85°C.

• Pressure variation in the fuel supply does not affect the gas flow through the

valve, providing that the pressure does not drop below the minimum

required for that fuel flow.

GENERAL CONSIDERATIONS

Form GOV OM 11-02

3-5

The GOV Gas Governor can be mounted in either a horizontal or vertical

position. Ideally, the installation will allow for at least 10 pipe diameters of

straight pipe (15” for 1.5” piping) on the downstream side of the valve. This

helps to ensure a consistent and smooth flow through the metering orifice,

providing a more accurate fuel flow measurement.

However, straight runs of piping to and from the valve are not required, though

some performance degradation in flow meter accuracy will result. Flow

measurement adjustments can be done to increase the accuracy of the flow

meter once the valve has been installed.

To optimize the engine’s response to fuel flow changes, mount the GOV no

more than 10 feet from the fuel manifold for optimum performance.

The valve is normally mounted and supported via the 4 or 8 bolt flanges, or the

optional mounting plate. Threaded holes (5/16”-18) are provided on the bottom

of the valve that can be used for securing the unit to a flat surface.

The GOV10 is supplied with SAE 61 series 4-bolt flanges for 2” pipe or ANSI

8-bolt, class 300 flanges for 2” pipe. The GOV50 is available only with the 2”,

SAE 61, 4 bolt type flanges.

Control gas pressure of at least 25 PSIG above fuel manifold pressure must be available at all times for valve actuation muscle. If fuel pressure to

the GOV inlet (upstream fuel pressure) is always the required 25 PSIG above

fuel manifold pressure (downstream pressure), the valve will operate with

internal control gas pressure from the fuel supplied to the engine. If the required

muscle gas is not available, an external gas line must be routed from an

adequate gas pressure source to the valve pilot port. Control gas is normally

bled to the downstream side of the valve. When using an external control gas

line, the line must have a shutoff valve that closes during engine shutdown.

Control gas volume required is 3 SCFM.

WARNING: Maximum gas pressure to the valve must not exceed 400 PSIG (CSA rating is for 400 PSIG).

INSTALLATION LOCATIONS

MOUNTING THE GOV GAS

METERING VALVE

GAS PRESSURE REQUIREMENTS

Form GOV OM 11-02

3-6

STANDARD INSTALLATION1

STANDARD NON-VENT INSTALLATION

1 This is the preferred installation of a GOV valve.

ANALOG FUEL CONTROL

SIGNAL

GOV10 GAS METERING

VALVE

NORMALLY CLOSED SHUTOFF VALVE

RELAY

SUPPLY ENGINE

NORMALLY OPEN VENT VALVE

VENT

s

s

ANALOG FUEL CONTROL

SIGNAL

GOV10 GAS METERING

VALVE


RELAY

SUPPLY ENGINE

s s


Form GOV OM 11-02

3-7

STANDARD NON-VENT INSTALLATION WITH EXTERNAL FILTER

STANDARD INSTALLATION WITH EXT. FILTER AND VENTING

ANALOG FUEL CONTROL

SIGNAL

GOV10 GAS METERING

VALVE


RELAY

SUPPLY ENGINE

s s

PILOT GAS FILTER


ANALOG FUEL CONTROL

SIGNAL

GOV10 GAS METERING

VALVE


RELAY

SUPPLY ENGINE

NORMALLY OPEN VENT VALVE

VENT

s

s

PILOT GAS FILTER

Form GOV OM 11-02

3-8

The following sections apply to the electrical requirements of the installation of

the GOV Gas Metering Valve. All efforts should be made to conform to the

applicable electrical code with regard to hazardous environment installations.

CAUTION: The system power should be OFF before any of the valve

wiring is connected or disconnected. Failure to do so may result in

damage to your engine and/or the GOV10/50.

Hazardous locations are those areas where a potential for explosion and fire

exist because of flammable gases, vapors or finely pulverized dusts in the

atmosphere, or because of the presence of easily ignitable fibers or flyings2.

Because of the necessary requirements, the wiring methods to be used are

through threaded, ridged metal conduit with termination fittings approved for the

location. The entire assembly is to be explosion-proof and where necessary, to

employ flexible connections approved for Class I Division I.

The GOV10/50 requires 20 to 32 Vdc, 1 amp electrical power at the connector or harness. Power should be steady and uninterrupted. Power dips of any

duration below 20 volts will cause the GOV valves to close and to stay closed

until a new start sequence is initiated. The GOV electronics are electrically

isolated, but if excessive voltage noise (AC ripple) is found, it may be filtered out

using a capacitor (300 to 1000 microfarad at 50Vdc is suggested). The

capacitor should be placed at the source of the noise.

The GOV10/50 come standard with a 3/4” NPT conduit entry, and 10 feet of

leads. The threaded conduit entry is for use in electrically classified areas.

Connector pin assignments and wire colors are given in the chart on the

following page.

2 National Electric Code; articles 500-517. Canada Electric Code; section 18.

ELECTRICAL CONNECTIONS

HAZARDOUS LOCATIONS

POWER REQUIREMENTS

CONNECTION LEADS

Form GOV OM 11-02

3-9

REF WIRE COLOR SERVICE

A WHITE 24Vdc (+)

B GREY 24Vdc common (–)

C BLUE Remote Speed Demand 4-20mA Input

D WHITE/BLUE Remote Speed Demand 4-20 mA Return

E YELLOW Fuel Flow Feedback (4-20mA out 1)

F WHITE/YELLOW Fuel Flow Feedback (4-20mA out 1 RTN)

G RED/BLUE Magnetic Pickup (+)

H WHITE/BLACK Magnetic Pickup (–)

J YELLOW/RED RPM Feedback (4-20mA out 2, 0-1000 RPM)

K YELLOW/BLACK RPM RTN (4-20mA out 2, 0-1000 RPM)

L GRAY/RED MODBUS (+)

M WHITE/RED/GRAY MODBUS (–)

N WHITE/GRAY MODBUS RTN

P WHITE/VIOLET Discrete Input 1+ Local/Remote (not normally used)

S WHITE/YELL/BRN Discrete Input 1– Local/Remote (not normally used)

T WHT/ORG/BLUE Discrete Input 2+ Clear warm up timer (not normally used)

U WHT/RED/GRN Discrete Input 2– Clear warm up timer (not normally used)

V WHT/YELL/ORG Discrete Output 1+ Speed switch (not normally used)

W WHT/YELL/RED Discrete Output 1– Speed switch (not normally used)

Y GREEN RS-485 Communication (Rx)

Z BROWN RS-485 Communication (Tx)

a WHITE/BRN RS-485 Communication (Gnd)

b WHT/RED/BRN Pressure transducer (+)

c W/GRN Pressure transducer (–)

WIRING CHART

Form GOV OM 11-02

3-10

All wiring to the GOV should be of a shielded, twisted pair type. Valve wiring

should be run in separate conduit. Never run the wiring in conduit containing

wires with AC service, or with wires connected in any way to the ignition system

of the engines.

24Vdc power wire size is dependent on the distance from the supply to the

GOV. Wires must be large enough to insure at least 20 Vdc at the GOV

terminal connection.

The 4 to 20 mA wiring for remote speed demand and fuel flow feedback, and

RS-485 communications wires may be up to 350 feet long if large gauge wire

(16 AWG) is used. Noise is always a consideration on these signals, so the

wire length should be kept as short as possible. Smaller gauge wire (20 AWG)

may be used for distances under 100’.

Magnetic pickup wiring should be 22 AWG twisted pair, shielded wire with a

length no longer than 50 feet.

WIRING

Form GOV OM 11-02

3-11

The discrete output speed switch is used as a shutdown or malfunction feature

based upon low fuel gas pressure. If RPM exceeds the SPDSWICH setting and

the purge timer expires, the contact will close. In addition, the contact will open

upon any of the shutdown features programmed into the GOV 10. These

shutdowns are listed further in the manual. If engine speed drops 2 RPM below

the set point the contact will reset into the open position. This discrete output

has a 3 amp capability and is suitable for driving a small solenoid valve. Using

this contact makes possible the automation of the upstream block valve

operation. The discrete output is paralleled with the purge timer.

A transient suppression board (part no. TS-100) is available which provides

excellent isolation to/from the Governor and its associated control system. If

protection is necessary to achieve Class I, Division I or II electrical standards,

the transient suppression board and an approved explosion-proof (ExP) box

should be considered. The ExP box (part no. 810080) is available from Altronic

or may be supplied by the user. The recommended box for use with the

transient suppression board is Adalet model no. XJWH or equivalent

Wiring diagrams and layouts are available at the back of this manual.

TRANSIENT SUPPRESSION

Form GOV OM 11-02

4-1

Section 4 DISPLAY TERMINAL ASSEMBLY (TCA-100)

SETPOINT

SPEED

- +DISPLAY

INPUT

MODE

Form GOV OM 11-02

4-2

The Governor Display Terminal Assembly is a small panel used for man-machine interface with the GOV governors. The front of the Display

Terminal consists of two (2) LED displays and six (6) function keys. The

top LED always displays numeric values and the bottom LED always

displays the name of the value being displayed on the top LED or a

status message such as “Valve ready” or “Gov On”. The function keys

are arranged in three (3) groups with two (2) keys in each group. The

function key groups are labeled DISPLAY, SET POINT, and MODE. In

the DISPLAY group the key functions are designated as INPUT and are

labeled with an UP ARROW on one key and a DOWN ARROW on the

other. These two keys are used to scroll up or down though the

parameters displayed on the terminal. In the SET POINT group, the

keys function is designated as SPEED (the most often used function

used is the changing of the speed setpoint). The associated keys are

labeled with a plus (+) and (-) signs. The purpose of these keys is to

change the value of any programmable parameter displayed in the LED

box. The (+) key will increment the value and the (-) key will decrement

the associated value. In the MODE group, the keys are designated SET

UP and NORM. When the NORM key is pressed, read only values are

displayed. When the SET UP key is used, the operator has access to

the programming values and may edit them.

The GOV Gas Engine Governor controls fuel flow to the engine, and thus

engine speed, by using PID control loops. PID control loops are

commonly used in the instrumentation/control industry to control a variety

of functions. PID stands for proportional, integral and derivative control.

These control loops are a way of combining three gains (though only

proportional and integral are the most commonly used) to change one

output level.

Proportional Control – proportional control is an adjustment of engine

speed determined by the relationship of engine speed (Ng) to the speed

set point. Actual RPM from the RPM set point causes an error signal.

This error signal is the engine speed adjustment. The control loop is

scaled to a full-scale output. The error signal is multiplied against the

proportional gain to generate a portion of the full-scale output.

DESCRIPTION

SETTING GAINS

Form GOV OM 11-02

4-3

Thus, the greater the error (Ng vs. set point), the greater the response

(an increase/decrease in speed). Due to response lags in the system

(includes engine), proportional control can only be adjusted a limited

amount. When proportional gain is set above the maximum the system

will tolerate, speed instability will result.

Integral Control – to add more gain to a PID control loop without

causing instability, an integrator is used. An integrator adds gain to the

control loop output in even integrals of time. Thus the larger the error,

the larger the integral contribution becomes, and the system output

increases more rapidly. Also, when the error returns to zero, the

integrator will not return to its original value until the error transitions from

a positive error to a negative error before an increasing integrator will

begin decreasing, or vice versa.

There are a few things to remember when setting governor gains. A

speed governor is receiving speed information only. A speed governor is

a reactionary device. The governor cannot anticipate when a speed

change is to occur, only after a speed change has occurred. A speed

governor only recognizes speed and the governor corrects fuel flow to

achieve the set point. On a loaded engine, if the power cylinders misfire,

speed will drop very rapidly (in one crankshaft revolution or less). The

GOV cannot prevent rapid speed drops caused by misfires, it can only

add fuel to the manifold to help the remaining cylinders pick up the load

and correct the engine speed back to the set point. DO NOT CONFUSE

ENGINE INSTABILITY CAUSED BY GAINS SET TOO HIGH WITH

SPEED CHANGES CAUSED BY MISFIRES. Gains instability is

characterized by steady speed oscillations, with error amplitude in both

directions (positive/negative) and remaining constant. Speed changes

caused by engine misfires are characterized by their erratic error

amplitude and frequency. If speed instability is present, gains need to be

lowered. If misfiring is present and cannot be corrected, the gains will

have to be as high as possible.

Form GOV OM 11-02

4-4

Governor gains set high enough to allow good load change response at

full load and speed conditions will often cause speed instability at

minimum speed and no load. To compensate for this fact, the GOV Gas

Engine Governor has available a separate set of PID gains for use at

minimum speed and no load. These gains are called IDLE GAIN and

IDLE INTG. To set the IDLE GAIN and IDLE INTG the following steps

should be done:

1. Set the GOV to LOCAL MODE.

2. The GOV factory default for these gains is 25. With a gain this low

it may take the engine far too long to accelerate to minimum speed.

If this is the case, set the IDLE GAIN and IDLE INTG to 30. The

IDLE GAIN and IDLE INTG may be changed while the engine is

running.

3. Unload the engine and set the speed set point to the minimum

speed value.

4. While watching engine speed fluctuation, begin to raise the IDLE

GAIN by a value of ten at a time. At this time, do not be concerned

with how long a speed error persists (corrected later), only with

how great the error amplitude is. If speed fluctuation does not

change, keep raising the IDLE GAIN until the fluctuation gets either

better or worse. If speed fluctuation lessens (gets better), keep

raising IDLE GAIN until the fluctuations starts to increase (get

worse). When this happens, lower the IDLE GAIN by a value of 1

or 2 at a time until such time as the engine speed fluctuation is at a

minimum. IDLE GAIN is now at its optimum setting. If speed

fluctuations increase the first time you raise IDLE GAIN, work this

procedure in reverse, i.e. lower IDLE GAIN until an improvement is

made, then worsens, then raise IDLE GAIN gradually until the

optimum setting is reached.

5. Now when a speed error occurs (even if the error is a small one)

notice how long the engine speed remains off the set point. Begin

raising the IDLE INTG by a value of ten at a time until recovery to

set is faster (gets better). Keep raising the IDLE INTG until the

engine speed begins to “overshoot” each time the governor makes

a correction. Then lower the IDLE INTG by values of 1 or 2 until

the “overshoot” disappears. IDLE INTG is then at its optimum

setting.

GAINS WITH THE ENGINE IDLING

AND AT NO LOAD

Form GOV OM 11-02

4-5

Once most engines are running well unloaded at minimum speed, they

must be sped up before attempting a load. When an engine is running

above minimum speed, different gains are needed to run the engine well

at operating speed during and after loading. Some engines are hard to

keep stable at operating speed unloaded if the gains are set to work well

when the engine is loaded. To ease this situation, the GOV uses a

function called LOAD GAIN. LOAD GAIN is a number, which is

multiplied against the fuel flow and is added to the integral gain, thus

increasing integral gain more when the engine is loaded then when it is

unloaded.

The Governor Terminal Interface Assembly displays the GOV’s

proportional gain as PROP GAIN and its integral gain as INTR GAIN.

Initially, run the engine at normal operating speed unloaded. To set

PROP GAIN and INTR GAIN the following procedure should be

performed.

1. Set LOAD GAIN as in previous section above.

2. Using the previous procedure, adjust the PROP GAIN instead of

IDLE GAIN and INTR GAIN in place of IDLE INTR. Get the engine

speed as stable as possible with the engine unloaded.

3. Load the engine. If the engine will not load up without dying, try

increasing LOAD GAIN value by 2 each time. If the engine speed

becomes unstable at no load before the engine loads well, you will

have to start lowering the LOAD GAIN and increasing INTG GAIN

until both conditions have been satisfied. PROP GAIN and INTR

GAIN may be adjusted while the engine is running.

4. Usually, once an engine is loading up it will unload satisfactorily

also. Watch the engine RPM’s as the engine unloads. Engine

speed will increase some, but should return to the setpoint quickly.

USING LOAD GAIN EFFECTIVELY

GAINS WITH THE ENGINE AT SPEED

AND LOADED

Form GOV OM 11-02

4-6

The GOV10/50 Governors provide fuel flow measurement as an option.

The measurement is calculated using differential pressure across an

orifice plate in the valve body. The governors are calibrated to a flow

standard using compressed air on a flow bench assembly. The accuracy

of orifice plate measurements is always subject to piping configuration

errors. Normally at least 10 pipe diameters of straight pipe is required

before the orifice plate to maintain accuracy. This is often impractical to

do when installing the GOV on an engine. The best way to insure

accuracy is to measure fuel flow to the engine with a meter run, turbine

meter or other flow measurement device. Compare the resultant flow

values with those of the GOV Gas Engine Governor. If an error is

present the FLOW OFFSET and FLOW ADJUST settings can be used to

correct the error.

1. Run the engine unloaded and at minimum speed. Record the flow

readings from the GOV and the independent flow measurement

device.

2. Run the engine at full load and at maximum speed, again recording

the fuel flow values.

3. Increase or decrease the FLOW ADJUST value until the flow

readings are acceptably close.

4. If flow accuracy is a concern while the engine is unloaded, re-record flow values when the engine is running unloaded. Use the

FLOW OFFSET (increase or decrease) until the readings are again

acceptably close.

5. Load the engine again and compare the fuel flow readings. If

necessary, change the FLOW ADJUST value until the readings are

matching.

6. Continue the procedure until the fuel flow readings in both the

unloaded and loaded conditions. This procedure is similar to setting

zero and span on other measurement devices. Changing the

FLOW OFFSET at the low end will change the flow reading at the

upper limit. Changing FLOW ADJUST at the upper limits will also

change the fuel flow readings on the lower limits. Each repetition

of changes will decrease the error on both ends until the loaded

and unloaded fuel flow readings are acceptable.

FUEL FLOW MEASUREMENT

Form GOV OM 11-02

4-7

VIEWING DATA NAMES AND VALUES

The Governor Terminal Interface Assembly’s bottom LED always

displays the parameter name of the value displayed in the top LED. For

instance, when the bottom LED displays “RPM”, the value being

displayed in the top LED is engine speed in revolutions per minute.

SCROLLING DATA POINTS

Press the NORM button. Press the key slowly several times. Notice

the parameter names change in the bottom LED and the corresponding

numeric values in the top LED. Pressing the key will scroll through

the display in the reverse order. By pressing the SET UP key, then the

arrow keys, a different list of parameters is available for display.

CHANGING VALUES

Press the SET UP key. Using the key, scroll the data points until

reaching “SET RPM”. If the top LED value is less than the maximum

engine RPM, use the + key until the value reaches the desired setting.

The same is available with the – key if the desired value is less than the

current setting. All programmable settings of the GOV Gas Engine

Governors are set in this manner. If the operator presses no key within

45 seconds of accessing another menu (setup or programming), the

control interface display will default to the NORM operating position (see

next page).

KEY PAD OPERATIONS

Form GOV OM 11-02

4-8

DISPLAYED VALUES DESCRIPTIONS – NORMAL MODE

RPM Engine speed in revolutions per minute. UPSTREAM Supply gas pressure in PSIG. DOWN STM Pressure in the GOV down stream of the poppet and

upstream of the measuring orifice in PSIG.

ACT OUTP Output of the onboard DAC (digital to analog converter) to the actuators voice coil in digital counts. Actuator output is a good way to check what percentage of available governor that the engine is using. The base count is approximately 200 (poppet closed) and is 4095 (full open). At about 1000 counts the governor is ¼ open and at 2000 counts is approximately ½ open.

WARMTIME Displays the time in seconds remaining in the warm up timer.

SETPOINT SET POINT is the speed demand value in RPM at which the GOV is currently controlling. When the speed settings have not been changed, SET POINT will equal the speed setting of the current operating mode (local or remote). When the speed setting is changed or when the engine is first started and is still accelerating, SET POINT will equal the value output by the GOV’s speed ramp until the engine speed matches the new speed setting. While the engine is not running, the value will be zero.

RMT DMND Current value in RPM of the remote speed demand 4 to 20 ma signal.

TORQ SP Torque set point is a min select for speed demand AIR MANI This is an optional external pressure transducer

located on the scavenge air. It is measured in PSIG. When this option is used, the start schedule of the engine becomes based in part on this measurement.

FUELTEMP Fuel temperature in °F. FUEL FLOW Fuel flow in SCFM. GOV 10-(0-500 SCFM) GOV 50-

(0-1000 SCFM) HORSEPWR Calculation of estimated horsepower based on fuel

flow (SCFM *HP-ADJ + HP-OFFSET). The accuracy of this measurement may vary depending on the health of the engine, ambient air temperature, heating and value of gas, etc. An engine analyst should calibrate this measurement to the engine with the most accurate point being the engine running at max. speed and full load.

TORQUE Calculation of torque based on the estimated horsepower.

To look at any of the above values, perform the following procedure:

1. Push the NORM key.

2. Push the or keys to scroll through the available data points.

If no key is pressed within 45 seconds of accessing another menu (setup

or programming), the display will default to the NORM operating mode.

OPERATING MODES: NORMAL

Form GOV OM 11-02

4-9

SCALING The scaling for fuel flow feed back is as follows

• GOV10 0-500 SCFM

• GOV50 0-1000 SCFM

The scaling for RPM feedback is 0-1000 RPM.

The scaling for HP feedback is 0-10,000 HP.

The scaling for Torque feedback is 0-180,000 ft.lbs. DISPLAYED DIAGNOSTIC MESSAGE POWER UP Displayed when the valve is powered up with >19Vdc

and remains displayed until any key is depressed. WAIT Displayed when pressure is trapped downstream of

the valve or if a transducer has failed. OVERPRESS Displayed when down stream pressure exceeds the

over pressure set point. HI PRESS Displayed when down stream pressure exceeds the

Hi start pressure set point. OVERSPED Displayed when RPM exceeds over speed set point. NOSIGNAL No magnetic pickup signal. If the frequency input

from the magnetic pickup drops below 35Hz from more than 250ms, the governor will close and remain closed until the start sequence is reinitiated. The control interface display will annunciate the message NOSIGNAL. This message will be displayed until the engine reaches a complete stop and the operator presses any button on the governor interface or the engine is restarted.

