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Specification No.

.
â

RP
Available to order in book ä
format and on CD.

CO
6,12,&16 Cylinder
Operation & Maintenance
Second Edition

ER This document contains proprietary and trade secret information and

W
is given to the receiver in confidence. The receiver by reception and
retention of the document accepts the document in confidence and
agrees that, except as with the prior expressed written permission of
Waukesha Engine, Dresser Inc., it will; (1) not use the document or any
copy thereof or the confidential or trade secret information therein; (2)
not copy or reproduce the document in whole, or in part without the prior
PO

written approval of Waukesha Engine, Dresser Inc., and (3) not

disclose to others either the document or the confidential or trade secret
information contained therein.
All sales and information herein supplied subject to Standard Terms of
Sale, including limitation of liability.
T
AF
KR

FORM 6277
Copyright 1997, 2001 All rights reserved
Waukesha Engine
Dresser, Inc.
Waukesha, Wisconsin 53188
Printed in U.S.A. 12/01

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 KRAFT POWER CORP.
CONTENTS

List Of Illustrations General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 5

On Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 5
List Of Tables
Section 1.10 -- Rigging And Lifting
How To Use This Manual Engines

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Engine Rigging And Lifting . . . . . . . . . . . . . . . . . . 1.10 -- 1

RP
Location Of The Lifting Eyes . . . . . . . . . . . . . . 1.10 -- 1
CHAPTER 1 -- SAFETY AND Correct Method Of Rigging
And Lifting Engine . . . . . . . . . . . . . . . . . . . . . . . 1.10 -- 1
GENERAL
Section 1.15 -- General Information
Section 1.00 -- Warning Tags And Decal General Information . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 1
Locations

CO
Features And Benefits . . . . . . . . . . . . . . . . . . . 1.15 -- 1
Warning Tags And Decal Locations . . . . . . . . . . . 1.00 -- 1 Basic Engine Description . . . . . . . . . . . . . . . . . . . 1.15 -- 1
VHP 6 Cylinder Engines . . . . . . . . . . . . . . . . . . . . 1.00 -- 1 Component Descriptions . . . . . . . . . . . . . . . . . . . . 1.15 -- 2
VHP 12 Cylinder Engines . . . . . . . . . . . . . . . . . . . 1.00 -- 3 Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 2
VHP 16 Cylinder Engines . . . . . . . . . . . . . . . . . . . 1.00 -- 6 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 2
Intake Manifold(s) . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 2
Section 1.05 -- Safety
Exhaust Manifold(s) . . . . . . . . . . . . . . . . . . . . . 1.15 -- 2
Safety Introduction . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 1
Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 2
Safety Tags And Decals . . . . . . . . . . . . . . . . . . . . 1.05 -- 1
Equipment Repair And Service . . . . . . . . . . . . . . 1.05 -- 1
ER
Acids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2
Body Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Liners . . . . . . . . . . . . . . . . . . . . . . . . . .
Camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Head And Valves . . . . . . . . . . . . . . . .
Turbocharger(s) . . . . . . . . . . . . . . . . . . . . . . . . .
1.15
1.15
1.15
1.15
1.15
--
--
--
--
--
2
2
2
2
2
Chemicals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2
W
Custom Engine Control Ignition Module . . . . 1.15 -- 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2
Custom Engine Control Detonation
Cleaning Solvents . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2 Sensing Module . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 3
Liquid Nitrogen/Dry Ice . . . . . . . . . . . . . . . . . . . 1.05 -- 2 Intercooler(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 3
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2
PO

Carburetor(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 3
Heated Or Frozen . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2 Serial Numbers And Engine
Interference Fit . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2 Nameplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 3
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 3 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 3
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 3 Engine Identification Views . . . . . . . . . . . . . . . . . . 1.15 -- 5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 3 Six Cylinder GL Views . . . . . . . . . . . . . . . . . . . 1.15 -- 5
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 3 Twelve Cylinder GSI Views . . . . . . . . . . . . . . . 1.15 -- 8
Twelve Cylinder GL Views . . . . . . . . . . . . . . . 1.15 -- 10
T

Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 3
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 3 Sixteen Cylinder GL Views . . . . . . . . . . . . . . 1.15 -- 13
Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 4 Engine Specifications . . . . . . . . . . . . . . . . . . . . . 1.15 -- 16
AF

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 4 Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 19

Gaseous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 4 Engine Timing Data . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 21
Liquid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 4 Temperature And Pressure Test Points . . . . . . 1.15 -- 21
Intoxicants And Narcotics . . . . . . . . . . . . . . . . . . . 1.05 -- 4 Service Tools List . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 27
Pressurized Fluids/Gas/Air . . . . . . . . . . . . . . . . . . 1.05 -- 4 General Torque Values . . . . . . . . . . . . . . . . . . . . 1.15 -- 28
KR