LOWPRES Low supply pressure. An alarm condition during starting or running. If the upstream pressure drops below the governors programmed “supply pressure” set point, the governor will close and remain closed until the start sequence is reinitiated. The control interface display will annunciate the message LOWPRES. This message will remain until the engine reaches a complete stop and the operator presses any button on the display or the engine is restarted.

TORQ S/D Unit has reached the Torque shut down set point, the Governor will close and remain closed, until the unit reaches a complete stop and the start sequence is reinitiated. The control interface display will annunciate the message TORQ S/D. this message will be displayed until the engine reaches a complete stop and the operator presses any button on the governor interface or the engine is restarted.

NOTE: Loss of 24Vdc or voltage dropping below 19Vdc will be annunciated with Version 1 software by a flashing display of OVERPRESS; with Version 2 software, the display will show POWER UP. Both flashing annunciations may be cleared by depressing NORM key after 45 seconds.

Form GOV OM 11-02

4-10

Press the SET UP key to use the setup mode. Setup mode provides a list of programmable values that the operator may change.

The following is the procedure to change the numeric values in the SET

UP mode.

1. Push the SET UP key.

2. Push the or keys to scroll through the available data

points.

3. Use the + or – keys to increment/decrement the value

indicated till the desired value is reached. For

LOCAL/REMOTE, pushing the + key will select remote

operations. Pressing the – key will enable local operations.

4. Press the NORM key to return to the Normal mode.

5. Any changes made while in the Setup Mode must be

SAVED by entering the Programming Mode and then using

the SAVE function. Unless this procedure is used, values

entered in the setup mode will take effect but will be lost if

the power is lost or cycled.

DISPLAYED VALUES DESCRIPTIONS – SETUP MODE

SET RPM 0-999 RPM

Default = 270

Governor speed set point in RPM. While in Local mode, the engine will run at the speed entered in the SET RPM.

START PS 0-50.00 PSIG Default = 4.50

The GOV will maintain fuel manifold pressure at the START PS while the engine is cranking.

SRTRATIO 0-10.00

Default = 0.00

For engines that do not have “jet assisted” starting but rather are using the equivalent of chain driven turbo chargers. This is a numeric ratio multiplied against the measured air pressure and added to the start pressure to create the starting set point (see START PS). Using the value of 0 will negate the effect of the start ratio.

SRT TIME 0-99.0 Secs. Default = 3.0

During engine start the GOV acts as a fuel regulator against the set point value (see START PS). When the engine reaches minimum operating speed the GOV switches over to a speed governor. This parameter determines the length of time (in seconds) that the GOV maintains the START PS setting (typically 3-5 seconds).

HiStPres 0-50.00 PSIG

Default = 30.00

Shut down on high fuel manifold pressure during start.

OvrPress 0-50.00 PSIG

Default = 60.00

Shut down on high fuel manifold pressure while running.

OPERATING MODES: SETUP

Form GOV OM 11-02

4-11

LOCAL/ REMOTE

Switch between local and remote control.

FLOW ADJ 0-99

Default = 47

FLOW ADJUST will multiply the fuel flow measurement calculation. FLOW ADJUST is factory calibrated and should not be changed unless a customer wishes to match flow measurements within an existing system. FLOW ADJUST will affect flow reading more at high flow than at low flow. DO NOT ZERO.

FLOW O/S 0-99

Default = 0

Flow offset is a linear factor used to calibrate the GOV flow measurement reading. FLOW OFFSET is a factory calibrated setting and should not be changed unless the customer wishes to match flow measure-ment with an existing system. In such a case the flow measurement value will be changed linearly from zero to a maximum reading by the amount FLOW OFFSET is changed.

HP ADJ 0.01-320.00

Default = 8.00

Horsepower Adjust should be set as the engine analyst maps the engine and achieves maximum rated horsepower for that unit.

HP O/S -32,000 to 32,000 Default = -500

Horsepower Offset should be set as the engine analyst maps the engine and achieves minimum speed, minimum load.

TORQ ADJ 0-64,000

Default = 5252

Torque Adjust (ft.-lbs.) is a factory set point and should NOT be adjusted in the field.

TORQ O/S -32,000 to 32,000

Default = 0

Torque Offset (ft.-lbs.) is a factory set point and should NOT be adjusted in the field.

TORQLMIT 0-180,000

Default = 100,000

Torque Limit (ft.-lbs.) is used for limiting the torque on a unit that is driving either a centrifugal compressor or a pump.

TORQ S/D 0-180,000

Default = 100,000

Torque Shutdown is the value in ft.-lbs. at which the governor will shut the unit down.

TORQGAIN 0-3.001

Default = 0

Torque Gain – divide the actual gain by 10,000; a gain of 1 is 0.0001 and a gain of 100 is 0.0100.

RAMP RATE 1-20

Default = 10

Ramp rate is a set point that determines how fast the GOV will increase or decrease fuel flow to the engine when the speed setting is changed. RAMP RATE is a number scale from 1 to 20, 1 causing the slowest engine acceleration and 20 causing the fastest. Initially set RAMP RATE to a value of 10 and adjust as desired for maximum performance.

WARM UP 0-900 Secs. Default = 0

This setting is the engine warm up time in seconds. After engine starts and ramps to minimum speed, the GOV will maintain minimum engine speed for the timer value set regardless of the speed setting. The GOV will accelerate the engine to the speed set point only after the warm up time has elapsed. Setting the value to 0 can disable the warm up timer function. While the engine is stopped, the timer is zeroed.

Form GOV OM 11-02

4-12

PURGE

0-99 Secs. Default = 0

Purge is a timer in seconds that will add a delay between the starter system being enabled and the fuel flow being admitted to the engine. This will allow the customer to purge the fuel system downstream of the governor. It is the customer’s responsibility to be sure that the engine ignition is enabled before the purge timer elapses. A value of 0 will disable the purge function.

RPM DAMP 1-50

Default = 30

The displayed RPM is an average over time. This setpoint may be operator adjusted to allow the RPM display to be smoothed out. The valid set point range is 1 to 50 (1 = no dampening, 50 = max. dampening).

OVERSPED Default = 380

Overspeed is an operator adjustable set point for shutdown of the engine based upon RPM. If the engine RPM exceeds this set point, the governor will close and remain closed until the start sequence is reinitiated. The control interface display will annunciate the message “OVRSPED”. This message will be displayed until the engine reaches a complete stop and the operator presses any button on the interface, or until the engine is restarted. WARNING: THIS FEATURE SHOULD NOT BE USED AS THE PRIMARY OVERSPEED SHUTDOWN! IT IS INTENDED TO BE ONLY A REDUNDANT SHUTDOWN DEVICE.

WALKRATE 0-100

Default = 0

The WALKRATE limits the rate at which the fuel pressure increases when the GOV transitions from Regulator mode (startup) to Governor mode (MINSPEED). 0 = disabled, 100 = 1 psi per sec.

FLOWDAMP 1-50

Default = 20

The displayed flow is an average over time. This set point may be operator-adjusted to allow the flow display to be smoothed out. (1 = no dampening, 50 = maximum dampening).

BITNONE 0 or -1

Default = 0

Select either 8-bit No parity (0) or 7-bit Odd parity (-1). When in 8-bit No parity, BITNONE will be displayed.

4-20out1 Default = 1

4-20mA output 1 is a programmable output with five selections: 0 - forces 20mA out. 1 - selects flow feedback. 2 - selects RPM feedback. 3 - selects HP feedback. 4 - selects TORQUE feedback.

4-20out2 Default = 2

4-20Ma output 2 is a programmable output with five selections: 0 - forces 20mA out. 1 - selects flow feedback. 2 - selects RPM feedback. 3 - selects HP feedback. 4 - selects TORQUE feedback

Form GOV OM 11-02

4-13

Some set points in the GOV software are critical to the governor

operation and once set should not be changed. These set points can

only be accessed in the programming mode. If changing programming

mode set points is required by the customer, they should be changed

only after fully reading the description of the values.

To change the settings in programming mode do the following steps:

1. Enter programming mode by simultaneously pressing the

3RD , 4TH and 6TH keys, counting left to right.

2. Use the or keys to scroll to the appropriate setting.

3. Use the + or – keys to adjust the numeric value to the new

value.

4. Use SAVE function of the programming mode to save value.

When the display reads “SAVE”, press the NORM key to

save all values entered in the setup and/or programming

modes, and to resume operations.

DISPLAYED VALUES DESCRIPTIONS – PROGRAMMING MODE

PLSE/REV 0-999

Default = 359

PLSE/REV should equal the number of pulses the magnetic pickup will output to the GOV in one crankshaft revolution MINUS ONE.

IDLE SPD Default = 125

Term used to designate the speed where unit turns off regulator mode and turns on governor mode. This should not be set lower than engine cranking speed.

CRANKSPD 0-99

Default = 10

When the engine speed is greater than CRANKSPD and less than IDLE SPD, the GOV will assume that the starter assembly is engaged. When the engine speed exceeds the IDLE SPD, the GOV assumes that the starter assembly is disengaged, that the engine has lighted off and is at idle speed. At this time the governor will stop controlling fuel manifold pressure and begin to govern engine speed. The governor will then ramp up the engine to either minimum operating speed or a speed set point dependant upon the WARM UP timer value.

SUPPLY PS 0.0-400.5

Default = 20.0

When engine speed exceeds CRANKSPD and upstream pressure exceeds SUPPLY PS, the GOV will begin admitting fuel to the engine. If the purge timer is set above zero, fuel will not be admitted until the purge timer has timed out.

PROPGAIN 0-350

Default = 250

PROPGAIN is a number that is used as the starting value for the proportional gain in the GOV’s PID speed control loop. This value will vary from engine to engine. Use the factory default value as a starting point. See further discussion on governor gains within this section.

OPERATING MODES: PROGRAMMING

Form GOV OM 11-02

4-14

INTRGAIN 0-350

Default = 0

INTRGAIN is a number that is used as the starting value for the integral gain in the GOV’s PID speed control loop. This value will vary from engine to engine. See further discussion on governor gains within this section.

LOADGAIN 0-99

Default = 25

LOADGAIN is a value that is multiplied by fuel flow in SCFM and is added to the integral gain in the GOV’s PID speed control loop. LOADGAIN allows higher gains to be used when the engine is under load vs. unloaded conditions.

IDLEGAIN 0-999

Default = 25

IDLEGAIN is the starting value used for proportional gain when SETPOINT equals MINSPEED. IDLEGAIN has no effect on governor performance when the engine is running above the minimum speed. See further discussion on governor gains within this section.

IDLEINTG 0-999

Default = 25

IDLEINTG is the starting value used for integral gain when SETPOINT equals MINSPEED. IDLEINTG has no effect on governor performance when the engine is running above the minimum speed. See further discussion on governor gains within this section.

POS PROP 40-125

Default = 70

Proportional gain for position control.

PRESGAIN 0-350

Default = 100

Proportional gain for pressure control.

PRES INTR 0-350

Default = 50

Integral gain for pressure control.

MAX INTR 0-16,000

Default = 16,000

MAXINTR is used as a limit on the GOV’s PID loop integrator value. This limit prevents integrator windup. The default value is 16000 and works well in most cases.

MAXSPEED 0-999

Default = 330

MAXSPEED should be programmed to the maximum normal operating speed of the engine. The GOV will not allow the LOCAL MODE speed set point to be set greater than MAXSPEED.

MINSPEED 0-999

Default = 270

MINSPEED should be programmed to the minimum normal operating speed of the engine. The GOV will not allow the LOCAL MODE speed set point to be set less than MINSPEED.

SWTCHRPM 0-999

Default = 167

Threshold for dry contact closure, Discrete output 1.

ModbsAdr Default = 1

ModBus Address.

SAVE When the display reads SAVE, press the NORM button to store all parameters currently programmed in the GOV into non-volatile flash memory. After SAVE has been performed, all values will be retained even if power to the GOV is turned off. Use the SAVE function only with the engine stopped. If the display should “lock up” when the SAVE feature is used during running conditions (due to RFI noise), the engine must be shut down and the power reset to the GOV.

Form GOV OM 11-02

4-15

It is recommended that the operator have a good working knowledge of

the engine to initialize these values. The values of starting pressures for

the listed engines below are for guideline purposes only.

• Clark 5 to 6 PSIG • Cooper Bessemer 2-cycle1 7 to 8 PSIG • Cooper Bessemer GMV/GMW2 See note 2 • Ingersoll Rand KVS, KVSR 3 to 4.5 PSIG • Ingersoll Rand KVT 1.5 to 2 PSIG • Superior 0.5 to 1.5 PSIG

The engines will usually light off with these pressures. If the engine

ignites but does not gain enough speed to keep running, increase the

START PS not more than 1 PSIG at a time until the engine maintains a

running condition.

If the engine lights off and immediately gains too much speed, decrease

START PS by ½ to 1 PSIG at a time until the engine ramps up speed

smoothly to the idle speed set point.

If the engine does not seem to be firing at all, do NOT arbitrarily increase

the START PS until ignition occurs. Be sure that the ignition system is

turned on. Watch the UPSTREAM pressure to be sure the fuel is being

turned on to the GOV. Be sure that the GOV has the required 25 PSIG

supply pressure above the manifold pressure.

SAVE and re-enter the NORM mode.

NOTE: DO NOT START THE ENGINE WHILE IN SETUP MODE.

1 Cooper 2-cycle engines with air injection valves may leak starting air pressure into the fuel manifold. On these units, roll the engine on starting air and leave the fuel turned off. Read DWNSTREAM on the display. Set START PS 7 to 8 PSIG above the DWNSTREAM pressure with the fuel turned off. 2 Procedure for determining start pressure on GMV-GMW engines: The start pressure on these engines will vary greatly depending on the amount of manifold backpressure. This backpressure is caused during the crank sequence by the starting air in the cylinders, which bleeds through the fuel inlet valve to the manifold. The correct start pressure is 2 to 8 psig above the backpressure. To determine the backpressure, crank the engine with the main fuel valve upstream of the GOV in the off position. View the DWNSTRM reading on the governor display during an attempted start. This value corresponds to the manifold backpressure. Re-enable the fuel system. Set the starting pressure at 2.0 psi above the measured backpressure reading. Attempt an engine start. If the fuel is too lean, increase the start pressure by 1 psi. If 8 psi or more is programmed the manifold backpressure, other errors exist within the engine control system. System checks on ignition, turbo and/or jet assist are necessary. DO NOT START THE ENGINE WITH THE ABOVE CONDITION AS ENGINE DAMAGE MAY OCCUR.

SETTING START PRESSURE

Form GOV OM 11-02

4-16

To set the pulses per revolution (PLSE/REV), the number of holes on the

engine flywheel must be known or how many gear teeth will pass the

magnetic pickup in one crankshaft revolution. If a gear is being used, the

gear ratio must be used in calculating the revolutions.

1. Enter programming mode from the Terminal Interface Assembly.


3. Use the + or – keys to adjust the numeric value to the new value.

The value must be one less than the actual number of pulses

present from the engine.

4. SAVE and re-enter NORM mode.

CRANK SPD tells the GOV Gas Engine Governor that a start sequence

has been initiated. CRANK SPD is a numeric value entered as RPM. A

value of 10 to 25 is generally acceptable. If the engine does not turn

very fast on the starter mechanism (50 RPM or less), set the CRANK

SPD closer towards a value of 10 RPM. If the engine turns faster on the

starter (90 to 100 RPM), set the CRANK SPD value towards 25 RPM.





SUPPLYPRS tells the GOV when the main fuel block valve has been

opened. SUPPLYPRS is a numeric value entered in PSIG. When

UPSTREAM (pressure) is greater than SUPPLYPRS, the GOV will begin

to admit fuel to the manifold and maintaining DWNSTRM to START

PRS. The initial SUPPLY PRS value should be 10 psi below the actual

operating pressure.

The following is the sequence to set the SUPPLY PRS.





SETTING PULSES PER REVOLUTION

SETTING CRANK SPEED VALUE

Form GOV OM 11-02

5-1

Section 5 GOV MAINTENANCE

Form GOV OM 11-02

5-2

The GOV10/50 Gas Engine Governor has been designed to provide

reliable operation with a minimum amount of maintenance. To ensure

optimum performance, periodic inspection and cleaning is necessary.

Preventative maintenance issues can be integrated into the current

maintenance schedule of the engine. Most maintenance requires little

effort and no downtime of the GOV10/50 valve.

Corrective maintenance is to be done when the GOV10/50 Gas

Engine Governor begins to behave erratically. Procedures have been

generated to troubleshoot and to repair most minor issues.

• External Visual Inspection – Inspect the exterior of the valve for

loose connections, frayed wires, or major structural damage.

• Cleaning – Exterior cleaning will aid in the visual inspection of the

external casing and ensure good connections. Ethyl alcohol or

mild soapy water can be used as cleaning agents.

• Maintenance Log – To facilitate troubleshooting and to establish

service schedules, a maintenance log should be kept on the fuel-

metering valve.

• Calibration – Flow calibration of the GOV 10/50 is performed in a

controlled environment before shipment. Since calibration of the

valve requires equipment not normally available in the field, it is

recommended that the valve be returned to the Altronic distributor

serving your area.

• Pilot Gas Filter – The internal pilot gas filter, if installed should be

changed every six (6) months or more frequently if necessary.

The only corrective maintenance procedures that field personnel may

be able to perform on the GOV 10/50 Gas Engine Governor are that of

regulator and pilot filter cleaning/replacing and poppet valve assembly

removal. Any other actions taken on the GOV 10/50 valve may cause

physical damage or loss of calibration and would require that the valve

be serviced for refitting or re-calibration.

MAINTENANCE OF THE GOV10/50 GAS ENGINE

GOVERNOR

PREVENTATIVE MAINTENANCE OF THE GOV10/50 GAS ENGINE

GOVERNOR

CORRECTIVE

MAINTENANCE ON THE GOV10/50 GAS ENGINE

GOVERNOR

Form GOV OM 11-02

5-3

The following section will cover the replacement or cleaning of the

Regulator assembly. Before starting it is recommended that a clean

flat work surface be prepared and the proper tools available. It is also

recommended that Valve Repair Kit be purchased which contains

items such as a spanner wrench, replacement O-rings, replacement

filter and O-ring lube.

Procedure for the cleaning/replacing of pilot filter 1. Using the spanner wrench, apply pressure in a counter-clockwise

motion and remove the regulator assembly.

2. DO NOT remove the regulator adjustment screw and nut. If these

are removed, the correct regulator settings (42 psid) cannot be

reset without returning the valve for re-calibration.

3. Check to see that the regulator does not interfere with the end

flanges. If there is no interference, continue to step 5. If there is

interference, the inlet flanges need to be removed (step 4).

4. Remove the 7 cap screws holding the inlet flange on using a 5/16”

Allen wrench. Remove the flange.

5. The filter O-ring (size 4470-200-012) and filter should now be

visible.

REGULATOR & FILTER CLEANING OR

REPLACEMENT

Form GOV OM 11-02

5-4

6. Carefully remove the O-ring for later use. Inspect the O-ring for

cuts and abrasions before reuse. If there is any physical damage

to the O-ring, it is to be replaced.

7. If you have a replacement filter and DO NOT want to reuse the

current filter, puncture the filter with a sharp object and remove it.

Continue to step 11.

8. If the filter is to be reused, use a dental pick to carefully ease the

filter out by its edges.

9. Backflush the filter with stoddard solvent or other cleaner.

10. Place the new or cleaned filter into the housing filter cavity, course

side down.

Form GOV OM 11-02

5-5

11. Place the O-ring in front of the filter to fasten it. When replacing or reusing an O-ring, the proper lubricant should be used at all times (i.e. Dow Corning lubricant #55).

12. Tighten the regulator assembly using the spanner wrench in

conjunction with a torque wrench (30 lb-ft of torque).

13. If the end flange had to be removed, place a small amount of O-

ring grease on the flange O-ring and re-install.

The following will cover the removal of the poppet valve assembly

(center section) from the GOV 10/50 Gas Engine Governor. Since the

center section is not serviceable in the field, a replacement must be

installed if on-site repairs are desired. These parts are included in the

Valve Repair Kit. In addition, replacement poppet valve assemblies

are sold separately.

Procedure for the removal of the poppet valve assembly

1. Remove the GOV 10/50 valve from the fuel line.

2. Remove the downstream flange, indicated by two (2) ridges, being

careful not to cut the O-ring. If needed, tap the flange upward with

a rubber mallet to ease removal.

3. Using a pair of snap ring pliers, remove the steel snap ring. Use

eye protection as the snap ring can release out of the assembly

unexpectedly.

POPPET VALVE ASSEMBLY REMOVAL

Form GOV OM 11-02

5-6

4. Using the soft, rubber coated side of the snap ring pliers, pry out

the orifice metering plate (DO NOT DAMAGE THE INNER EDGE IN ANY WAY).

5. Remove the upstream flange, being careful not to cut the O-ring.

Again, tap the flange with a rubber hammer to ease removal.

6. Put a 2” diameter PVC pipe over the downstream portion of the

center section. Using a rubber mallet, tap the PVC pipe until the

center section is removed from the housing. Do not press or turn the poppet itself.

7. Coat the O-rings (3) of the new center section with O-ring

lubricant.

8. Insert the poppet assembly into the valve body with the cone

facing in the upstream direction.

9. Align the control pressure inlet of the poppet assembly with the

dowel insert of the control pressure transducer.

10. NOTE: The cone of the assembly, which does not have a cap

screw, is in line with the control pressure inlet of the assembly.

11. Click the center section in place by providing sufficient downward

force on the center section cone. In the field, this can be done by

CAREFULLY standing on the cone portion of the center section

when it is oriented vertically.

12. Replace the upstream flange (it has two ridges). Tighten down the

7 cap screws (6 lb-ft torque each).

13. Apply O-ring lubricant to the orifice O-ring. Firmly press the orifice

into the valve body at the downstream end. Ensure that the taper

faces the downstream side of the valve.

14. Replace the snap ring.

15. Replace the downstream flange. Tighten down the 7 cap screws

(6 lb-ft torque each).

16. Return the malfunction center section for refitting.

Form GOV OM 11-02

5-7

Occasionally some form of foreign debris will make its way into the

metering housing and will become lodged inside. This will cause the

GOV 10/50 to malfunction in such ways as failure to shut-off (leakage)

and incorrect transducer readings affecting valve accuracy. Any

debris should be removed by using compressed air.

Procedure for removing foreign debris from the metering housing and poppet assembly 1. Upon the removal of the poppet assembly from the metering

housing of the GOV 10/50, inspect the housing for any internal

damage that may have occurred.

2. Shop air can be used to blow away and clean any loose particles

that may have accumulated. DO NOT use any hard-edged

instrument to clean the valve housing.

3. Holding the center section in hand, apply instrument air to the

poppet assembly through the control pressure port (Pc).

4. The poppet valve will open with 30 to 70 psi air applied. Do not

exceed this range.

5. Using a soft edged device (i.e. Popsicle stick, Q-Tip, etc) hold

open the poppet valve. Do NOT use any hard-edged instruments

(i.e. screwdrivers) as this will damage the assembly.

6. Ensuring that the poppet assembly is clear of debris, release the

poppet valve.

7. Re-lubricate the O-ring seals of the poppet assembly and reinstall

as instructed.

CAUTION: Due to the strong nature of the shutoff spring within the

center section, DO NOT place your fingers near the poppet valve if it is

in an open position.

Replacement of the GOV 10/50 Fuel Gas Valve transducers can be

done in the field under the direction of the distributor or Altronic

personnel. The transducers that may be replace are the

• P(control) transducer

• P(offset) transducer

• P(supply) transducer

By replacing a transducer in the field, accuracy of the GOV 10/50 may

be slightly affected due to the small variances in transducer parts.

REMOVAL OF FOREIGN

DEBRIS FROM THE POPPET ASSEMBLY

TRANSDUCER REPLACEMENT

Form GOV OM 11-02

5-8

1. Remove the electronics housing cover.

2. Examine and make notes of the GOV10/50 electronic board

assembly (i.e. wire placement and orientations).

3. Unclip the affected transducer from the electronics board and

unscrew the board from the circuitry housing. Do not remove more wires than necessary.

4. Using snap ring pliers, remove the snap ring of the affected

transducer.

5. With a small pry tool, remove the transducer from its housing. 6. NOTE: There is an O-ring placed on the underside of the

transducer. If this O-ring is damaged, it must be replaced. 7. Insert the new transducer into the appropriate position, taking care

to have the O-ring in place (within the cavity).

8. Re-insert the snap ring to hold the transducer in place.

9. Attach the wiring to the electronics board in the proper orientation.

NOTE: The red wire of the harness is on the downstream side of

the valve.

10. Re-assemble the electronics board to the electronics housing.

11. Install the electronics cover to the GOV10/50. Do NOT allow any

wires to become pinched when placing the cover on. Re-tighten

the cap screws to 40 in.-lb. torque. Maximum clearance between

the cover and the housing is 0.0015”.

Form GOV OM 11-02

6-1

Section 6 DRAWINGS

Form GOV OM 11-02

6-2

GOV10/50 INSTALLATION DATA SHEET

SETUP MODE PROGRAMMING MODE DISPLAY MODE

SET RPM PULSREV RPM

START PS IDLE SPD UPSTREAM

SRTRATIO CRANKSPD DOWN STN

SRT TIME SUPPLYPRES ACT OUTP

HiStPress PROPGAIN WARMTIME

OvrPress INTRGAIN SETPOINT

CONTROL LOADGAIN RMT DMND

FLOW ADJ IDLE GAIN TORQ SP

FLOW O/S IDLEINTG AIR MANI

HP ADJ POS PROP FUELTEMP

HP O/S PRESGAIN FUELFLOW

TORQ ADJ PRESINTR HORSEPWR

TORQ O/S MAX INTR TORQUE

TORQLMIT MAXSPEED

TORQ S/D MINSPEED

TORQGAIN SWTCHRPM

RAMPRATE ModbsAdr

WARM UP SAVE

PURGE

RPM DAMP

GENERAL INFORMATION

OVERSPED GOV. PART NO.

WALK RATE GOV. SERIAL NO.

FLOWDAMP ENGINE MANUFACTURER

BITNONE ENGINE MODEL NO.

4-20out1 UNIT NO.

4-20out2 DATE INSTALLED

SERVICE MANUAL GOV10/50 GASENGINE GOVERNOR

DEVIATION FROM THESE INSTRUCTIONS MAY LEAD TO IMPROPER OP-ERATION OF THE MACHINE WHICH COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

WARNING:

www.altronicinc.com

FORM GOV SM 8-07


PROPER INSTALLATION, MAINTENANCE, REPAIR AND OPERATION OF THIS EQUIPMENT IS ESSENTIAL. THE RECOMMENDED PRACTICES CONTAINED HEREIN SHOULD BE FOLLOWED WITHOUT DEVIATION. AN IMPROPERLY INSTALLED OR OPERATING GOVERNOR SYSTEM COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

IMPORTANT SAFETYNOTICE:

GOV10 SERIES GOV10EP-10GOV10EP-10AGOV10EP-11GOV10EP-11AGOV10EP-20GOV10EP-20AGOV10EP-21GOV10EP-21A

GOV50 SERIES GOV50EP-10GOV50EP-10AGOV50EP-11GOV50EP-11A

FORM GOV SM 8-072

GOV10/50 GAS ENGINE GOVERNOR

TABLE OF CONTENTSSECTION ITEM ............................................................................................................PAGE

1.0 GOV SERVICE AND REPAIR MANUAL OVERVIEW ............................................... 32.0 PARTS IDENTIFICATION ..................................................................................... 53.0 CLEANING OR REPLACEMENT OF PILOT FILTER ................................................ 84.0 REMOVAL OF THE POPPET VALVE ASSEMBLY .................................................. 105.0 REMOVAL OF DEBRIS FROM THE METERING HOUSING ................................... 126.0 REPLACEMENT OF THE PRESSURE TRANSDUCERS ........................................ 137.0 INSTALL UPDATED PCB’S USING 881001-KT................................................... 168.0 GOV PRESSURE SENSOR TROUBLESHOOTING ................................................ 209.0 GOV 10/50 FIELD APPLICATIONS .................................................................... 2010.0 BUMPER LOCATIONS FOR GOV .........................................................................21


SERVICE MANUAL

1.0 GOV SERVICE AND REPAIR MANUAL OVERVIEW

The GOV10/50 Gas Engine Governor has been designed to provide reli-able operation with a minimum amount of maintenance. To ensure optimum performance, periodic inspection and cleaning is necessary.

Preventative maintenance issues can be integrated into the current maintenance schedule of the engine. Most maintenance requires little effort and no downtime of the GOV valve.

Corrective maintenance is to be done when the GOV Gas Engine Governor begins to behave erratically. Procedures have been generated to cover most minor issues.

ExTERNAL VISUAL INSPECTION Inspect the exterior of the Governor for loose connections, frayed

wires or major structural damage.

CLEANING Exterior cleaning will aid in the visual inspection of the external

casing and ensure good connections. Ethyl alcohol or mild soapy water can be used as cleaning agents.

MAINTENANCE LOG To facilitate troubleshooting and to establish service schedules, a

maintenance log should be kept on the Governor.

CALIBRATION Flow calibration of the GOV is performed in a controlled environ-

ment before shipment. Since calibration of the Governor requires equipment not normally available in the field, it is recommended that the device be returned to the Altronic distributor serving your area.

PILOT GAS FILTER The internal pilot gas filter, if installed, should be changed every six

(6) months or more frequently if necessary.

Throughout this service manual, service parts will be identified by the item number assigned in the parts list in SECTION 2.0. For ex-ample, (1a) and its position inside the GOV device can be found by locating that item number on FIG. 1A ON PAGE 4 or 1B ON PAGE 6 and identified in SECTION 2.1 OR 2.2.

GOV UPDATES:

• In addition to the standard procedures, older GOV10 units below S/N 852 or GOV50 units below S/N 244 will require some items (such as the pressure transducers) to be changed. These items and procedures are identified by specific notes (“When Updating Units below S/N 852”) within the appropriate sections of the manual.

• In addition to the repair of malfunctioning units, instructions are given in SECTION 7 which describe the process of updating an older GOV to the current configuration of PCB assembly.

FORM GOV SM 8-074


FIG. 1A PART IDENTIFICATION


SERVICE MANUAL

2.0 PARTS IDENTIFICATION2.1 PARTS LIST - GOV10 (Reference exploded view at left.)

ITEM NO. QUANTITY PART NO. DESCRIPTION1 1 881001-KT PCB Field Retrofit Kit

1a 1 872002-1 PCB Assembly, Logic1b 1 872003-1 PCB Assembly, Terminal1c 1 802010-1 Label, Terminal Board1d 5 610228 Standoff1e 2 810103 Standoff1f 1 810105 Standoff1g 6 902598 Screw 6-321h 2 902650 Screw, 6-321i 1 510698 O-ring1j 5 615048 Bumper-Adhesive backed2 1 820002 Valve Repair Kit

2a 1 816000 Wrench2b 1 810059 Servo Filter2c 1 803020 O-ring Lube

2d** 16 810027 O-ring2e 1 50110039 Plug2f* 4 810042 O-ring2g 1 810047 O-ring2h 1 810050 O-ring2i 1 810051 O-ring2j* 2 810052 O-ring2k 1 810082 O-ring3 1 820004 Pressure Transducer Kit

3a 3 810109 Pressure Transducer3b 3 810031 O-ring3c 3 801005 Snap Ring3d 1 810115 Spacer (req’d on some housings)3e 1 803020 O-ring Lube4 1 820005 dP Transducer Kit

4a 1 50102008 dP Transducer Assembly4b 4 801049 Screw, 10-324c 1 803020 O-ring Lube5 1 50105008 Regulator Assembly - GOV106 12 801084 Bolt, 1/4”-20 x 1.5”7 1 810128 Flapper Shield

* This item appears in FIGURE 1B ON PAGE 6.

** This item appears in FIGURE 1A ON PAGE 4 AND 1B ON PAGE 6.

FORM GOV SM 8-076


FIG. 1B PART IDENTIFICATION


SERVICE MANUAL

2.2 PARTS LIST - GOV10 Reference exploded view at left.

ITEM NO. QUANTITY PART NO. DESCRIPTION2 1 820002 Valve Repair Kit

2a 1 816000 Wrench2b* 1 810059 Servo Filter2c 1 803020 O-ring Lube

2d** 16 810027 O-ring2e* 3 810031 O-ring 2f 4 810042 O-ring2g* 1 810047 O-ring2h* 1 810050 O-ring 2i* 1 810051 O-ring2j 2 810052 O-ring2k* 1 810082 O-ring7 1 880002 Poppet Valve Assembly

8 150106079-2 Flange, Inlet (4-bolt flange)50106039-2 Flange, Inlet (8-bolt flange)

9 150106079-1 Flange, Outlet (4-bolt flange)50106039-1 Flange, Outlet (8-bolt flange)

10 14801028 Bolt, 3/8"-16 x 1.75" (4-bolt flange)801082 Bolt, 3/8"-16 x 0.75" (8-bolt flange)

11 1 801030 Snap Ring12 1 50106029 Metering Orifice

* This item appears in FIGURE 1A ON PAGE 4. ** This item appears in FIGURE 1A ON PAGE 4 AND 1B ON PAGE 6.

NOTE: Part numbers for items 7-12 apply to GOV10 series only. Contact fac-tory for information for the GOV50 series.

FORM GOV SM 8-078


3.0 CLEANING OR REPLACEMENT OF PILOT FILTER

3.1 The following section covers the replacement or cleaning of the pilot filter (2b). Before starting, it is recommended that a clean flat work surface be prepared and the proper tools be made available. Refer to SECTION 2 for required parts. It is also recommended that the Valve Repair Kit P/N 820002 (Item 2) be purchased which contains all of the required items such as a spanner wrench, replacement O-rings, re-placement filter and O-ring lube. SEE FIG.1A ON PAGE 4 for location of parts. See the photo below for details.

A. Using the spanner wrench (2a), apply pressure in a counter-clockwise motion

and remove the regulator assembly (5).

B. DO NOT remove the regulator adjustment screw and nut. If these are removed, the correct regulator settings (42 psid) cannot be reset without returning the Governor for re-calibration.

C. Check to see that the regulator does not interfere with the end flanges. If there is no interference, continue to step E. If there is interference, the inlet flanges need to be removed (step D).

D. Using a 5/16" Allen wrench, remove the 7 cap screws (10) holding the inlet flange (8) to the main body. Remove the flange (8).

E. The filter O-ring (2k) and filter (2b) should now be visible.

F. Carefully remove the O-ring (2k) for later use. Inspect the O-ring for cuts and abrasions before reuse. If there is any physical damage to the O-ring, it must be replaced.


SERVICE MANUAL

G. If you have a replacement filter (2b) and do NOT want to reuse the current filter, puncture the filter with a sharp object and remove it. Continue to step J.

H. If the filter (2b) is to be reused, use a dental pick to carefully ease the filter out by its edges.

I. Backflush the filter (2b) with stoddard solvent or other cleaner. J. Place the new or cleaned filter (2b) into the housing filter cavity, coarse side down.

K. Place the O-ring (2k) in front of the filter to fasten it. When replacing or reusing an O-ring, the proper lubricant (2c) should be used at all times.

L. Tighten the regulator assembly (5) using the spanner wrench (2a) in conjunc-tion with a torque wrench set for 30 lb-ft of torque.

M. If the end flange was removed, place a small amount of O-ring lube (2c) on the flange O-ring (2j) and re-install.

FORM GOV SM 8-0710


4.0 REMOVAL OF THE POPPET VALVE ASSEMBLY REFER TO FIG. 1B ON PAGE 6

4.1 The following will cover the removal of the poppet valve assembly (7) from the GOV10 Gas Engine Governor. The poppet valve assembly should not be removed from the GOV50. Since the GOV10 center section is not serviceable in the field, a replacement assembly must be installed if on-site repairs are desired. If the poppet valve assembly (7) is removed for inspection or replacement, the O-rings (2f) may be damaged. The required O-rings (2f) are included in the Valve Repair Kit (2). The replacement poppet valve assembly (7) is sold separately. For the GOV50 only, contact the factory with the model number and serial number of the GOV50 if the poppet valve assembly requires service.

A. Remove the GOV10 valve from the fuel line.

B. Remove the outlet flange (9), being careful not to cut the flange O-ring (2j). If needed, tap the flange upward with a rubber mallet to ease removal.

C. Using a pair of snap ring pliers, remove the steel snap ring (11).

USE EYE PROTECTION AS THE SNAP RING CAN RELEASE OUT OF THE ASSEMBLY UNExPECTEDLY.WARNING:

D. Using the soft, rubber coated side of the snap ring pliers, pry out the orifice me-tering plate (12). Do not damage the inner edge in any way.

E. Remove the inlet flange (8) being careful not to cut the O-ring (2j). Again, tap the flange with a rubber hammer to ease removal.


SERVICE MANUAL

F. Put a 2" diameter PVC pipe over the downstream portion of the center section. Using a rubber mallet, tap the PVC pipe until the center section is removed from the housing. Do not press or turn the poppet itself.

G. Coat the three O-rings (2f) of the new center section with O-ring lubricant (2c).

H. Insert the poppet assembly (7) into the valve body with the cone facing in the upstream direction.

I. Align the control pressure inlet of the poppet assembly with the dowel insert of the control pressure transducer.

J. Click the center section in place by providing sufficient downward force on the

center section cone. In the field, this can be done by CAREFULLY standing on the cone portion of the center section when it is oriented vertically.

K. Replace the inlet flange (8) - it has two ridges. Tighten down the 7 cap screws (10) to 6 lb-ft torque each.

L. Apply O-ring lubricant (2c) to the orifice O-ring (2f). Firmly press the orifice plate (12) into the valve body at the outlet end. Ensure that the taper faces the down-stream side of the Governor valve.

M. Replace the snap ring (11).

N. Replace the outlet flange (9). Tighten down the 7 cap screws (10) to 6 lb-ft torque each.

O. Return the malfunctioning poppet valve assembly (7) to Altronic for repair.

NOTE: The cone of the as-sembly, which does not have a cap screw, lines up with the control pressure inlet of the assembly.

FORM GOV SM 8-0712


5.0 REMOVAL OF DEBRIS FROM THE METERING HOUSING

5.1 Occasionally some form of foreign debris will get into the metering housing and become lodged inside. This will cause the GOV to mal-function in such ways as failure to shut-off (leakage) and incorrect transducer readings affecting governor accuracy. Any debris should be removed by using compressed air.

A. Upon the removal of the poppet assembly (7) from the metering housing of the GOV, inspect the housing for any internal damage that may have occurred.

B. Shop air can be used to blow away and clean any loose particles that may have ac-cumulated. DO NOT use any hard-edged instrument to clean the valve housing.

C. Holding the center section in hand, apply instrument air to the poppet assembly through the control pressure port (PC).

D. The poppet valve will open with 30 to 70 psi air applied. Do not exceed this range.

E. Using a soft edged device (i.e. popsicle stick, Q-Tip, etc), hold open the poppet valve. Do NOT use any hard-edged instruments (i.e. screwdrivers) as this will damage the assembly.

F. Ensuring that the poppet assembly is clear of debris, release the poppet valve.

G. Re-lubricate the O-ring seals (2f) of the poppet assembly (7) and reinstall as in-structed.

CAUTION: DUE TO THE STRONG NATURE OF THE SHUTOFF SPRING WITHIN THE CENTER SECTION, DO NOT PLACE YOUR FINGERS NEAR THE POPPET VALVE IF IT IS IN AN OPEN POSITION.


SERVICE MANUAL

6.0 REPLACEMENT OF THE PRESSURE TRANSDUCERS

6.1 Replacement of the three single point GOV pressure transducers (3a) can be performed in the field under the direction of the distribu-tor or Altronic personnel. The three transducers (3a) are identical. One transducer kit (3) contains all necessary parts to change one transducer; if changing all three, three kits are required. The three transducers are identified on FIG. 2 ON PAGE 15 as:

• Control pressure transducer - Ref. point P3 on FIG. 2 • Outlet pressure transducer - Ref. point P4 on FIG. 2 • Supply pressure transducer - Ref. point P2 on FIG. 2

By replacing a transducer (3a) in the field, accuracy of the GOV FLOW measurement may be slightly affected due to the small variances in the transducers. To replace a transducer (3a), use the following procedure (REFER TO FIG. 1A ON PAGE 4):

A. Remove the electronics housing cover by removing 12 bolts (6).

B. Examine and make notes of the GOV electronic board assembly (1a) which show the wire routing and orientations.

C. Unclip the affected transducer (3a) from the electronics board (1a) and unscrew the board (1a) from the circuitry housing. Do not remove more wires than neces-sary.

D. Using snap ring pliers, remove the snap ring (3c) of the affected transducer (3a).

E. With a small pry tool, remove the transducer (3a) from its housing.

F. There is an O-ring (3b) placed on the underside of the transducer (3a). If this O-ring (3b) is damaged, it must be replaced.

FORM GOV SM 8-0714


G. Insert the new transducer (3a) into the appropriate position, taking care to have the O-ring (3b) in place within the cavity. Use the O-ring lubricant (3e) to help hold the O-ring (3b) in place.

H. Re-insert the snap ring (3c) to hold the transducer in place.

I. Using a paper clip to hold open the spring clip, insert the three wires coming from the pressure sensor into the plastic connector in proper order as shown in FIG. 2.

J. If the differential pressure transducer (4a) requires replacement, remove it by removing the four mounting screws (4b). After the screws are removed the differential pressure transducer (4a) can be lifted straight up from the control housing. There are two small connecting tubes in the control housing when replacing the transducer (4a); be sure to carefully align these before pressing down on the new differential pressure transducer (4a) to install it.

K. The differential pressure transducer (4a) connects to the PCB assembly (1a) through a plastic connector as detailed in FIG.2. Using a paper clip to hold open the spring clip, insert the four wires coming from the differential pressure sen-sor (4a) into the plastic connector in proper order as shown in FIG.2 for Refer-ence point P6.

L. Attach the wiring to the electronics board (1a) in the proper orientation. NOTE: The red wire of the harness is on the downstream side of the Governor valve - see the flow label.

M. Re-assemble the electronics board (1a) to the electronics housing.

N. Install the electronics cover to the GOV. Do NOT allow any wires to become pinched when replacing the cover. Re-tighten the cap screws (6) to 40 in.-lb. torque. Maximum clearance between the cover and the housing is 0.0015".

NOTE: When updating GOV units with a serial number below S/N 852, the use of a spacer (3d) is required to hold the transducer in place with snap ring (3c). Spacer (3d) is installed on top of the transducer (3a) prior to the installation of the snap ring (3c) to effectively raise the height of the transducer to match the height of the older transducer housing.


SERVICE MANUAL

FIG. 2 WIRING DIAGRAM FOR REPLACEMENT TRANSDUCERS

FORM GOV SM 8-0716


7.0 INSTALL UPDATED PRINTED CIRCUIT BOARD ASSEMBLIES USING 881001- KT

7.1 Retrofit installation of new PCB assembly (1a) MUST include the re-placement of the obsolete TCA-100 display module by the new GOV Display Module P/N 891002-1.

7.2 Retain all removed parts in a small plastic bag. These parts should be returned to Altronic, Inc. for exchange credit.

7.3 The following tools are required for the removal and installation of the PCB assembly: 3/16" Allen wrench, 1/4" nut driver or wrench, Phillips head screw driver, large sized paper clip, a screw holding screwdriver.

7.4 Removing the older style PCB assembly.

A. Disconnect the power from the GOV system. After power is off, disconnect all field wiring at junction box.

B. Remove cover from GOV housing by removing the twelve Allen head cap screws (6) which secure it to the main body.

NOTE: When updating GOV10 units with S/N 852 or lower, the three obsolete pressure transducers (3a) MUST be replaced. The ob-solete pressure transducers are identified by the pres-ence of four wires rather than three. The obsolete transducers have a white wire in addition to the normal black, red and green wires currently used.See Section 5.

Allen Head Screws


SERVICE MANUAL

C. Remove the old PCB assembly by removing the six Phillips head screws which secure it to the control housing base. With the PCB assembly loose, unplug the four 12-position terminal plugs from the underside of the old PCB assembly.

D. Locate the three wires connecting the PCB assembly to the old power supply as-sembly colored solid orange, solid purple and solid blue. Remove these wires from the terminal plug they connect to. To remove these wires, insert a large sized paper clip into the hole above each wire. Slip these three wires out of the tied wire bundles. These wires will not be used with the new PCB assembly.

Mounting Screws

Standoffs

Terminal Plugs

Power Supply

Field Wiring

Long Standoff

FORM GOV SM 8-0718


E. Remove the two standoffs next to the power supply. Remove the four small cap screws which hold the power supply to the valve housing. At this point, the power supply PCB and field wiring can be removed from the unit. To remove these items, pull the wiring back through the conduit opening. Bag these parts. The remain-ing two terminal plugs will be used to connect to the new PCB assembly (1a).

F. Remove the remaining four standoffs and bag these parts. All of the stand-offs will be replaced by new parts supplied with the PCB replacement kit, P/N 881001-KT (1).

G. To install the new PCB assembly (1a), replace the older standoffs which were removed with the new standoffs supplied in 881001-KT (1) . These standoffs are not the same length as the older parts. Install the 1.25" length standoff (1f) from the kit where shown. Install five of the short 0.25" length standoffs (1d) into the remaining standoff locations.

H. Place the terminal PCB assembly (1b) into the cavity where the power supply was removed with the ribbon cable oriented as shown. Secure the terminal PCB assembly (1b) to the unit as shown with the two medium length standoffs (1e) which are 1.215" long. The male end of these standoffs goes through the termi-nal PCB (1b) and screws into the two smaller standoffs (1d) in the cavity where the old power supply board was removed.

I. Reconnect the field wiring from the junction box to the terminal strip on the ter-minal PCB assembly (1b). See the attached wiring table and the GOV Operating Manual for details.

J. After wiring is verified, secure the terminal board label (1c) with the screws (1h) provided in the kit.

Field Wiring

New PCBConfiguration


SERVICE MANUAL

K. Insert the ribbon cable connector from the terminal board (1b) into the head-er on the bottom of the new logic board (1a). Plug the two remaining original 12-position plugs into the corresponding headers on the new logic board (1a). These plugs and headers are keyed and will only fit together properly with their assigned mating part.

L. Dress the wires appropriately, taking care to not stress any connections or wires.

GOV with new PCB assembly

M. Mount the new logic PCB assembly (1a) to the standoffs using the screws (1g) provided in the kit. Install and tighten all six screws.

N. Replace cover and secure with the original twelve Allen head screws (6).

FORM GOV SM 8-0720


8.0 GOV PRESSURE SENSOR TROUBLESHOOTING

8.1 The FMP, FSP, and FCP transducers are all the same part number and are interchangeable. If a transducer is suspected to be bad, the trans-ducer output voltage can be measured with a digital voltmeter. The RED and BLACK wires are a 10vdc power source, and the GREEN wire is the sensor output (sensor output voltage is measured on GREEN + with respect to BLACK -). The transducer output is 0 - 2.5 volts from 0 to 260psi. Since this is an absolute pressure transducer, it is normal for the unit to have a positive voltage output at 0psig (typically 0.10 – 0.15Vdc). FIG.2 ON PAGE 15 shows a pinout for the connectors for use in measuring and verifying the stability of these voltages. Be sure to zero the transducers using the display menu under Sensor Configura-tion, as well as using the AutoZero function when V2.0 firmware is be-ing used. Please refer to SECTION 16.0 of the GOV Operating Manual, FORM GOV OM 04-06 for details on AutoZero (AZ) functions.

9.0 GOV-10/50 FIELD APPLICATIONS

9.1 GOV10/50 Gas Engine Governors have proven their reliability and service on Cooper, Clark, Ingersoll-Rand, and other integral compressor engines. In recent years, many GOVs have been applied to a number of fuel-ad-mitted engines in field compression applications, including a num-ber of Superior models. These latter applications are more difficult because they are often subject to higher vibration and temperatures levels, as well as liquids and corrosives resident in the fuel gas. Op-erational problems encountered are sometimes seen as a pressure sensor offset or error (fuel supply, control, or manifold pressure). In areas of vibration, and the normal outdoor environment which is vented into the unit (the control housing has a flameproof vent to atmosphere and is certified for explosion-proof enclosures), a con-dition known as “thin film resistance” can occur on the pins of the plug in the PCB connector. This resistance acts as an insulator to the low voltage and low current sensor signals and is seen in operation as an error in the reported pressure. To improve the operation of these connections, a liquid solution known as Stabilant 22 has made a remarkable improvement where these issues have been reported. Stabilant 22 has been used in the aerospace, automotive, and com-puter industry for many years, and has been used on many sensor applications similar to those used in the GOV. Typically this product is used as Stabilant 22A, which is 4/5 isopropyl alcohol, allowing it to penetrate the connector and evaporate, leaving behind the con-nection enhancer. Any GOV which exhibits these issues can be easily improved by applying this product to these connectors. For more information on Stabilant 22 go to www.stabilant.com. This product can be purchased in a 15mL bottle (enough for hundreds of connectors) by ordering it at your local NAPA or auto parts store that sells Standard Motor Products (Niehoff). The NAPA-Echlin part number is CE 1, and the Standard Motor Products part number is SL 5. Both retail for about $60. This product may have other applications where intermittent con-nectors have caused havoc in control and sensor systems.


SERVICE MANUAL

10.0 BUMPER LOCATIONS FOR GOV

10.1 There is one bumper on the bottom of the PCB. Stabilant is added to both halves of the white connectors.

There are four bumpers inside the lid. Two of these align with the connectors. If the lid is flipped, the other two bumpers align with the connectors.

Section R

Bolt‐in Pre‐Chamber

Removal and Installation

Figures: 4601 thru 4618

Pre‐chamber removal

Figure: 18‐5 – Chamber with spark plug removed

Figure: 18‐6 – Remove nuts

Figure: 18‐7 – Remove flange

Figure: 18‐8 – Insert removal jack bolt in spark plug threaded hole

Figure: 18‐9 – Install jack screw flange over chamber studs

Figure: 18‐10 – Install jack screw nut

Figure: 18‐11 – Tighten jack screw nut to pull chamber

Figure: 18‐12 – Remove chamber from head

Figure: 18‐13 – Chamber as removed

Pre‐chamber installation

Figure: 18‐14 – Chamber parts and installation tool

Figure: 18‐15 – Insert installation tool in spark plug threads

Figure: 18‐16 – Screw installation tool in spark plug threads until bottom out

Figure: 418‐17 – Tighten nut to hold all chamber parts together

Figure: 18‐18 – Insert chamber in head

Figure: 18‐19 – Slide hammer chamber into head until bottom out

Figure: 18‐20 – Remove slide hammer installation tool

Figure: 18‐21 – Install flat washers and nuts

Figure: 18‐22 – Evenly torque all three nuts to 35 ft lbs

Figure: 18‐23 – Completed installed chamber

Fig. 18-5 Fig. 18-6

Fig. 18-7 Fig. 18-8

Fig. 18-9 Fig. 18-10

Chamber with

sparkplug removed Remove nuts

Remove flange Insert removal jack bolt in

sparkplug threaded hole.

Install jack screw

flange over chamber

Install jack screw nut

Fig. 18-11 Fig. 18-12

Fig. 18-13

Tighten jack screw nut to

pull chamber

Remove chamber from

head.

Chamber as removed

Fig. 18-14 Fig. 18-15

Fig. 18-16 Fig. 18-17

Fig.18-18 Fig. 18-19

Chamber parts and installation tool Insert installation tool in spark plug threads

Screw installation tool in spark plug threads

until bottom out

Tighten nut to hold all chamber parts

together

Insert chamber in head

Slide hammer chamber into

head until bottom out

Installation tool

Fig. 18-20 Fig. 18-21

Fig. 18-22

Fig. 18-23

Remove slide hammer

installation

Install flat washers and nuts

Evenly torque all three nuts to

35 ft. lbs.

Completely installed chamber

Section S

2

ENGINE SERVICE TOOLS

Many service tools are available that can save much time and trouble when working on Superior CleanBurnTM Engines. Below is a list of available tools, the models they are used on and their uses.

TOOL USAGE CHART

SERVICE TOOL

NUMBER & DESCRIPTION

ENGINE MODEL USED ON

6, 8 GTLA, 8 8SGTB 12, 16 GTLA, B/SGTA, B, D 1 – CYLINDER HEAD LIFTER X X X 2 – PISTON LIFTER X X 3 – PISTON LIFTER X 4 – PISTON RING EXPANDER X X X 5 – PISTON GUIDE X X X 6 – SPARK PLUG THREAD/SEAT CLEANING TOOL X X X 7 – VALVE SPRING COMPRESSOR X X X 8 – WEB DEFLECTION STRAIN GAUGE KIT X X X 9 – MAIN BEARING SHELL REMOVAL TOOL X 10 – THRUST BEARING REMOVAL TOOL X 11 – MAIN BEARING SHELL REMOVAL TOOL X X 12 – CYLINDER LINER INSTALLATION/REMOVAL X X X 13 – CAM CHAIN IDLER ADJUSTING WRENCH X 14 – MAIN BEARING CAP BOLT WRENCH X X 15 – CONNECTING ROD BOLT WRENCH X X 16 – PRECHAMBER REMOVAL TOOL X X X 17 – PRECHAMBER INSTALLATION/REMOVAL X X X 18 – GAS CAM FOLLOWER ADJUSTING TOOL X 19 – GAS CAM FOLLOWER JAM NUT WRENCH X

Section T

1

LUBRICATING OIL SYSTEM

1. GENERAL ENGINE LUBRICATION The lubricating oil system consists of the oil sump (located in the engine bedplate), the lubricating oil pump, the filters and strainers, the oil cooler and the manifolds and piping required to convey the lubricating oil to all working parts of the engine. Drilled passages in the bedplate carry oil from the manifold to the main bearings. Drilled passages in the crankshaft carry oil from the main bearings to the crankpin bearings; and rifle drilled connecting rod passages carry oil further for piston pin lubrication and piston cooling. Drilled passages and connecting lines in the cylinder block provide lubrication for camshaft bearings and valve gear and other working parts of the engine. Oil drippings from the valve rocker arms drains back to the sump through the push rod openings. An oil filler opening and an oil level sight glass are provided on the operating side of the engine bedplate. The running oil level should be maintained near the level mark on the sight glass for best engine performance and life. The oil should be changed whenever inspection reveals the presence or dirt, sludge, dilution, or acidity in harmful quantities. (See Section B). The engine should be drained immediately after a period of operation, while the oil is still hot and will flow freely. Remove the hand hole covers and clean the crankcase with lint‐free and ravel‐free rags each time the oil is changed. In order to avoid unnecessary contamination of new oil, it is a good idea to also drain the lubricating oil filters and cooler whenever changing oil in the engine. Allowance must then also be made for filling those items when refilling the engine. It is extremely important that dirt and other foreign matter be kept out of the lubricating oil system. Whenever a lubricating oil line or accessory is dismantled, the openings left by the dismantling should be covered with clean rags or blank gaskets.

2. LUBRICATING OIL STRAINER

The lubricating oil suction strainer, mounted at the front end of the engine base, is of the screen wire basket type. The strainer basket should be inspected and cleaned during oil changes. The basket may be removed through the cover plate opening at the end of the strainer assembly. It is necessary to drain the sump in order to remove the basket.

3. LUBRICATING OIL PUMP AND DRIVE The lubricating oil pump is mounted on the engine front end housing and is driven directly from the engine crankshaft by sprockets and a roller chain. The lubricating oil pump is of the gear

Section T

2

type, with sufficient capacity to insure ample oil flow and pressure for all engine operating conditions. The steel pump gears are mounted on hardened steel shafts which run in bronze bushings. The pump sprocket is carried on ball bearings in the drive housing. The splined end of the driving shaft in the pump engages a mating spline in the sprocket hub. The pump can be removed without disturbing the drive. The lubricating oil pump is driven by the same chain which drives one of the cooling water pumps. (See Section W for chain adjusting procedure.)

4. LUBRICATING OIL FILTERS (When Supplied)

The full flow lubricating oil filters are of the replaceable cartridge type and are mounted on the engine. The filter elements should be changed when oil conditions warrant and it is suggested that a change period of 400 hours be adopted at first. Experience will indicate if longer element life is possible, and in this connection it should be noted that it is more economical to maintain the filters in good condition. Do not expect the filters to clarify the oil. If a detergent type of oil is used it can be dark, even black, and still be entirely satisfactory. A bypass relief valve is installed between the filter inlet manifold and the main lube oil header. This valve is set to open at 30 pounds per square inch to permit oil flow to the engine when starting with cold oil. A filter is provided in this circuit to insure that filtered oil enters the engine. The pressure regulating valve is mounted in the oil line ahead of the filters. The oil gauge on the instrument panel is connected to the oil line after the filters. The necessity of changing filter elements is best indicated by the pressure drop through the filters. When filter cartridges are new we have a pressure drop of about 5 pounds per square inch through the filters. The elements should be changed when a drop of 10 to 12 pounds per square inch has been reached with warm oil. This pressure drop is indicated on the differential pressure indicator, when supplied. The indicator is pre‐set and is not adjustable. A stem extends from the unit as the differential pressure increases and a red indicator is visible when the pre‐set pressure has been reached.

5. LUBRICATING OIL COOLER

Operation: The oil to be cooled is passed through the shell of the oil cooler unit and around the outsides of the tubes. Cooling water flows through the inside of the tubes.

Section T

3

Cleaning – Chemically: Either the inside or the outside of the tubes can be cleaned by the use of a proper solvent. For cleaning the outside of the tubes, fill the shell of the cooler with a mixture of one part Oakite No. 9 and four to six parts of kerosene. Allow to soak and then flush thoroughly with water. Blow out the water with compressed air. To remove hard scale from the water side it is advisable to use a weak solution of hydrochloric acid. A 20 to 50 percent solution (in water) of Dearborn Chemical Formula 134, or Oakite No. 32, or the equivalent, may be used. Connect the cooler to a circulating pump and tank to circulate the solution through the tubes. After cleaning, drain the solution, flush with water, and neutralize any remaining acid by flushing with a 1 to 2 percent solution of either caustic soda or soda ash. CAUTION – These solvents are dangerous acids and should be kept off the skin and clothing. Wear rubber gloves when handling them and avoid breathing the fumes. In case any of the chemical is accidentally spilled on the body, wash immediately with water. Use the proper PPE (Personal Protection Equipment). Acid solution used for cleaning the jackets of engines can be used also for cleaning the coolers, by circulating through the engine jackets, and through the coolers, in series. Cleaning – Mechanically: To clean the inside of the tubes only, drain the cooling water from the tubes. Remove both bonnets. Inside of the tubes can be cleaned with a wire brush or cleaning rod.

6. LUBRICATING OIL PRESSURE REGULATOR

The oil pressure regulator is mounted in the oil pump discharge line, with its return line being connected back to the engine oil sump. The setting of this valve is such that a normal oil pressure as specified in Section A will be maintained in the engine oil header when the engine is operated at normal engine speeds, and with normal oil temperature and with clean filter elements, and with no stoppage in oil cooler or oil lines.

Section W

1

COOLING WATER SYSTEM

1. GENERAL

Cooling water systems on stationary engines vary considerably due to characteristics of installation, plant requirements, or customer preference. Inasmuch as complete and specific water flow diagrams re furnished for each installation, detailed discussion of these various systems will not be attempted here; rather we will confine this section to a description of the water flow through the engine together with recommendation for servicing and maintaining the system, including accessories. The engine jackets and entire circulating system should be filled with clear, soft water and non‐corrosive characteristics. The circulating pump delivers cooling water to two engine water manifolds, which run along the sides of the engine. From the manifolds the water enters the water jackets in the cylinder block, flows around the cylinder liners, and is directed into the cylinder heads through jumpers which are held to the head and block by capscrews. Soft composition gaskets are placed under the water manifold and jumpers to make the connections water tight. Each cylinder head has water cooled exhaust elbows which outlet the water into the water cooled exhaust manifold. The water then flows to a thermostatic valve (which may bypass all or a portion of it back to the pump suction to maintain proper temperature) and then to a radiator or heat exchanger. Cooling water for the turbochargers is supplied through piping connected to the engine water manifolds, and its circulation is described in detail in the turbocharger instruction manual. When a water cooled heat exchanger is used in the system an additional pump is required to circulate raw water through the heat exchanger. The temperature of the discharge water from the engine should be as specified in Section A, with a temperature rise through the engine in accordance with the load. The engine is supplied with a water temperature shutdown which becomes operative when the water temperature reaches a predetermined critical point. Thermometers are mounted in the engine intake and discharge lines and also in the water lines to and from the air intercoolers. The engine should not be operated at full load unless the water temperature is at least 120 degrees F. In case overheating should occur, the load should be removed and the engine run at “no load” until the temperature has gone down to normal. If overheating has been caused by insufficient water in the system, it is preferable to replenish the

Section W

2

system with hot water. If hot water is not available, add cold water slowly and cautiously.

2. COOLING WATER PUMPS

One or two built‐in centrifugal cooling water pumps, as required, are mounted on the front end of the engine and driven from the crankshaft. One pump circulates engine jacket water. The other circulates water through the intercoolers, which cool the air coming from the turbochargers. The lubricating oil cooler may be in either water circuit as required by the particular application. The water pump shaft is mounted in the support casting, or bracket, on ball bearings. A carbon ring type mechanical water seal assembly is provided on the pump shaft. When the seal becomes worn to the point of excessive leakage, it should be replaced with a new seal. A pipe tap in the support casting provides means for connecting a drain line to carry off any leakage which occurs. A water slinger is provided as an extra precaution to prevent water from traveling along the shaft and damaging the bearing.

3. COOLING WATER PUMP DRIVE

The pump sprockets are carried on ball bearings in the drive housing. Splines on the pump shafts engage mating splines in the sprocket hubs. The pumps can be removed without disturbing the drives. Two drives chains are used, one for each pump. One of these chains also drives the lubricating oil pump. Each is equipped with an adjustable idler for adjusting tension. The tension should be checked at regular intervals (See Section Z) and adjusted as required. Adjusting procedure is as follows: a.) Remove the cover plate over the end of the crankshaft to gain access to the chains. b.) Back off the lock nut on the adjusting screw and loosen the two capscrews in the

retaining plate just enough to allow the adjusting ball nut to be turned. c.) Turn the ball nut counter‐clockwise to tighten or clockwise to loosen chain tension.

There should be approximately ¼” of movement on the slack side of the chain. d.) Retighten retaining plate capscrews and adjusting screw lock nut.

NOTE: The remarks about chain drives which appear in Section L also apply here.

Section W

3

4. HEAT EXCHANGERS Shell and tube design heat exchangers are usually furnished with Superior engines. These units are very similar to the Lubricating Oil Coolers described in Section T and the same installation, operating and maintenance instructions are applicable to both units.

5. COOLING WATER TREATMENT

IMPORTANT – Environmental and safety requirements should be considered in the operation of cooling water systems. a. The most important consideration for cooling water is making sure that both the

initial charge and all subsequent make‐up water is de‐mineralized and has an adequate inhibitor package mixed with it.

b. Heat transfer surfaces should be maintained in an unscaled, unfouled and uncorroded condition. Combustion zone heat transfer surfaces (cylinder liner and heads) are to be cleaned, when deposits exceed 1/32 in. (1 mm) in depth.

c. In a closed circuit cooling system, where the jacket cooling water of each machine is isolated from all other machinery and heat is rejected from the jacket water through a heat exchanger to the plant cooling system, chemical treatment is simplified by the use of proprietary inhibitor compounds.

d. Where some portion of the cooling circuit may be exposed to freezing temperatures, compounded anti‐freeze agents containing corrosion inhibitors are recommended.

e. Periodic testing of the coolant is necessary to assure that a proper level of corrosion protection is maintained. Specific instructions in the use and testing requirements of the inhibitor compounds should be obtained from the supplier or manufacturer.

f. In an open recirculating cooling system, where cooling towers, spray ponds or some other means of open cooling are used to directly service one or more machines, constant attention must be given to achieve and maintain consistently good coolant quality. Despite problems inherent with this type of cooling, a properly designed and treated system can provide good quality cooling water.

Section W

4

g. To assure protection throughout machinery service‐life, Cameron Compression recommends that its customers engage well established water treatment firms capable of supplying a full range of services. These services should include: consultation for problem analysis and system design, analytical service, treatment recommendations, readily available materials and field follow up.

IMPORTANT ‐ IT IS THE RESPONSIBILITY OF THE OPERATORS/USERS TO CONSULT WITH RELIABLE VENDORS OF COOLING SYSTEM TREATMENTS IN ORDER TO ADEQUATELY PROTECT THE EQUIPMENT FROM DAMAGE CAUSED BY WATER TREATMENT RELATED PROBLEMS. SUCH AS SCALE DEPOSIT FORMATION, CORROSION AND CAVITATION.

6. ENGINE STORAGE DURING FREEZING WEATHER

When preparing an engine for storage where is may be subjected to freezing weather, the following precautions should be taken: a. Be sure all water drain plugs are removed from engine block, water pump, and any

engine mounted heat exchanger or oil cooler.

b. Raise the front end of the engine or skid and place a heavy timber under the raised end of the engine to promote draining of all water jacket cavities and oil cooler tubes.

Observance of these suggestions will greatly lessen chances of damage to the engine or oil cooler from expansion of entrapped water.

CAUTION FAILURE TO PROVIDE PROPER COOLING WATER TREATMENT CAN RESULT IN CYLINDER LINER/BLOCK DAMAGE DUE TO CAVITATION. Cavitation erosion damage results from the collapse of cooling media vapor bubbles against the surface of the liner. The bubble implosions remove metal from the liner surface exposing it to further damage from corrosion. Ultimately, damage to liners/blocks can be severe enough to result in coolant leakage into the crankcase. Cavitation damage can be avoided by using cooling system water treatment inhibitor additive packages that provide a barrier shielding liner/block surfaces from the mechanical damage resulting from collapse of the vapor bubbles. Prior to start‐up, the user should consult with experienced firms specializing in water treatment chemicals as to the proper cooling system treatment required, taking into account the cooling system, type, coolant temperature, available water quality, anti‐freeze requirements, etc. Firms specializing in water treatment chemicals such as DEARBORN CHEMICAL, NALCO CHEMICAL, BETZ LABORATORIES, DREW CHEMICAL, NORTHERN PETROCHEMICAL, etc., can provide products for treating engine cooling systems that will prevent cavitation damage as well as control corrosion, scale formation, etc. General recommendations for radiator (closed systems):

1. The use of ethylene glycol or propylene glycol in the proper concentration if antifreeze protection is required.

2. Water used in the cooling system should be demineralized or deionized.

3. Use of a cooling system inhibitor additive package similar to those provided by NALCO (NALCOOL 2000), BETZ LABORATORIES (BETZ CORR‐SHEILD 736 WATER TREATMENT), NORTHERN CHEMICAL (NPC‐234), etc.

4. Periodic testing of coolant to ensure proper corrosion/cavitation protection is being maintained. Engines operating at elevated temperatures in conjunction with waste heat boilers by their nature require special water treatment chemicals/procedures. End users with this type of equipment should consult with water treatment firms with expertise in the field of boiler water treatment.

Section Z

1

MAINTENANCE AND INSPECTION

1. GENERAL RULES Good preventative maintenance practice includes a periodic check of critical bolt torques, such as engine main and connecting rod bolts, engine flywheel bolts, and engine to drive coupling bolts. The recommended schedule should be followed:

• One (1) month after the unit is placed in service • Six (6) months after the unit is placed in service • At least once every twelve (12) months thereafter

NOTE: This schedule should be repeated after each engine overhaul. Observing the following ‘General Rules’ will go a long way toward insuring satisfactory and trouble‐free operation of the engine. During the first 300 to 500 hours of operation, the engine should be checked frequently; together with all accessory equipment such as auxiliary pumps, filters, coolers, drives, etc. Refer to other sections of this manual for detailed checking instructions. When working on the engine, the importance of cleanliness cannot be over‐emphasized. Rags should be used for all wiping operations instead of waste, because waste leaves lint which may work into the engine oil passages and cause their stoppage. All tools and work places should be kept free from grit, dust or dirt. Machine surfaces of parts should never be allowed to come in contact with hard materials such as steel or concrete floors; but should be placed on wooden supports or wrapped in clean rags. When parts are removed from the engine, the resultant openings should be covered with blank gaskets or their equivalent to prevent entry of foreign matter. In general, gaskets and packings may be reused as long as they remain in good condition. However, they should be renewed at the first indication of deterioration. Copper gaskets should be either annealed each time they are reused or replaced with new ones. Cotter pins, lockwires and lockplates should never be reused, but should be replaced with new parts at every assembly.

2. KEEP YOUR ENGINE CLEAN

Constant diligence in maintaining the engine in clean condition will pay real dividends in time, effort and repair cost. Inspect the engine and clean it at regular intervals.

Section Z

2

3. LEAVE WELL ENOUGH ALONE

When the engine is running satisfactorily and smoothly, do not continually try to better the operation with minor adjustments.

4. INSPECTING REPAIRS

At completion of any adjustment or repair job, always make a thorough inspection to see that all parts have been correctly replaced, that bolts and nuts are tight, and that all cotter pins and locking wires and lockplates are in place. If work involves rotating parts, bar the engine over at least two full revolutions, with compression relief valves open (so that camshafts are turned one revolution) to be sure that all parts are clear. Be sure that no extra parts, tools or rags are left inside the engine.

5. INSPECTION AND MAINTENANCE ROUTINE

The following routine for regular inspection and maintenance work is suggested as a guide for the operator, but experience with the engine over a period of time may indicate changes that should be made in the schedule.

6. KEEP A COMPLETE LOG OF ENGINE OPERATION

A complete log, recording regular hourly entries of all pressures, temperatures, dirt accumulation on filters, and other pertinent data, should always be kept of the engine operation; and back sheets should be consulted frequently and compared with present conditions. In this way gradual changes may be detected and investigated; and minor troubles can be corrected before serious ones develop. Any unusual noises or other irregularities should be noted and investigated as soon as possible. In the following, work to be done under each routine should include work listed under preceding routines. For example, work performed at “Overhaul” includes everything listed under all other routines.

7. DAILY ROUTINE (a) Check oil level in sump and add oil if necessary. Also check the quality of the oil. Oil

should be changed when inspection discloses the presence of dirt or sludge in harmful quantities, or dilution, or excess acidity. Note: If the engine oil is to be changed, it should be done immediately after a period of operation, while the oil is still hot and will flow freely. Clean out the engine oil sump whenever engine lubricating oil is changed.

Section Z

3

(b) Check lubricating oil filter(s). It is a good idea to mount pressure gauges on both

sides of the filter(s). When the pressure drop exceeds ten to twelve pounds per square inch, the filter elements should be changed.

(c) Check water level in the surge tank (when used). When a water pump is used, inspect water pump shaft seal for leakage, and replace (or repack) if necessary. (See Section W). If frequent additions of water are required, check entire system for leaks.

(d) Check fuel gas system for leaks.

(e) Check alarm system, when furnished.

8. WEEKLY ROUTINE (150 ‐ 200 OPERATING HOURS) (a) Check and clean air intake filter elements. This may be necessary at more frequent

intervals under extreme dust conditions.

(b) Check control shaft bearings and control linkage to make certain that all parts operate freely.

(c) Check spark plugs and re‐gap, if necessary. (Experience will indicate if this is a necessary weekly routine).

(d) Check the outboard bearing lubrication (when used). Refer to “Auxiliary Equipment” section.

9. BI‐MONTHLY ROUTINE (1400 – 1600 OPERATING HOURS) (a) Check control linkage for loose or worn parts.

(b) Check and readjust the tension of the camshaft and overspeed governor drive

chains, if required.

(c) Inspect the drives for the engine lube oil and water pumps. Readjust the water pumps and lubricating oil pump drive chain tension as required.

Section Z

4

(d) Remove the side cover plates and inspect camshafts for worn cams. Check for loose or worn rollers or pins in the followers.

(e) Remove crankcase breather screen element and wash thoroughly clean in solvent or fuel oil.

(f) Remove cylinder head cover lids and check intake, exhaust, and *(gas admission) valve clearances.

(g) Check for proper spark timing.

10. OVERHAUL Overhaul should not be considered as long as an engine continues to operate normally and satisfactorily. In fact, unnecessary servicing, if done hurriedly or under improper conditions, can frequently result in maladjustments and other operating difficulties that might not have appeared if the engine had not been disassembled. Overhaul should only be considered when general engine performance, as indicated on operating logs (see Paragraph 7), has deteriorated, or when other abnormal operating conditions might indicate its desirability. Some of the items to be considered in this respect are the following: Excess lube oil consumption, abnormal exhaust temperature or smoke at normal loads, continued abnormal operating pressures or temperatures, knocks or other abnormal sounds that might indicate wear or looseness. In view of varied operating conditions, it is impossible to predetermine the exact operating period between overhauls for any particular installation. For light duty or intermittent operation or low operating speeds, a period of several years may pass before overhaul becomes necessary; for continuous duty or higher operating speeds, more frequent overhauls will be required. Under extreme operating conditions, or in cases where poor quality fuels or lubricants or coolants have been used, overhaul operations may be required at intervals of even less than one year’s duration. (a) Remove the cylinder heads and clean them thoroughly. Check the valve stems,

guides, and springs. Regrind the valve heads and seats. Clean out any scale or other deposits which may appear at the water inlets or outlets, and in the intake and exhaust ports.

(b) Remove the piston and connecting rod assemblies, thoroughly clean them and inspect for excessive wear and cracks. Check for crankpin bearings for wear or Babbitt failure. Replace the shells with new ones if more than 25% of the Babbitt

Section Z

5

area in either half of the shell is worn through. Remove and check the piston pins for proper clearances. Examine the piston pin bushings. Check the connecting rod bolts carefully. Replace piston rings with new ones, if stuck or worn. (See Section K).

(c) Inspect the cylinder liners and record the amount of wear. Remove any shoulders worn at ends or ring travel.

(d) Remove the main bearing caps and check the condition of the bearing shells. Replace the shells with new ones if more than 20% of the Babbitt area in either half of the shell is worn through. Clean out the crankshaft oil passages.

(e) Check all inlet, exhaust, *(gas admission), and air starting cams (when used) and examine the cam follower rollers and pins. * Applies to Turbocharged Engines ONLY.

(f) Examine the cylinder jackets. If scale is over 1/16” thick, it should be removed by scale remover solution.

(g) Remove and inspect water and lubricating oil pumps. Note condition of bearings, shafts, and seals. Replace is necessary.

(h) Examine all engine mounting and holding down bolts.

(i) Check the alignment of the engine with the driven members. Refer to “Auxiliary Equipment” section for lubrication and care of outboard bearings when used.

(j) Clean out crankcase thoroughly. If cleaning solvent is used, be sure that it is completely drained out and the crankcase wiped dry after cleaning is completed.

(k) Inspect the lubricating oil relief valve.

(l) Inspect and calibrate all dial type gauges and thermometers.

(m) Check alarm and safety switches and valves. If relay contacts appear dirty, they may be cleaned by drawing a clean piece of paper between the contact points as the points are pressed together lightly. Never use sandpaper, crocus or emery cloth as these ten to embed insulating particles in the contact surfaces. If the contact points are burned, they may be dressed up by using a burnishing tool or by the light application of a fine thin file.

Section Z

6

(n) Clean the radiator or heat exchanger and oil cooler; and check for leaks, or plugging of the tubes.

(o) *(Disassemble and inspect turbochargers.) See the Manufacturer’s Bulletin in the “Auxiliary Equipment” section.

11. OPERATION AFTER OVERHAUL Whenever any parts of the engine have been dismantled and reassembled, the following precautions should be taken to ensure that it is in satisfactory condition for operation. (a) Inspect carefully for cleanliness inside the engine. Make certain that neither tools,

rags, nuts, bolts, cotter pins, nor other foreign material is left inside the engine.

(b) Make certain that all parts have been correctly reassembled, and that all bolted joints have been correctly tightened and locked.

(c) Make certain that all piping has been replaced and that all connections are properly tightened. Check all valves for proper operating position.

(d) Bar the engine crankshaft over at least two complete revolutions to make certain that all operating parts are free.

(e) Remove “Barring Lever” and disengage barring device before starting engine.

(f) Replace all covers that have been removed for service access to the engine.

(g) Observe all other precautions as listed in Section D of this manual, under STARTING THE ENGINE FOR THE FIRST TIME.

The engine should be given a break‐in run after overhaul, in order to allow new parts to wear in to proper bearing conditions, and should NOT be run at high loads until such a break‐in run has been completed.

12. TROUBLE SHOOTING (Common troubles and their remedies)

Following are some possible operating difficulties, their possible causes and suggested correctional procedures:

Section Z

7

(a) TROUBLE: LOW LUBE OIL PRESSURE Causes: Clogged filters, stoppage in cooler or piping, high oil temperature, defective or improperly adjusted pressure regulating valve, worn lube oil pump, worn bearings. Procedures: Change filter elements, clean cooler or piping. Check oil temperature or oil flow through cooler. Check condition and setting of valves. Check pump condition and pump bearing clearances and end play. Check main and connecting rod clearances.

(b) TROUBLE: OVERHEATING Causes: Pump not running, water shut off, heat exchanger or radiator fouled. Procedures: Check pump and valves, clean out heat exchanger or radiator.

(c) TROUBLE: INABILITY TO CARRY LOAD

Causes: Low gas pressure. Procedures: Check gas pressure and adjust as required.

(d) TROUBLE: EXCESSIVE NOISE IN FRONT OR REAR END Causes: Loose chain drives, (when chain drive is used). Improper gear backlash, loose gears, (when gear drive is used). Procedures: Check chain tension or gear drives, (always shut down engine for this).

(e) TROUBLE: EXCESSIVE NOISE AT ONE OR MORE CYLINDERS Causes: Worn crankpin(s) or bearing(s). Procedures: Check bearing clearances and condition of bearings.

(f) TROUBLE: EXCESSIVE SMOKE COMING FROM CRANKCASE Causes: Piston rings stuck. Procedures: Install new piston rings.

(g) TROUBLE: DIFFICULTY IN STARTING Causes: Piston rings worn or stuck, valves not seating properly, spark plugs, coils, or ignition wiring in poor condition. Procedures: Replace rings or recondition valves as required. Clean out re‐gap spark plugs and replace as necessary. Test ignition system including coils and correct as necessary. Check ignition wiring and repair or replace as required.

OPERATING LOG CleanBurnTM engine operation, as most any engine, must be documented with accurate and complete operating logs if the full benefits are going to be realized. Operating and maintenance costs will be lowest when data from logs can be analyzed and trends spotted before serious problems occur. The sample log shown on the following pages contains the items considered necessary for good analysis of trends, or problems. Pressure gauges, thermometers, thermocouples and pyrometers should be kept in good condition in order to verify good engine performance and operation.

04/08

DATE:TIME:AMBIENT TEMPERATURE:ENGINE HOURS:RPM:

LUBE OIL: PRESSURE INLET TEMPERATURE OUTLET TEMPERATURE

JACKET WATER: PRESSURE INLET TEMPERATURE OUTLET TEMPERATURE

INTERCOOLER WATER: TEMPERATURE

PRESSURE

ENGINE OPERATING LOG

SERIAL NUMBER:

PRESSURE

TURBOCHARGER BLOWER: INLET VACUUM

AIR MANIFOLD: TEMPERATURE PRESSURE

GAS MANIFOLD PRESSURE:

CRANKCASE PRESSURE:

Houston, Texas

Page 1 of 2

DATE:TIME:AMBIENT TEMPERATURE:ENGINE HOURS:RPM:

EXHAUST TEMPERATURES: CYLINDER ‐ 1 R CYLINDER ‐ 2 R CYLINDER ‐ 3 R CYLINDER ‐ 4 R CYLINDER ‐ 5 R CYLINDER ‐ 6 R CYLINDER ‐ 7 R CYLINDER ‐ 8 R

PRE‐TURBINE (9) (10)

ENGINE OPERATING LOG

SERIAL NUMBER:

POST‐TURBINE

EXHAUST TEMPERATURES: CYLINDER ‐ 1 L CYLINDER ‐ 2 L CYLINDER ‐ 3 L CYLINDER ‐ 4 L CYLINDER ‐ 5 L CYLINDER ‐ 6 L CYLINDER ‐ 7 L CYLINDER ‐ 8 L

Page 2 of 2

Houston, Texas

DAILY WEEKLY MONTHLYSEMI‐

ANNUALLYANNUALLY OR AS NEEDED

X

X

X

X

X

X

CONTROLS:

RECOMMENDED ENGINE MAINTENANCE SCHEDULE

PERFORM SAFETY SHUTDOWN SYSTEM TESTS

CHECK STARTING SYSTEM CONTROLS

CHECK INSTRUMENT AIR OR GAS SUPPLY QUALITY

CHECK CALIBRATION FOR ALL CONTROLS

CHECK ENGINE OPERATION FOR RUNNING ON PROPER AIR/FUEL LINE

CHECK ELECTRONIC CONTROL FUNCTIONS FOR PROPER OPERATION

The following schedule outlines minium requirements which may be enlarged upon as conditions or experience warrants.

The time intervals are to be used as guidelines under normal conditions. Varying conditions orapplications may indicate less or more time between intervals of maintenance.

MAINTENANCE OPERATION

Page 1 of 5

X

X

X

X

X

X

X

X

X

X

COOLANT SYSTEM:

CRANKCASE:

INSPECT WATER PUMP DRIVE BELTS (IF APPLICABLE)TAKE COOLANT SAMPLE FOR ANALYSIS OR AS RECOMMENDED BY COOLANT SUPPLIER

CHECK CRANKCASE VACUMM

PERFORM SAFETY SHUTDOWN SYSTEM TESTSCHECK CALIBRATION OF ALL THERMOMETERS AND PRESSURE GAUGES

CHECK JACKET WATER LEVEL

CHECK ENGINE CRANKCASE BREATHER

CHECK "OVER‐PRESSURE" RELIEF VALVE

CHECK FOR COOLANT LEAKS

CHECK JACKET WATER TEMPERATURE

Page 1 of 5



X

X

X

X

X

X

X

X

X

X

CHECK FUEL GAS PRESSURES

INSPECT FUEL FILTERS

CHECK EXHAUST BACK‐PRESSURE ( PLUS IMMEDIATELY AFTER ANY SEVERE BACKFIRE)

VISUALLY INSPECT THERMOCOUPLES

FUEL GAS SYSTEM:

CHECK FOR GAS LEAKS

TAKE NEW FUEL GAS ANALYSISNORMALLY PERFORMED SEMI ANNUALLY BUT MAY REQUIRE

CHECK WASTEGATE VALVE ASSEMBLY (SEALS, ACTUATOR, LINKAGE, TUBING)

CHECK FOR EXHAUST LEAKS

OBSERVE COLOR OF EXHAUST GAS

CHECK PYROMETER CALIBRATION


EXHAUST SYSTEM:

Page 2 of 5

X

X

X

CHECK THE INTEGRITY OF ALL THE CABLES, CONNECTORS, AND WEATHERPROOF ENCLOSURES X

CHECK FILTER FOR SUPPLY GAS/AIR TO OPERATE GOVERNOR DRAIN, FLUSH, REFILL GOVERNOR OIL SUPPLY AS NEEDED

GOVERNOR SYSTEM:CHECK SPEED WITH INDEPENDENT TACHOMETER TO VERIFY ACCURACY

CHECK THE GAP ON THE MAGNETIC PICK‐UP

INSPECT/CLEAN PRE‐CHAMBER PILOT GAS SUPPLY SYSTEM (CHECK VALVES, TUBING, ORIFICE, FILTER)

NORMALLY PERFORMED SEMI‐ANNUALLY, BUT MAY REQUIRE ADDITIONAL ATTENTION IF INDIVIDUAL CYLINDER TEMPERATURES WARRANT.

Page 2 of 5



X

X

X

X

X

XCHECK THE INTEGRITY OF ALL THE CABLES, CONNECTORS, AND WEATHERPROOF ENCLOSURES

CHECK PRIMARY WIRING, COIL TERMINALS, HIGH TENSION WIRES, SPARK PLUG CONNECTORS

REPLACE SPARK PLUGS AS NEEDED

CHECK THE GAPS ON ALL THE MAGNETIC PICK‐UPSCHECK IGNITION TIMING (VERIFY TIMING VS. SPEED FOR CLEANBURN)

INTAKE SYSTEM:

CHECK AIR MANIFOLD TEMPERATURE


IGNITION AND CONTROL SYSTEM:

CHECK CONDITION OF VIBRATION ISOLATION MOUNTS ON MAIN IGNITION MODULE X

Page 3 of 5

X

X

X

X

X

X

X

X

OIL FILTER ELEMENTS SHOULD BE CHANGED AT 1000 HR. INTERVALS OR WHEN A DIFFERENTIAL PRESSURE OF 15 TO 20 PSI HAS BEEN REACHED. THE ENGINE OIL SHOULD BE CHANGED AT 1000 HR., INTERVALS OR AT THE RECOMMENDATIONOF A REPUTABLE OIL ANALYSIS COMPANY.

REPLACE "O" RINGS ON LUBE OIL COOLER (IF APPLICABLE)

CHECK FOR OIL LEAKS

CHECK LUBE OIL PRESSURE AND TEMPERATURE

TAKE ENGINE OIL SAMPLE FOR ANALYSIS

CHANGE ENGINE OIL AND OIL FILTER ELEMENTS (INSPECT CRANKCASE FOR WEAR METALS)

CHECK INTAKE PIPING FOR CLEANLINESS (AND INTERCOOLER IF APPLICABLE)

LUBRICATING SYSTEM:

CHECK LUBE OIL LEVEL

CHECK FOR LEAKAGECHECK CONDITION OF AIR CLEANER/ELEMENTS, SERVICE AS NEEDED

Page 3 of 5



X

X

X

X

X

X

X

CHECK GEAR LASH AND GEAR CONDITIONS OF LUBE OIL PUMP DRIVEREMOVE AND INSPECT BEARINGS, SHAFT SEALS OF WATER AND LUBRICATING OIL PUMPSCHECK THRUST BEARING CLEARANCES (CAMSHAFT AND CRANKSHAFT)BOUNCE CHECK MAIN AND CONNECTING ROD BEARINGS USING A DIAL INDICATOR

CHECK FOUNDATION BOLT TORQUES

CHECK BOLT TORQUES FOR MAIN AND CONNECTING ROD BOLTS, FLYWHEEL AND DRIVE COUPLING BOLTSCHECK ENGINE‐COMPRESSOR COUPLING EQUIPMENT FOR ALIGNMENT

POWER CYLINDER:

MECHANICAL/OPERATING SYSTEM:


Page 4 of 5

X

X

X

X

X

X

X

X

CHECK OIL LEVEL OF STARTER LUBRICATOR

CHECK LUBRICATOR STRAINERSCLEAN AND FILL LUBRICATOR BOWL WITH A 10W NON‐DETERGENT OIL (AS NEEDED)

CHECK ALL POWER CYLINDER COMPRESSION PRESSURESCHECK CONDITION OF PISTON SKIRTS AND LOWER PART OF CYLINDER LINERS

MAKE INTERNAL INSPECTION OF ALL POWER CYLINDERS WITH A BORESCOPE INSERTED THROUGH THE SPARK PLUG HOLE, CHECK CONDITION OF EXHAUST AND INLET VALVES

STARTER SYSTEM:

CHECK FOR GAS OR AIR LEAKAGE

CHECK CYLINDER TEMPERATURES

Page 4 of 5



X

X

X

X

X

X

XCHECK ENGINE VALVE CLEARANCE

VALVE TRAIN:

LISTEN FOR UNUSUAL NOISES

INSPECT AND CLEAN IMPELLER AND DIFFUSER


TURBOCHARGER:

CHECK BLOWER WHEEL FOR CLEANLINESS

INSPECT COOLANT INLET AND OUTLET LINES FOR LEAKS

CHECK TURBOCHARGER FOR VIBRATION

INSPECT FOR OIL LEAKAGE AND LOW PRESSURE

CLEAN AND INSPECT TURBOCHARGER INCLUDING BEARINGS X

Page 5 of 5

X

X

CHECK ENGINE VALVE CLEARANCEREMOVE COVERS AND INSPECT CAMSHAFT DRIVE CHAIN FOR TIGHTNESS AND ALIGNMENT

Page 5 of 5

ABCDEFGHIJKLMNO

* PQR

** S

CONN #* 3

467

* 89101213

CONN #34

1/4 OD TUBING1/4 OD TUBING1/4 OD TUBING

3/8 OD TUBING

NOTE: CONN MAY VARY WITH EACH UNITAIR/LOAD PANEL (TUBING CONN)

ENGINE RUNNING SIGNAL FROM JW SWITCHAIR SUPPLY ‐ WASTE GATE AND JW SWITCH

1/4 OD TUBING

3/8 OD TUBING

STANDARD PANEL (TUBING CONN)GAS VENT ‐ INJECTION VALVES

GOVERNORS SIGNAL

AIR SUPPLY WASTE GATE POSITIONERSTARTING SYSTEM CONTROL SIGNALIGNITION GROUND SWITCHVENT ‐ WASTE GATE ASSEMBLY FUEL GAS MANIFOLD PRESSUREWASTE GATE CONTROL SIGNALAIR MANIFOLD PRESSURE

3/8 OD TUBING3/8 OD TUBING1/4 OD TUBING1/4 OD TUBING1/2 OD TUBING

NOTE: CONN MAY VARY WITH EACH UNIT

1‐1/2" NPT3" NPT3" NPT3" NPT

3/4" NPT2" ‐ 150# FF FLANGE1‐1/2" NPT2‐1/2" NPT1‐1/2" NPT2" NPT2" NPT1‐1/4" NPT1‐1/4" NPT

STARTING MOTOR INLETSTARTING MOTOR EXHAUSTWATER OUTLET TO COMPRESSORGAS INLETGAS SUPPLY SYSTEM VENT

18" ID FLEX CONN6" ‐ 150# FF FLANGE6" ‐ 150# FF FLANGE4" ‐ 150# FF FLANGE4" ‐ 150# FF FLANGE

LUBE OIL SUMP FILL AND DIPSTICKLUBE OIL DRAINLUBE OIL LINE TO PRIMING PUMPLUBE OIL LINE FROM PRIMING PUMPINLET FROM JW SURGE TANKINLET FROM IW SURGE TANK

JACKET WATER SUCTIONJACKET WATER DISCHARGEINTERCOOLER WATER SUCTIONINTERCOOLER WATER DISCHARGELUBE OIL OUT TO COOLER AND FILTERLUBE OIL IN FROM COOLER AND FILTER

LEGENDEXHAUST OUTLET CONNECTION 18" ‐ 125# FF FLANGEBAIR INLET CONNECTION

671012

By:ALT. DATE Date:

DWN: SASCHK: MMBAPP: MEMDATE:

BARIVEN, S.A. / INTEVEP

P.O. 5100070741 (ITEM 00001) / IT63032118

MATERIAL PURCHASING TEXT:

GAS ENGINE FOR WH66 SUPERIOR

RECIPROCATING COMPRESSOR

RELEASE ORDER: 4620002107 ITEM 01614

6/10/2009

SUPERIORCLEANBURN GAS ENGINE

MODEL: 16SGTDGENERAL ARRANGEMENT ‐ LEGEND

DESCRIPTIONThis drawing and the confidential Trade Secret information on it is the property of Cameron Compression Systems. Possession does not give any right to disclose, reproduce, or use same for any purpose other than that granted by express written permission of Cameron Compression Systems. This drawing is to be returned to Cameron Compression Systems upon request or completion of authorized use.

CERTIFIED PRINT FORCUSTOMER:

Register No.

Vent Note: All vent connections marked with an 'Asterisk' (*) must be piped to outside of building. Those marked with (**) must be piped separately.

Note: Suitable flexible exhaust connector must be installed at exhaust outlet and installation requires an elbow. Elbow must be attached directly to exhaust outlet and flexible connection attached directly to elbow. Install connection with pre‐extension of approximately 1/4" per foot of length.

1/4 OD TUBING1/4 OD TUBING

AIR MANIFOLD PRESSUREWASTE GATE CONTROL SIGNAL

1/4 OD TUBING1/4 OD TUBING/

IGNITION GROUND SWITCHSTARTING SYSTEM CONTROL SIGNAL

1 of 28

Level no. Item No. Part Number Description Qty Unit.1 Z8600‐016 BED, CRANK, BLOCK, CAMSHAFT 1 EA..2 Z8600‐COMA‐200 COMMON PARTS‐16 CYLINDER 1 EA

MAIN BEARINGS FOR BEDPLATE...3 3 Z005‐375 PIN DOWEL 9 EA...3 4 Z034‐738‐001 SHELL BEARING 9 EA...3 6 Z005‐241 WASHER 2 EA...3 7 Z913‐927‐053 STUD 72 EA...3 Z01EN1400PC NUT PLAIN HEX 72 EA…3 1A Z034‐912 GASKET FLAT RECT 2 EA...3 Z01PP0300SP PLUG PIPE 1 EA

LEVELING SCREWS FOR BEDPLATE...3 5 Z04SS1640PC SCREW SET 8 EA

COVER DOORS BEDPLATE...3 8 Z002‐403 COVER RECT 3 EA...3 9 Z002‐405 COVER RECT 1 EA...3 10 Z035‐393 GASKET FLAT RECT 4 EA...3 11 Z03PP2400CA PLUG PIPE 1 EA...3 Z01CS0816PC BOLT HEX HEAD 88 EA...3 Z00FW0817P0 WASHER PLAIN 88 EA...3 12 Z002‐724 GUIDE 1 EA...3 13 Z011‐094 DIPSTICK 1 EA....4 14 Z011‐093 DIPSTICK 1 EA

PDVSA(2) 16SGTD's Superior Gas EnginesSerial Numbers: 355319E & 355329E

PRELIMINARY RELEASE6/17/09

....4 15 ZH‐9149 STOP 1 EA

....4 16 Z01RP081600 PIN ROLL 1 EASPROCKET ASSEMBLY, SLINGERDAMPER AND HARDWARE

...3 18 Z002‐357 SPROCKET RLR CHAIN 1 EA

....4 Z01CS1028PF BOLT HEX HEAD 4 EA

....4 Z01EN1000PF NUT PLAIN HEX 4 EA

....4 Z01DP080800 PIN DOWEL 2 EA

...3 19 Z004‐190 KEY RECT 1 EA

...3 20 Z002‐737 SLINGER 1 EA

...3 21 ZH‐14252‐C DAMPER TORS VIBR 1 EA

...3 ZR‐8610 BOLT HEX HEAD 8 EA

...3 22 ZH‐14410 PIN DOWEL 2 EA

...3 23 Z004‐189 KEY RECT 1 EA

...3 24 Z027‐250 HUB SPROCKET 1 EA

...3 25 Z027‐251 SPROCKET RLR CHAIN 1 EA

...3 26 Z027‐248 SHIM SOLID 7 EA

...3 27 Z028‐169 DRIVE PUMP 1 EA

....4 28 Z028‐166 PLATE 1 EA

....4 29 Z026‐818 SPRING COMPN 6 EA

....4 30 Z026‐806 SPACER SLEEVE 6 EA

....4 31 Z028‐168 PLATE 2 EA

....4 32 Z027‐249 RING RETAINING 1 EA

....4 Z01CS0614PC BOLT HEX HEAD 6 EA

....4 Z01HN0600PC NUT PLAIN HEX 6 EA

...3 Z01CS0612PC BOLT HEX HEAD 6 EA

...3 Z027‐518‐001 BOLT HEX HEAD 16 EA

...3 36 Z026‐131 STRUT 6 EA

...3 37 Z006‐679‐014 SEAL STRIP 12 EA

...3 38 Z026‐129 STRUT 2 EA

2 of 28

Level no. Item No. Part Number Description Qty Unit



...3 39 Z026‐127 STRUT 2 EA

...3 40 Z006‐679‐013 SEAL STRIP 8 EA

...3 Z04CS0820PC SCREW SOCKET HD 20 EA

...3 Z106‐350 PLUG EXPANSION 16 EA

...3 41 Z913‐942‐027 STUD DOUBLE END 10 EA

...3 42 Z913‐928‐015 STUD 96 EA

...3 43 Z033‐666 SHELL BEARING 36 EA

...3 44 Z002‐802 PLATE RETAINING 4 EA

...3 Z02DP060600 PIN DOWEL 2 EA

...3 45 Z01RP241000 PIN ROLL 8 EA


...3 Z01PP0400SP PIPE PLUG 20 EA

...3 Z02PP1000CG PLUG PIPE 2 EA

...3 Z02PP0600SP PLUG PIPE 2 EASPROCKET COVERS, CHAINS & IDLERS

...3 60 Z007‐076 COVER 1 EA

...3 61 Z035‐373 GASKET FLAT 1 EA

...3 62 Z007‐078 COVER 1 EA

...3 63 Z035‐373 GASKET FLAT 1 EA

...3 64 Z035‐374 GASKET FLAT 2 EA

...3 65 Z035‐378 GASKET FLAT 2 EA

...3 Z01CS0812PC SCREW ‐ CAP, 12 PT 18 EA

...3 Z01LW0800P0 LOCKWASHER SPLIT 18 EA

...3 66 Z002‐354 CHAIN ROLLER 2 EA

...3 67 Z005‐789 IDLER 1 EA

....4 68 Z005‐756 BRACKET 1 EA

....4 69 Z003‐112 SHAFT 1 EA

....4 70 Z003‐120 COLLAR PLAIN 1 EA


....4 71 ZH‐9497‐A SCREW ADJUSTING 1 EA

....4 Z01HN1000PF NUT PLAIN HEX 1 EA

....4 72 Z002‐362 SPROCKET RLR CHAIN 1 EA

....4 73 Z003‐082 BEARING ROLLER 1 EA

....4 74 Z003‐464 RETAINER BEARING 2 EA

....4 75 Z003‐119 RETAINER 1 EA

....4 76 ZH‐7886 BOLT HEX HEAD 2 EA

...3 77 Z005‐790 IDLER 1 EA

....4 78 Z005‐755 BRACKET 1 EA

....4 69 Z003‐112 SHAFT 1 EA

....4 70 Z003‐120 COLLAR PLAIN 1 EA







....4 75 Z003‐119 RETAINER 1 EA


...3 79 Z003‐229‐003 BOLT HEX HEAD 2 EA

...3 80 Z003‐229‐002 BOLT HEX HEAD 2 EA

...3 81 Z003‐229‐001 BOLT HEX HEAD 2 EA

...3 82 ZA‐1037‐1 BOLT HEX HEAD 2 EA

3 of 28




...3 83 Z006‐679‐014 SEAL STRIP 2 EA

...3 84 Z006‐679‐008 SEAL STRIP 2 EA

...3 85 Z005‐004 IDLER 1 EA

....4 86 Z004‐910 BRACKET 1 EA

.....5 Z004‐909 BASE 1 EA

.....5 Z004‐911 HUB SPROCKET 1 EA

....4 87 Z002‐332 LOCKWASHER TAB 2 EA


.....5 89 Z002‐360 SPROCKET RLR CHAIN 2 EA

.....5 90 Z002‐331 BUSHING SLEEVE 2 EA

....4 91 Z004‐947 COLLAR 1 EA


....4 93 Z01PP0100SP PLUG PIPE 1 EA

...3 94 ZH‐5498 BOLT HEX HEAD 6 EA

...3 95 ZT‐702 PIN DOWEL 2 EA

...3 124 Z035‐397 GASKET FLAT 1 EA

...3 Z01HN1000PC NUT PLAIN HEX 10 EA





...3 125 ZT‐292 PIN DOWEL 2 EAPUMP DRIVE CHAINS & IDLERS



...3 128 Z002‐937 IDLER 2 EA

....4 129 Z002‐432 BRACKET ANGLE 2 EA

....4 130 Z003‐900 YOKE DRIVE 2 EA

....4 131 Z003‐097 PIN 2 EA

....4 132 Z01RP122400 PIN ROLL 4 EA


....4 134 Z003‐099 PIN 2 EA

....4 Z05LW1600P0 LOCKWASHER STAR 2 EA

....4 135 ZH‐14665 INSERT 2 EA

....4 136 ZH‐14663 NUT 2 EA

....4 137 Z111‐295 SEAL O RING 2 EA

....4 138 Z019‐386 PLATE RETAINING 2 EA

....4 139 Z019‐387 INSERT 2 EA


....4 Z01LW1000P0 LOCKWASHER SPLIT 4 EA



....4 142 Z003‐081 RETAINER 4 EA

....4 143 Z003‐100 RACE BEARING 2 EA

....4 144 Z003‐098 SHAFT 2 EA

....4 145 Z02EN1400PF NUT PLAIN HEX 2 EA

....4 145 Z909‐981‐051 GASKET FLAT RD 2 EA


...3 147 Z035‐346 GASKET FLAT RECT 2 EA


...3 Z01LW0800P0 LOCKWASHER SPLIT 18 EAFLYWHEEL END HOUSING

4 of 28




...3 148 Z030‐094 HOUSING 1 EA

...3 Z913‐942‐008 STUD DOUBLE END 2 EA

...3 149 Z035‐400 GASKET FLAT 1 EA

...3 150 Z035‐399 GASKET FLAT 1 EA

...3 151 ZT‐292 PIN DOWEL 2 EA

...3 Z003‐089 BOLT HEX HEAD 6 EA





...3 Z03PP0100SP PLUG PIPE 4 EA

...3 152 Z002‐420 SEAL OIL 1 EA

...3 153 Z035‐396 GASKET FLAT RD 1 EA


...3 Z026‐476 WASHER PLAIN 12 EACOVER DOORS CYLINDER BLOCK

...3 179 Z029‐296 COVER DOOR CAST IRON 8 EA…3 180 Z034‐473 GASKET 8 EA...3 183 Z006‐664 SEAL 16 EA…3 184 Z006‐669 WASHER SPECIAL 16 EA...3 Z01CS0814PC BOLT HEX HEAD 144 EA...3 Z00FW0817P0 WASHER PLAIN 128 EA...3 185 Z002‐740 COVER RECT 6 EA...3 182 Z033‐474 GASKET FLAT RECT 8 EA...3 Z01CS0816PC BOLT HEX HEAD 126 EA...3 Z01CS0820PC BOLT HEX HEAD 18 EA...3 Z00FW0817P0 WASHER PLAIN 144 EA...3 181 Z022‐806 COVER RECT 2 EA...3 Z01CS0810PC BOLT HEX HEAD 48 EA...3 Z00FW0817P0 WASHER PLAIN 48 EA...3 186 Z006‐591 COVER 1 EA...3 187 Z035‐380 GASKET FLAT 1 EA...3 188 Z006‐589 COVER 1 EA...3 187 Z035‐380 GASKET FLAT 1 EA...3 Z01CS0830PC BOLT HEX HEAD 6 EA...3 Z01CS0816PC BOLT HEX HEAD 2 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 8 EA...3 189 Z006‐595 COVER 1 EA...3 190 Z035‐381 GASKET FLAT 1 EA...3 191 Z006‐593 COVER 1 EA...3 190 Z035‐381 GASKET FLAT 1 EA...3 Z01CS0830PC BOLT HEX HEAD 6 EA...3 Z01CS0816PC BOLT HEX HEAD 2 EA...3 Z01CS0810PC BOLT HEX HEAD 22 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 30 EA...3 Z034‐656‐001 NAMEPLATE ENGINE 1 EA...3 Z03MS4803PC SCREW MACHINE 4 EA

VIBRATION SHUTDOWN MTG PLATE...3 Z030‐488 PLATE MOUNTING 1 EA...3 Z04CS0406PC SCREW SOCKET HD 4 EA...3 192 Z003‐847 BRACKET 2 EA...3 195 Z003‐849 BRACKET 2 EA

5 of 28






...3 Z01EN1600PF NUT PLAIN HEX 12 EA

..2 Z8600‐T01A‐200 BEDPLATE‐16 CYLINDER 1 EA

...3 1 Z033‐597 BED PLATE ENGINE & BEARING CAPS 1 EA

...3 2 Z031‐962‐001 BOLT HEX HEAD 36 EA

...3 Z031‐961 WASHER 36 EA

..2 Z8600‐T02A‐200 CRANKSHAFT‐16 CYLINDER 1 EA

...3 17 Z024‐948‐001 CRANKSHAFT ENGINE 1 EA

..2 Z8600‐T03A‐200 CYLINDER BLOCK‐16 CYLINDER 1 EA

...3 33 Z033‐599‐004 BLOCK CYLINDER 1 EA

....4 34 Z026‐133 2 CAP BEARING 2 EA

....4 35 Z026‐132 2 CAP BEARING 16 EA

...3 Z01PP0600CA PLUG PIPE 1 EA

..2 Z8600‐T04A‐203 CAMSHAFTS‐16GTLB/SGTB 1 EA

...3 46 Z031‐015 CAMSHAFT ENGINE RIGHT BANK 1 EA

....4 47 Z031‐014 CAMSHAFT ENGINE 1 EA


.....5 Z09TP384000 PIN TAPER 1 EA

....4 Z003‐150 CAM EXHAUST 8 EA

....4 ZH‐4649‐A‐10 KEY RECT 24 EA

....4 Z030‐503 CAM FUEL INJ 8 EA

....4 Z030‐090 CAM INTAKE 8 EA

....4 Z13SS0806PC SCREW SET 3 EA

....4 Z003‐129 COLLAR THRUST 1 EA

....4 48 Z002‐359‐002 SPROCKET RLR CHAIN 1 EA



....4 51 Z020‐665 GEAR HELICAL 1 EA

....4 52 ZA‐1109 BOLT HEX HEAD 6 EA

...3 53 Z033‐815 CAMSHAFT ENGINE LEFT BANK 1 EA

....4 54 Z033‐816 CAMSHAFT ENGINE 1 EA


.....5 Z09TP384000 PIN TAPER 1 EA

....4 Z030‐090 CAM INTAKE 8 EA

....4 ZH‐4649‐A‐10 KEY RECT 24 EA

....4 Z030‐503 CAM FUEL INJ 8 EA

....4 Z003‐150 CAM EXHAUST 8 EA

....4 Z003‐129 COLLAR THRUST 1 EA

....4 Z13SS0806PC SCREW SET 3 EA


....4 57 Z002‐359‐002 SPROCKET RLR CHAIN 1 EA

6 of 28





..2 Z8600‐T05A‐000 COVER‐L O HEATER OPENING 1 EA

...3 154 Z030‐096 COVER 1 EA

...3 155 Z035‐307 GASKET FLAT 1 EA



..2 Z8600‐T07A‐000 PLUG w/OUT SHUTDOWN EUTECTIC SENSORS 1 EA

..2 Z8600‐T08A‐000 COVER‐W/O STUB SHAFT 1 EA


...3 121 Z003‐837 COVER 1 EA

...3 122 Z03PP0800CA PLUG PIPE 1 EA

...3 123 Z035‐395 GASKET FLAT 1 EA


...3 Z00FW0817P0 WASHER PLAIN 13 EA

..2 Z8600‐T09A‐203 FRONT END HOUSING 1 EA

...3 97 Z031‐633 HOUSING PUMP DRIVE 1 EA

....4 98 Z001‐978 HOUSING 1 EA

....4 Z026‐578 SHIM SOLID 3 EA

....4 99 Z002‐718 SPROCKET 1 EA

....4 100 Z034‐729 HUB SPROCKET 1 EA

....4 Z4A‐1688 BOLT HEX HEAD 8 EA

....4 101 Z002‐900 PLATE STEEL 1 EA

....4 ZH‐2409 BOLT HEX HEAD 4 EA

....4 102 Z111‐000 BEARING BALL 2 EA




....4 106 Z917‐371 NUT JAM 1 EA


....4 108 Z002‐835 HUB SPROCKET 1 EA

....4 ZR‐6518 BOLT HEX HEAD 8 EA



....4 110 Z003‐346 HUB SPROCKET 1 EA

....4 ZR‐6518 BOLT HEX HEAD 8 EA


....4 111 Z111‐000 BEARING BALL 4 EA





....4 116 Z917‐371 NUT JAM 2 EA

....4 117 Z4A‐2099 COVER OVAL 1 EA

....4 Z01CS0812PC SCREW ‐ CAP, 12 PT 8 EA


....4 Z03PP0400CA PLUG PIPE 1 EA

....4 119 Z007‐468 COVER 1 EA

....4 120 Z035‐344 GASKET FLAT 1 EA



....4 118 Z035‐171 GASKET FLAT OVAL 1 EA

..2 Z8600‐T10B‐200 RTD'S FOR MAIN BEARINGS 1 EA

7 of 28




…3 213 Z023‐726 RESISTANCE TEMPERATURE DETECT 9 EA…3 214 Z061‐672‐002 CONNECTOR 9 EA…3 215 Z061‐581‐004 UNION TUBE 9 EA…3 219 Z04TU040240 TUBIING 15 FT…3 216 Z060‐079 CLIP TUBE 9 EA…3 Z03MS5003CC SCREW 9 EA…3 218 Z061‐667‐004 CONNECTOR 9 EA...3 Z01PP0300SP PLUG PIPE 9 EA..2 Z8600‐T11A‐000 BEDPLATE SHIMS ‐ NONE 1 EA..2 Z8600‐T13A‐000 PLUG w/o SHUTDOWN EUTEC SENS (CON RODS) 1 EA

8 of 28




.1 Z8601‐016 POWER CYLINDER 16 EA

..2 Z8601‐COMA‐000 COMMON PARTS‐POWER CYLINDER 16 EA

...3 2 Z033‐259‐003 PIN PISTON 16 EA

....4 3 ZH‐14652‐A PLUG PIN END 32 EA

...3 4 Z024‐876 RING RETAINING 32 EA

...3 5 Z030‐082 CONN ROD POWER 16 EA

....4 6 Z034‐694‐001 BUSHING 32 EA

....4 7 Z030‐031 BOLT CONN ROD 64 EA

....4 8 Z01EN1400PF Nut Plain Hex 64 EA

....4 9 Z02DP060800 PIN DOWEL 32 EA

....4 10 Z034‐575‐002 WASHER FINISHED 64 EA

...3 11 Z034‐736‐001 SHELL BEARING 16 EA

...3 13 Z030‐414 RING SET PISTON 16 EA

...3 15 Z034‐683‐001 GASKET 16 EA

....4 15A Z040‐041‐001 SEAL 16 EA

...3 34 Z034‐365 GASKET 16 EA

...3 35 Z909‐981‐249 GASKET FLAT RD 16 EA

...3 Z026‐414 WASHER PLAIN 96 EA

...3 Z033‐869 NUT 96 EAWATER JUMPER CYL BLK TO CYL HEAD

...3 36 Z031‐488 JUMPER HEAD WATER 16 EA






...3 38 Z022‐615 SHAFT ROCKER 16 EA

....4 42 Z022‐558 ROCKER ARM 32 EA

.....5 43 Z022‐559 BUSHING SLEEVE 32 EA

....4 44 Z4A‐1386 COLLAR PLAIN 32 EA

....4 45 Z4A‐1387 SHIM LAMINATED 32 EA

....4 46 Z4A‐1398 BOLT HEX HEAD 32 EA

....4 47 Z028‐768 SCREW ADJUSTING 32 EA


....4 40 Z4A‐1385 SHAFT ROCKER 16 EA

....4 Z01RP163600 PIN ROLL 16 EA

....4 41 Z013‐869 BRACKET 16 EA

...3 Z01EN1000PC NUT PLAIN HEX 64 EA


...3 Z04CS0507PC SCREW SOCKET HD 48 EACYLINDER HEAD COVERS

...3 60 Z040‐076‐001 HEAD COVER ASSEMBLY 16 EA61 Z040‐077‐001 COVER VALVE 16 EA

...3 62 Z040‐081‐001 KNOB 16 EA

...3 63 Z040‐082‐001 STUD ADAPTER/ COUPLING 32 EA

...3 64 Z040‐083‐001 GASKET 32 EAFOLLOWER ASSEMBLY GASKET





...3 ZH‐8260 WASHER PLAIN 160 EA

9 of 28




..2 Z8601‐T01A‐000 CYLINDER LINER ‐ 825'S 16 EA

...3 14 Z030‐960 LINER POWER 16 EA

..2 Z8601‐T02A‐005 CYLINDER HEAD ‐ CLEANBURN 16 EA

...3 17 Z040‐001‐001 Head, Power Cleanburn 16 EA

....4 Z034‐534‐001 CYLINDER HEAD & PLUG ASSEMBLY 16 EA

....4 18A Z010‐712 BUSHING SLEEVE ‐ EXHAUST 16 EA

....4 19 Z022‐457‐003 INSERT VALVE SEAT ‐ EXHAUST 16 EA

....4 18 Z010‐785 BUSHING SLEEVE ‐ INTAKE 16 EA

....4 20 Z022‐457‐002 INSERT VALVE SEAT ‐INTAKE 16 EA

....4 21 Z913‐942‐020 STUD DOUBLE END 160 EA

....4 22 Z913‐925‐004 STUD DOUBLE END 64 EA

....4 23 Z023‐971 VALVE EXHAUST 16 EA

....4 24 Z023‐972 VALVE INTAKE 16 EA

....4 25 Z4A‐1388 RETAINER SPRING 32 EA

....4 26 Z706‐800‐007 SEAL O RING 16 EA

....4 27 Z4A‐1392‐A Valve Spring ‐ Inner 32 EA

....4 28 Z4A‐1393‐A Valve Spring ‐ Outer 32 EA

....4 29 Z004‐675 COLLAR ‐ KEEPER 64 EA

....4 30 Z040‐003‐001 PRECHAMBER ‐ BOLT‐ IN ASSY 16 EA

.....5 30F Z758‐614‐001 Body ‐ Prechamber 16 EA

.....5 30D Z758‐603‐001 Flange ‐ Prechamber 16 EA

.....5 30B ZWW5F‐1#1 Stud ‐ 825 PRECHAMBER 48 EA

.....5 30C ZCSA‐155‐1‐024 NUT PLAIN HEX 48 EA…..5 ZCSA‐173‐024 FLAT WASHER 48 EA.....5 30E Z758‐600‐001 GASKET 16 EA.....5 30A Z01RP060400 PIN ROLL 16 EA..2 Z8601‐T03A‐000 PISTON‐8.2:1‐STD T'CHGD 16 EA...3 1 Z034‐506 PISTON 16 EA....4 Z029‐522 PLUG OIL HOLE 16 EA....4 Z01PP0200SP PLUG PIPE 32 EA..2 Z8601‐T04A‐000 O RINGS‐LINER & JUMPER 16 EA...3 16 Z4A‐1383‐A SEAL RING PWR LINER 48 EA

JW JUMPER BLK AND HEAD O RINGS...3 37 Z900‐835‐026 SEAL O RING 32 EA..2 Z8601‐T05A‐006 GAS ADM VALVE‐STD T'CHGD 16 EA...3 48 Z029‐886‐001 VALVE 16 EA....4 49 Z029‐887 BODY VALVE 16 EA....4 50 Z022‐758 VALVE FUEL INJ 16 EA....4 51 Z2C‐44‐P RETAINER SPRING 32 EA....4 52 Z4A‐2747 SPRING COMPN 16 EA....4 53 Z4A‐2746 RETAINER SPRING 16 EA....4 54 Z900‐835‐054 SEAL O RING 32 EA....4 55 Z029‐888 SPACER DISC 16 EA....4 56 Z029‐890 RING BACK UP 16 EA....4 57 Z105‐770 RING RETAINING 16 EA...3 58 Z900‐835‐038 SEAL O RING 16 EA..2 Z8601‐T06A‐006 PUSH RODS & CAM FOLL‐T'CHGD 16 EA...3 67 Z023‐090 FOLLOWER CAM 16 EA....4 68 Z023‐084 BRACKET 16 EA....4 69 Z026‐889‐003 ROLLER CAM FOLLOW 32 EA.....5 70 Z019‐528‐003 PIN ROLLER 32 EA.....5 71 Z032‐498 ROLLER CAM FOLLOW 32 EA

10 of 28




.....5 72 Z014‐842‐002 GUIDE VALVE 32 EA

.....5 73 Z01RP102200 PIN ROLL 32 EA

....4 74 Z022‐824 FOLLOWER CAM 16 EA

.....5 75 Z022‐759 FOLLOWER CAM 16 EA

.....5 76 Z023‐086 ROLLER CAM FOLLOW 16 EA

.....5 77 Z4A‐2287 PIN DOWEL 16 EA

.....5 78 Z01RP092200 PIN ROLL 16 EA

.....5 79 Z022‐825 SCREW ADJUSTING 16 EA

.....5 80 Z022‐826 NUT JAM 16 EA

...3 82 Z033‐373‐002 PUSH ROD ENGINE 32 EA

.1 Z8603‐016 LUBE OIL SUPPLY SYSTEM 1 EA

..2 Z8603‐COMA‐200 COMMON PARTS‐16 CYLINDER 1 EA

...3 1 Z061‐397‐033 ELBOW ‐ M TUBING 2 EA

...3 Z10TU07T316 1 TUBING STAINLESS 1 FTOIL LINE TO STATIONARY IDLER


...3 Z10TU07T316 1 TUBING STAINLESS 1 FT

...3 3 Z061‐557‐016 TEE ‐ M BRANCH 1 EAOIL LINE TO CAM FOLLOWER R/B

...3 Z10TU07T316 1 TUBING STAINLESS 2 FT

...3 4 Z061‐397‐033 ELBOW ‐ M TUBING 3 EAROCKER SHAFT LUBRICATION

...3 5 Z028‐021‐30 NIPPLE PIPE 16 EA

...3 6 Z061‐385‐009 ELBOW ‐ FM TUBING 16 EA

...3 Z04TU040240 1 TUBING STAINLESS 16 FT

...3 7 Z061‐397‐007 ELBOW TUBE COMPN 16 EA

...3 8 Z034‐136 MANIFOLD LUBE OIL 1 EA

...3 9 Z035‐419‐006 GASKET FLAT RECT 9 EA




...3 Z03PP0600SP PLUG PIPE 1 EACOVER‐LO MANIFOLD END

...3 10 Z013‐091 COVER SQUARE 1 EA

...3 11 Z035‐420‐022 GASKET FLAT SQ 1 EA



...3 Z01HN0800PC NUT PLAIN HEX 4 EAOIL LINE TO VIBRATION DAMPER

...3 21 Z023‐005 TUBING PREFAB 1 EA

...3 22 Z900‐631‐003 CONNECTOR BKHD FEM 2 EA

...3 23 Z061‐369‐008 CONNECTOR ‐ MALE NPT 2 EA

...3 24 Z04TU040240 1 TUBING STAINLESS 1 FTCRANKCSE SIGHT GAUGE

...3 79 Z028‐929‐001 GAUGE LEVEL 1 EA

...3 Z11TB1612SP BUSHING PIPE REDN 1 EA

...3 Z13TE1200MA ELBOW PIPE THDED 1 EA



...3 Z033‐468‐006 THERMOSTAT ‐ SHIPPED LOOSE 1 EA

..2 Z8603‐T01A‐000 LUBE OIL PUMP 1 EA

...3 46 Z025‐098 STRAINER OIL 1 EA

11 of 28





...3 48 Z024‐700 PIPING PREFAB 1 EA




...3 50 Z033‐639 PUMP 1 EA

....4 51 ZH‐15077‐A BODY RECP PUMP 1 EA

....4 52 Z033‐631‐001 GEAR PUMP 1 EA

....4 56 ZH‐12141‐8 BUSHING FLANGED 3 EA

....4 54 Z033‐633 ADAPTER PUMP 1 EA

....4 55 Z002‐898 BUSHING STEPPED 1 EA

....4 58 ZH‐12132‐1 COVER OVAL 1 EA



....4 57 Z033‐630 GEAR PUMP 1 EA

....4 60 Z04CS0610PC BOLT HEX HEAD 4 EA

....4 62 Z02CS0810PC BOLT HEX HEAD 10 EA



....4 63 Z04CS0810PC SCREW SOCKET HD 4 EA


....4 66 Z033‐632 RING 1 EA



...3 67 Z035‐171 GASKET FLAT OVAL 1 EA




...3 69 Z024‐711 CONNECTION PUMP 1 EA




...3 71 Z4A‐1704 FLANGE FF SQ 1 EA




...3 73 Z024‐765 VALVE REGULATING 1 EA








...3 75 Z035‐344 GASKET FLAT 1 EA




..2 Z8603‐T02C‐000 LUBE OIL HAND PUMP ‐ NONE 1 EA

..2 Z8603‐T03A‐006 L O LINES‐CPS FITTINGS 1 EALO LINES TO DRIVES & DAMPER

...3 12 Z11TB0804SP BUSHING PIPE REDN 1 EA

12 of 28




...3 13 Z12TN0412SP NIPPLE PIPE 1 EA

...3 14 Z11TT0800MA TEE PIPE THDED 1 EA


...3 17 Z08TU050240 1 TUBING STAINLESS 3 FT

...3 18 Z061‐369‐030 CONNECTOR ‐ MALE NPT 1 EA

...3 19 Z061‐629‐012 TEE ‐ M RUN 1 EA

...3 20 Z08TU050240 1 TUBING STAINLESS 1 FTLO LINE TO REGULATING VALVE

...3 76 Z06TU040240 1 TUBING STAINLESS 2 FT


..2 Z8603‐T04C‐000 VENT ‐ w/o ENGINE MOUNTED FILTERS 1 EA

..2 Z8603‐T05F‐000 PIPING‐W/ OFF MOUNTED SINOR FILTER 1 EA

...3 80 Z040‐004‐001 OIL FILTERS W/ MOUNTING BRACKET ASSEMBLY 1 EA….4 80A Z040‐084‐001 FILTER ELEMENT 8 EA….4 80B Z040‐083‐001 GASKET 2 EA….4 80C Z909‐981‐338 GASKET 1 EA….4 80D Z033‐450‐006 VALVE RELIEF 1 EA….4 80E Z034‐691‐001 FILTER 1 EA….4 80G Z4‐01J‐006‐001 GAUGE 2 EA….4 80H Z040‐075 ELBOW 1 EA...3 81 Z035‐420‐022 GASKET FLAT SQ 1 EA…3 Z909‐981‐338 GASKET 1 EA...3 Z01CS0816PC BOLT HEX HEAD 4 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 4 EA...3 Z01HN0800PC NUT PLAIN HEX 4 EA..2 Z8603‐T06A‐000 PLUG‐W/O L O LEVEL REGULATOR 1 EA...3 Z03PP1600SP PLUG PIPE 1 EA..2 Z8603‐T07A‐000 PLUGS‐W/O LINES FOR REGULATOR 1 EA...3 Z03PP0200SP PLUG PIPE 1 EA..2 Z8603‐T08A‐000 PLUG‐W/O LOW L O PRESSURE S/D 1 EA...3 Z061‐369‐010 CONNECTOR ‐ MALE NPT 1 EA...3 Z061‐171‐004 PLUG ‐ TUBING 1 EA..2 Z8603‐T09A‐000 PLUG‐W/O HI L O TEMP S/D 1 EA...3 Z03PP0800SP PLUG PIPE 1 EA..2 Z8603‐T10A‐006 LUBE OIL COOLER 1 EA...3 Z029‐952‐001 COOLER ‐ SHIPPED LOOSE 1 EA..2 Z8603‐T11A‐000 AUTO PRIMING PUMP ‐ NONE 1 EA.1 Z8604‐016 WATER SUPPLY SYSTEM 1 EA..2 Z8604‐COMA‐200 COMMON PARTS‐16 CYLINDER 1 EA...3 20 Z035‐424‐025 GASKET FLAT RD 1 EA...3 Z01CS0812PC SCREW ‐ CAP, 12 PT 8 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 8 EA...3 Z03PP2000CA PLUG PIPE 2 EA...3 Z026‐169‐014 2 WELDOLET 1 EA...3 24 Z033‐784 PIPING PREFAB 2 EA...3 25 Z035‐420‐031 GASKET FLAT SQ 2 EA...3 26 Z024‐097 HEADER WATER 2 EA...3 Z01CS0816PC BOLT HEX HEAD 8 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 8 EA...3 Z01HN0800PC NUT PLAIN HEX 8 EA...3 28 Z004‐322 FLANGE BLIND 2 EA...3 27 Z035‐420‐031 GASKET FLAT SQ 2 EA

13 of 28







...3 29 Z035‐343 GASKET FLAT 8 EA




..2 Z8604‐T01A‐000 JACKET WATER PUMP‐STD 1 EA

...3 3 Z024‐139 PUMP CENT 1 EA

....4 4 Z024‐022 SPACER 1 EA


....4 6 Z023‐986 CASING CENT PUMP 1 EA


....4 7 Z024‐048 SHAFT PUMP 1 EA

....4 8 Z002‐904 BEARING BALL 1 EA


....4 10 Z002‐905 BEARING BALL 1 EA


....4 12 Z060‐909 NUT SELF LOCK 1 EA



....4 15 Z109‐500 SEAL WATER 1 EA

....4 16 Z024‐003 IMPELLER PUMP 1 EA

....4 17 Z022‐293 NUT PLAIN HEX 1 EA

....4 18 Z024‐033 COVER CASING 1 EA


....4 Z03PP0400CA PLUG PIPE 4 EA


....4 19 ZH‐7953‐B KEY 1 EA

..2 Z8604‐T02A‐006 J W CONNECTIONS‐IN & OUT‐STD 1 EA

...3 1 Z030‐492 CONNECTION WATER 1 EA












...3 50 Z031‐100 CONNECTION SHIPPED LOOSE 1 EA

...3 Z03PP0400SP PIPE PLUG SHIPPED LOOSE 1 EA

...3 49 Z035‐424‐043 GASKET FLAT RD SHIPPED LOOSE 1 EA




..2 Z8604‐T03A‐000 PLUG‐W/O HI J W TEMP S/D 1 EA


..2 Z8604‐T04A‐006 J W THERMOSTAT‐170 DEG F 1 EA

...3 Z033‐189‐003 VALVE THERMO ‐ SHIPPED LOOSE 1 EA

14 of 28




..2 Z8604‐T05A‐203 INTERCOOLER WATER SYS‐STD 1 EA

...3 78 Z031‐386 CONNECTION PUMP 1 EA













...3 82 Z031‐863‐019 JOINT 1 EA





...3 82 Z031‐863‐019 JOINT 1 EA









...3 82 Z031‐863‐019 JOINT 1 EA





..2 Z8604‐T06A‐203 INTERCOOLER WATER PUMP 1 EA

...3 53 Z031‐458 PUMP CENT 1 EA

....4 54 Z024‐043 SPACER 1 EA


....4 56 Z010‐146 CASING CENT PUMP 1 EA


....4 57 Z024‐047‐001 SHAFT PUMP 1 EA





....4 62 Z060‐909 NUT SELF LOCK 1 EA



....4 65 Z109‐500 SEAL WATER 1 EA

....4 66 Z016‐879 IMPELLER PUMP 1 EA

....4 67 Z022‐293 NUT PLAIN HEX 1 EA

....4 68 Z010‐139 COVER ROUND 1 EA


15 of 28





....4 Z03PP0200SP PLUG PIPE 3 EA

..2 Z8604‐T07A‐203 INTRCOOLR WTR T'STAT 130 DEG F 1 EA

...3 Z033‐469‐001 VALVE THERMO ‐ SHIPPED LOOSE 1 EA

..2 Z8604‐T08A‐003 JACKET WATER HEATER ‐ NONE 1 EA

16 of 28




.1 Z8605‐016 INTAKE AND EXHAUST SYSTEMS 1 EA

..2 Z8605‐COMA‐203 COMMON PARTS‐16GTLB/SGTB 1 EA

...3 2 Z035‐398 GASKET FLAT 1 EA



...3 8 Z027‐630 BRACKET ANGLE 1 EA




...3 9 Z003‐141 SHIM LAMINATED 2 EA

...3 10 Z003‐142 SHIM SOLID 6 EA



...3 23 Z032‐377‐002 HOSE 1 EA

...3 24 Z034‐052‐014 CLAMP HOSE 2 EA

...3 25 Z031‐362 ADAPTER 1 EA


...3 27 Z031‐363 ADAPTER COOLING 1 EA







...3 29 Z031‐263 INTERCLR 1 EA










...3 23 Z032‐377‐002 HOSE 1 EA

...3 24 Z034‐052‐014 CLAMP HOSE 2 EA

...3 25 Z031‐362 ADAPTER 1 EA


...3 27 Z031‐363 ADAPTER COOLING 1 EA







...3 29 Z031‐263 INTERCLR 1 EA







17 of 28







...3 31 Z031‐397 MANIFOLD INTAKE 1 EA

...3 32 Z031‐398 MANIFOLD INTAKE 1 EA

...3 33 Z034‐983‐001 GASKET FLAT 32 EA

...3 34 Z030‐396 DEFLECTOR 16 EA










...3 35 Z029‐421 COVER ROUND 2 EA






...3 52 Z031‐356 CONNECTION INTAKE AIR 2 EA




...3 54 Z032‐377‐003 HOSE 2 EA

...3 55 Z034‐052‐012 CLAMP HOSE 4 EA

...3 56 Z026‐331 ADAPTER INLET 1 EA



...3 Z01LW1000P0 LOCKWASHER SPLIT 12 EAINLET AIR CONNECTOR KIT

...3 Z017‐657 KIT ‐ SHIPPED LOOSE 1 EA

...3 58 Z034‐690‐001 MANIFOLD EXHAUST 1 EA

...3 59 Z033‐756 GASKET 32 EA

...3 60 Z027‐302 ELBOW ENGINE EXH 16 EA

....4 Z08PP0800CS PLUG PIPE 16 EA

...3 Z034‐501 BOLT HEX HEAD 128 EA

...3 Z026‐476 WASHER PLAIN 128 EA



...3 68 Z031‐357 EXTENSION BREATHER 1 EA

...3 69 Z035‐345 GASKET FLAT RD 1 EA



...3 70 Z021‐365 BREATHER 1 EA

....4 71 Z021‐360 HOUSING 1 EA

....4 72 Z021‐362 COVER ROUND 1 EA




18 of 28




....4 74 Z021‐363 ELEMENT OIL STR 1 EA

....4 75 Z14TJ1608MA COUPLING PIPE REDN 1 EA

....4 76 Z021‐364 TRAP 1 EA




...3 Z11TN1214SP NIPPLE PIPE 1 EA

...3 78 Z111‐351 VALVE GATE 1 EA


...3 Z12TN1238SP NIPPLE PIPE 1 EA


...3 Z028‐007‐46 NIPPLE PIPE 1 EA

...3 Z031‐863‐010 JOINT 1 EA

...3 Z028‐007‐35 NIPPLE PIPE 1 EA

...3 Z13TE1200MA ELBOW PIPE THDED 1 EACRANKCASE MANOMETER

...3 Z002‐473‐010 MANOMETER 1 EA

...3 Z02MS0412CC SCREW MACHINE 2 EA

19 of 28




..2 Z8605‐T01J‐203 ELLIOT TURBO&PARTS‐16SGTD 1 EA


...3 Z031‐222‐002 2 PLATE MOUNTING 1 EA

...3 3 ZEL‐BHB37044 TURBO,BC370H‐IB805SD0HX193‐LA‐75N‐TACH 1 EA

...3 4 Z023‐163 SHIM SOLID 1 EA

...3 5 Z023‐164 SHIM SOLID 12 EA




...3 6 Z4A‐1777 SHIM LAMINATED 2 EA

...3 Z01CS1020PC BOLT HEX HEAD 2 EAZ00FW1028P0 WASHER PLAIN 2 EA



...3 12 Z031‐315 ADAPTER TURBOCHGR 1 EA

...3 Z01CS0812PC BOLT HEX HEAD 4 EAZ01LW0800P0 LOCKWASHER SPLIT 4 EA


...3 22 Z031‐366 ADAPTER TURBOCHGR 1 EA

...3 Z01CS0812PC BOLT HEX HEAD 4 EAZ01LW0800P0 LOCKWASHER SPLIT 4 EA

...3 101 Z031‐029 SPOOL 1 EA




...3 61 Z023‐160 CONNECTION EXHAUST 1 EA






...3 Z02WF320015 FLANGE RAISED F 1 EA

...3 83 Z034‐229‐003 GASKET SPIRAL WND 1 EA




...3 85 Z031‐286 JOINT EXPANSION 1 EA




...3 88 Z040‐040‐001 INSULATION BLANKET KIT 1 EA

...3 Z040‐035‐001 WASTEGATE KIT 1 EA

....4 111 Z040‐035‐002 LEVER ‐ WASTEGATE RELOCATION 1 EA

....4 Z040‐035‐003 PACKING GLAND ‐ WASTEGATE 2 EA

....4 Z040‐035‐004 BUSHING ‐ WASTEGATE 2 EA

....4 118 Z040‐035‐005 BRACKET ‐ WASTEGATE CONVERSION 1 EA

....4 114 Z040‐035‐006 ROD ‐ WASTEGATE CONTROL (26") 1 EA

....4 119 Z040‐035‐007 BRACKET ‐ WASTEGATE ACTUATOR 1 EA

....4 110 Z040‐035‐008 ACTUATOR ‐ VITON WASTEGATE 1 EA

....4 117 Z040‐035‐009 LEVER ‐ WASTEGATE 1 EA

....4 Z00FW0613P0 WASHER PLAIN 5 EA

....4 Z00FW1028P0 WASHER PLAIN 10 EA

20 of 28







....4 Z01CS0612PF BOLT HEX HEAD 2 EA



....4 Z01EN0600PC NUT PLAIN HEX 2 EA

....4 Z01HN0600PC NUT PLAIN HEX 2 EA





....4 Z653‐431‐000 PACKING 2 EA

....4 115 Z011‐498 ROD END 1 EA

....4 112 Z011‐499 ROD END 1 EA

....4 116 Z01HN0600PF NUT PLAIN HEX RH 1 EA

....4 113 Z09HN0600PF NUT PLAIN HEX LH 1 EA

...3 86 Z757‐883 VALVE WASTE 1 EA

21 of 28




..2 Z8605‐T02G‐203 OIL&WTR LINES‐ELLIOTT‐CPS FTGS 1 EACRANKCASE MANOMETER FITTINGSAND TUBING

...3 Z061‐397‐022 ELBOW ‐ M TUBING 1 EA


...3 Z06TU050240 1 TUBING STAINLESS 1 FT

...3 Z061‐369‐022 CONNECTOR ‐ MALE NPT 1 EALO SUPPLY LINE TO TURBOCHARGER

...3 Z22TN0832SP NIPPLE PIPE 1 EA…3 Z4‐01V‐010‐001 VALVE SWING CHECK 1 EA…3 Z061‐369‐047 CONNECTOR ‐ MALE NPT 2 EA...3 Z061‐410‐018 ELBOW ‐ M TUBING 2 EA...3 Z16TU07T316 1 TUBING STAINLESS 10 FT…3 Z11TT0800MA TEE PIPE THDED 1 EA…3 Z01PP0800SP PLUG PIPE 1 EA…3 Z22TN0838SP NIPPLE PIPE 1 EA

LO DRAIN LINE FROM TURBOCHGR...3 4‐01H‐003‐102 FITTING 45 DEGREE 2 EA...3 4‐01H‐003‐013 FLEXIBLE HOSE 1 EA...3 Z023‐165 FLANGE FF DMD 1 EA...3 Z035‐421‐053 GASKET FLAT OVAL 1 EA...3 Z01CS1012PC BOLT HEX HEAD 2 EA...3 Z01LW1000P0 LOCKWASHER SPLIT 2 EA

JW SUPPLY LINE TO TURBOCHARGER...3 4‐01H‐003‐102 FITTING 45 DEGREE 2 EA...3 4‐01H‐003‐012 FLEXIBLE HOSE 1 EA...3 Z023‐603 FLANGE 1 EA...3 Z035‐377 GASKET 1 EA...3 Z03PP1000CA PLUG PIPE 1 EA...3 Z04CS0810PC SCREW SOCKET HD 2 EA...3 Z01CS1010PC BOLT HEX HEAD 2 EA...3 Z01LW1000P0 LOCKWASHER SPLIT 2 EA

JW LINES OUT OF TURBOCHARGER...3 4‐01H‐003‐101 FITTING STREET ELBOW ADAPTOR 2 EA...3 4‐01H‐003‐100 FITTING STRAIGHT ADAPTOR 2 FT...3 4‐01H‐003‐011 FLEXIBLE HOSE 2 EA..2 Z8605‐T04A‐202 THERMOCOUPLES‐TYPE J 1 EA...3 89 Z3A‐2627 TEE CONDUIT 15 EA...3 90 Z005‐168 ELBOW CONDUIT 2 EA...3 91 Z3A‐2644 COVER OUTLET BDY 17 EA...3 Z3A‐2630 BUSHING CONDUIT 17 EA...3 Z028‐044‐04 NIPPLE CONDUIT 13 EA...3 Z028‐044‐13 NIPPLE CONDUIT 2 EA...3 Z028‐044‐26 NIPPLE CONDUIT 1 EA...3 Z028‐044‐10 NIPPLE CONDUIT 1 EA...3 Z11TB1006MA BUSHING PIPE REDN 2 EA...3 93 Z004‐193 TEE CONDUIT 1 EA...3 Z010‐649 UNION CONDUIT 1 EA...3 95 Z104‐345 STRAP PIPE 10 EA...3 Z01CS0406PC BOLT HEX HEAD 10 EA...3 Z00FW0309P0 WASHER PLAIN 10 EA...3 Z01LW0400P0 LOCKWASHER SPLIT 10 EA

22 of 28




...3 96 Z006‐093 THERMOCPLE 16 EA

...3 97 Z028‐510 THERMOCPLE 3 EA

..2 Z8605‐T05A‐000 FILTER AIR ‐ NONE 1 EA

..2 Z8605‐T06A‐000 FLEXIBLE EXHAUST CONNECTION ‐ NONE 1 EA

23 of 28




.1 Z8606‐016 GAS SUPPLY SYSTEM 1 EA

..2 Z8606‐COMA‐203 COMMON PARTS 16 CLY. T'CHGD. 1 EA

...3 Z034‐767‐001 GOVENOR & FUEL CONTROL VALVE 1 EA

...3 24 Z040‐039‐001 HEADER‐GAS (CROSSOVER) 1 EA




...3 28 Z030‐197 BRACKET ‐ HEADER 1 EA




...3 29 ZR‐4933 BOLT U 1 EA








...3 31 ZH‐13265 BOLT U 2 EA








...3 32 Z031‐276 PIPE SUPPLY 1 EA









...3 33 Z031‐275 PIPE SUPPLY 1 EA





...3 34 Z031‐277 MANIFOLD GAS 2 EA

...3 Z007‐102 FLANGE BLIND 2 EA

...3 Z031‐196 FLANGE FF SQ 2 EA








...3 36 Z031‐087 JUMPER GAS HEADER 16 EA

24 of 28




...3 37 Z034‐228 GASKET 16 EA

...3 37 Z034‐228 GASKET 16 EA


..2 Z8606‐T03A‐001 GAS SHUTOFF VALVE ‐ NONE 1 EA

..2 Z8606‐T04A‐203 GAS ORIFICES‐STD 1 EA

...3 38 Z031‐905‐008 ORIFICE PLATE 16 EA

..2 Z8606‐T05A‐203 CONTROL TUBING‐CPS FITTINGS 1 EAGAS VENT HEADER

...3 Z040‐086‐001 HEADER GAS 2 EA


...3 Z023‐416 STRAP PIPE 8 EA



...3 Z061‐369‐008 CONNECTOR ‐ MALE NPT 16 EA…3 Z061‐397‐007 ELBOW ‐ M TUBING 16 EA...3 Z04TU040240 1 TUBING STAINLESS 16 FT...3 Z061‐369‐022 CONNECTOR ‐ MALE NPT 2 EA...3 Z061‐416‐010 TEE ‐ UNION 1 EA...3 Z06TU040240 1 TUBING STAINLESS 6 FT

25 of 28




..2 Z8606‐T06G‐203 PRECHAMBER TUBING ‐ CPS FITTINGS 1 EA


...3 Z08TU050240 1 TUBING STAINLESS 2 FT…3 39C Z040‐080 FLANGE TAP 1 EA…3 39B Z658‐532‐002 BOOSTER RELAY L EA...3 39A Z031‐829‐015 ORIFICE PLATE 1 EA...3 39 Z031‐904 FILTER GAS 1 EA...3 40 Z033‐154‐001 HEADER GAS 1 EA....4 Z061‐369‐012 CONNECTOR ‐ MALE NPT 1 EA....4 Z061‐171‐004 PLUG ‐ TUBING 1 EA....4 Z061‐369‐010 CONNECTOR ‐ MALE NPT 16 EA...3 Z10TR0804MA REDUCER PIPE THDED 1 EA...3 41 Z030‐901 SUPPORT ANGLE 4 EA...3 42 Z002‐120 BOLT U 4 EA...3 Z01HN0400PC NUT PLAIN HEX 8 EA...3 Z01LW0400P0 LOCKWASHER SPLIT 8 EA...3 Z01CS0810PC BOLT HEX HEAD 8 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 8 EA...3 44 Z04TU040240 1 TUBING STAINLESS 16 FT...3 43 Z034‐220 VALVE CHECK 16 EA....4 Z034‐219 VALVE CHECK 16 EA....4 Z031‐666 NUT FUEL LINE 16 EA....4 Z031‐667 CONNECTION FUEL LINE 16 EA...3 Z909‐981‐104 GASKET FLAT RD 16 EA.1 Z8607‐016 IGNITION SYSTEM (16SGTD) 1 EA..2 Z8607‐COMA‐202 COMMON PARTS‐16 CYLINDER 1 EA...3 2 Z035‐389 GASKET FLAT 1 EA...3 Z01CS0810PC BOLT HEX HEAD 10 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 10 EA...3 Z03PP0400CA PLUG PIPE 1 EA...3 4 Z035‐389 GASKET FLAT 1 EA...3 Z01CS0810PC BOLT HEX HEAD 6 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 10 EA...3 Z01HN0800PC NUT PLAIN HEX 4 EA...3 5 Z4A‐2629 PLATE 2 EA...3 6 Z035‐420‐005 GASKET FLAT SQ 2 EA...3 Z01CS0608PC BOLT HEX HEAD 8 EA...3 Z01LW0600P0 LOCKWASHER SPLIT 8 EA…3 28 Z019‐601 COVER ROUND 1 EA...3 15 Z035‐352 GASKET FLAT 1 EA...3 Z01CS0808PC SCREW ‐ CAP, 12 PT 4 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 4 EA..2 Z8607‐T01G‐203 CPU‐95 IGNITION (16 CYL.) 1 EA...3 1 Z033‐105‐001 COVER 1 EA...3 3 Z009‐652‐002 PLATE ADAPTER 1 EA...3 7 Z034‐684‐015 CONTROL TIMING 1 EA…3 Z01CS0512PC CAPSCREW 4 EA…3 Z01LW0500P0 LOCKWASHER SPLIT 4 EA…3 Z01HN0500PC NUT PLAIN HEX 4 EA...3 Z034‐685‐001 MODULE ‐ DISPLAY ‐SHIPPED LOOSE 1 EA...3 22 Z040‐011‐001 BRACKET 1 EA...3 Z01CS0818PC BOLT HEX HEAD 4 EA

26 of 28





...3 19 Z033‐792‐002 PICKUP MAGNETIC 2 EA

...3 20 Z034‐072‐003 CABLE SHIELDED 2 EA

...3 Z032‐616 MAGNET 1 EA

...3 17 Z034‐214‐001 PICKUP 1 EA

...3 18 Z034‐224‐003 CABLE SHIELDED 1 EA

...3 Z033‐794 PIN RESET 1 EA


...3 8 Z040‐013‐001 Cable (CPU‐95 TO J‐Box) 1 EA

...3 9 Z040‐018‐001 Junction Box ‐ EZRail (16SGTD) 1 EA…3 Z01CS0512PC CAPSCREW 4 EA…3 Z01LW0500P0 LOCKWASHER SPLIT 4 EA…3 Z01HN0500PC NUT PLAIN HEX 4 EA...3 24 Z040‐009‐001 Bracket (J‐box Mounting) 1 EA…3 Z01CS0810PC CAPSCREW 2 EA…3 Z01LW0800P0 LOCKWASHER SPLIT 2 EA...3 10 Z040‐014‐001 Cable (J‐Box to EZRail) 2 EA...3 11 Z040‐019‐001 Header ‐ EZRail (16SGTD) 2 EA…3 Z08VS0508PC BOLT CARRAIGE 16 EA

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…3 Z01EN0500PC NUT STOP ELASTIC 16 EA...3 25 Z040‐010‐001 Bracket (EZRail to Unit) 8 EA…3 Z01CS0816PC CAPSCREW 8 EA…3 Z01LW0800P0 LOCKWASHER SPLIT 8 EA…3 Z01HN0800PC NUT PLAIN HEX 8 EA...3 12 Z040‐017‐001 Cable ‐ Primary Ignition (Shielded) 16 EA...3 23 Z040‐012‐001 Bracket (Magnetic Pick‐up, Gov. 10) 1 EA...3 Z913‐942‐010 STUD 2 EA...3 Z01LW0800P0 LOCKWASHER SPLIT 2 EA...3 Z01HN0800PC NUT PLAIN 2 EA…3 13 Z028‐989‐001 COIL 16 EA..2 Z8607‐T02G‐203 Shielded Secondary Igintion Module 1 EA...3 14 Z040‐020‐001 Lead, Spark Plug, Shielded 16 EA...3 16 Z040‐021‐001 Spark Plug, Shielded 16 EA…3 26 Z031‐183 COVER 2 EA…3 27 Z035‐384 GASKET 2 EA…3 Z01CS0816PC CAPSCREW 6 EA…3 Z01CS0814PC CAPSCREW 6 EA…3 Z01LW0800P0 LOCKWASHER SPLIT 12 EA.1 Z8608‐016 FLYWHEEL AND STARTING SYSTEM 1 EA..2 Z8608‐COMA‐000 COMMON PARTS‐VEE 1 EA...3 4 Z003‐821 BOLT FITTED 10 EA...3 5 Z003‐822 WASHER PLAIN 10 EA...3 Z01CS0606PC BOLT HEX HEAD 4 EA...3 Z01LW0600P0 LOCKWASHER SPLIT 4 EA...3 32 ZH‐7611‐A LEVER BARRING 1 EA..2 Z8608‐T01A‐000 FLYWHEEL‐ENGINE MTD STARTER 1 EA...3 1 Z033‐301 FLYWHEEL 1 EA....4 3 Z025‐997 GEAR RING 1 EA...3 6 Z034‐087‐004 POINTER 1 EA...3 6 Z034‐087‐002 POINTER 1 EA…3 Z01CS0606PC BOLT HEX HEAD 4 EA…3 Z01LW0606P0 LOCKWASHER SPLIT 4 EA..2 Z8608‐T02A‐000 BRKTS‐2 ENGINE MTD IR STARTERS 1 EA...3 7/8 Z031‐186 BRACKET ANGLE 2 EA…3 11/13 Z026‐012 SHIM SOLID 8 EA…3 12/14 Z026‐037 SHIM LAMINATED 4 EA...3 Z01CS1226PC BOLT HEX HEAD 4 EA...3 Z01LW1200P0 LOCKWASHER SPLIT 4 EA..2 Z8608‐T03A‐000 STARTERS‐2 ENG MTD IR 1 EA...3 18 Z031‐839 MOTOR STARTING 1 EA...3 19 Z031‐834 MOTOR STARTING 1 EA...3 Z01CS1018PC BOLT HEX HEAD 6 EA...3 Z01EN1000PC NUT PLAIN HEX 6 EA..2 Z8608‐T04A‐000 VLVS‐2 I‐R STARTRS 1 EA...3 20 Z030‐034 STRAINER IN‐LINE SHIPPED LOOSE 2 EA...3 21 Z033‐193‐001 VALVE AIR STG SHIPPED LOOSE 2 EA

22 Z030‐421 LUBRICATOR SHIPPED LOOSE 2 EA..2 Z8608‐T05B‐000 BARRING DEVICE‐ SKID MTD 1 EA…3 Z026‐010 STUD DOUBLE END 2 EA…3 Z01HN1200PC NUT PLAIN HEX 2 EA…3 Z01LW1200P0 LOCKWASHER SPLIT 2 EA

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…3 Z040‐043‐001 BARRING DEVICE ASSY 1 EA….4 23 Z025‐838 SUPPORT BARRING 1 EA....4 24 ZT‐241 PIN‐PIVOT 1 EA….4 Z08CP0800SP PIN COTTER 2 EA….4 25 ZT‐240 LEVER STRAIGHT 1 EA….4 ZBM‐10046 FITTING GREASE 1 EA….4 26 ZT‐242‐A PIN DOWEL 1 EA….4 Z01RP163600 PIN ROLL 1 EA….4 27 ZH‐6237‐1 DOG 1 EA…3 Z01CS1224PC BOLT HEX HEAD 2 EA…3 Z01LW1200P0 LOCKWASHER SPLIT 2 EA.1 Z8609‐016 PLATFORM ‐ RAILS ‐ LADDERS 1 EA..2 Z8609‐T01A‐001 BRACKETS ‐ NONE 12 & 16 CYLINDER 1 EA..2 Z8609‐T02A‐000 RAILS ‐ ETC ‐ NONE 12 & 16 CYLINDER 1 EA..2 Z8609‐T03A‐000 PLATFORMS ‐ NONE ‐ 12 & 16 CYLINDER 1 EA.1 Z8610‐016 ENGINE TOOLS 1 EA..2 Z8610‐T01B‐000 ENGINE TOOLS ‐ Vee 1 EA..2 Z8610‐T02B‐000 TORQUE WRENCH‐With Extensions 1 EA..2 Z8610‐T03B‐000 WEB DEFLECTION GAUGE 1 EA..2 Z8610‐T04C‐003 PRECHAMBER TOOLS 1 EA..2 Z8610‐T05C‐006 TURBO TOOLS‐Elliott 1 EA.1 Z8698‐016 ENGINE TESTS 1 EA..2 Z8698‐T01A‐006 TEST ‐ VARIABLE SPEED‐ES4014 12 & 16 CYL 1 EA..2 Z8698‐T02A‐000 TEST ‐ SPECIAL ‐ 12 & 16 CYLINDER 1 EA

8600 SERIES SKETCHES

PDVSA Services, Inc. - 16SGTD - SN's- 355319, 355329 Manual

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Transcript of PDVSA Services, Inc. - 16SGTD - SN's- 355319, 355329 Manual