Protective Guards . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 4 English/Metric Conversions . . . . . . . . . . . . . . . . 1.15 -- 30

Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 5 Index Of Sealants, Adhesives
And Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 32
Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 5
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 5
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 5
Pneumatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 5
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 5
Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 5

FORM 6277 Second Edition i

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CONTENTS

CHAPTER 2 -- ENGINE SYSTEMS Section 2.25 -- Cooling System

Description
Section 2.00 -- Speed Governing System Cooling System Description . . . . . . . . . . . . . . . . . 2.25 -- 1
Description Jacket Water Header/Jacket Water . . . . . . . . 2.25 -- 1

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Speed Governing System Description . . . . . . . . 2.00 -- 1 Exhaust Manifold . . . . . . . . . . . . . . . . . . . . . . . . 2.25 -- 1

RP
Woodwardä UG-8L Governor . . . . . . . . . . . . . 2.00 -- 1 Jacket Water Pump . . . . . . . . . . . . . . . . . . . . . . 2.25 -- 2
Woodwardä UG-Actuator Governor . . . . . . . 2.00 -- 1 Water Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 -- 2
Woodwardä UG-8 Dial Governor . . . . . . . . . . 2.00 -- 1 Cluster Thermostat Housing . . . . . . . . . . . . . . 2.25 -- 3
Woodwardä EG-3P Electronic Surge Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 -- 3
Governing System . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 2 Remote Heat Transfer Device . . . . . . . . . . . . . 2.25 -- 3
Overspeed Governor (Option) . . . . . . . . . . . . . 2.00 -- 2 Auxiliary Water Pump . . . . . . . . . . . . . . . . . . . . 2.25 -- 3

CO
Governor Linkage . . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 3 Intercooler(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 -- 3
Magnetic Pickup . . . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 3 Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 -- 4
Air Actuator For UG Governors . . . . . . . . . . . . 2.00 -- 3 Auxiliary Water Remote Heat
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 4 Transfer Device . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 -- 4

Section 2.05 -- Fuel System Description Section 2.30 -- Lubrication System

Fuel System Description . . . . . . . . . . . . . . . . . . . . 2.05 -- 1 Description
Main Fuel Gas Pressure Regulators . . . . . . . 2.05 -- 1 Lubrication System Description . . . . . . . . . . . . . . 2.30 -- 1
Carburetor(s) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prechamber Regulator . . . . . . . . . . . . . . . . . . .
Prechamber Gas Valve . . . . . . . . . . . . . . . . . .
Prechamber Gas Safety Shutdown Valve . . .
Admission Valve Assemblies . . . . . . . . . . . . . .
2.05
2.05
2.05
2.05
--
--
--
--
2.05 -- 3
ER
2
2
2
2
Prelube System Components . . . . . . . . . . . . . 2.30 -- 1
Internal Oil Control . . . . . . . . . . . . . . . . . . . . . . 2.30 -- 1
Oil Pan And Pickup Screen . . . . . . . . . . . . . . . 2.30 -- 4
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.30 -- 4
2.30 -- 4
Prechambers And Spark Plug Carriers . . . . . 2.05 -- 3 Oil Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.30 -- 5
W
Custom Engine Control Air/Fuel Microspin Cleanable Lube Oil
Module System . . . . . . . . . . . . . . . . . . . . . . . . . 2.05 -- 4 Filtering System . . . . . . . . . . . . . . . . . . . . . . . . . 2.30 -- 6
Low Fuel Pressure System Engines . . . . . . . 2.05 -- 5 Prelube Pushbutton Valve . . . . . . . . . . . . . . . . 2.30 -- 7
Prelube Pump/Motor . . . . . . . . . . . . . . . . . . . . . 2.30 -- 7
PO

Section 2.10 -- Ignition System

Prelube Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.30 -- 7
Description
In-line Lubricator . . . . . . . . . . . . . . . . . . . . . . . . 2.30 -- 8
Ignition System Description . . . . . . . . . . . . . . . . . 2.10 -- 1
Lube Oil Level Regulator -- Optional . . . . . . . 2.30 -- 8
Spark Plugs, Spark Plug Carriers,
And Connectors . . . . . . . . . . . . . . . . . . . . . . . . . 2.10 -- 1 Section 2.35 -- Exhaust System
Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10 -- 2 Description
Custom Engine Control Ignition Module . . . . 2.10 -- 2 Exhaust System Description . . . . . . . . . . . . . . . . . 2.35 -- 1
T

Magneto Ignition System . . . . . . . . . . . . . . . . . 2.10 -- 4 Exhaust Manifold(s) . . . . . . . . . . . . . . . . . . . . . 2.35 -- 1

CSA Ignition System . . . . . . . . . . . . . . . . . . . . . 2.10 -- 4 Turbocharger(s) . . . . . . . . . . . . . . . . . . . . . . . . . 2.35 -- 2
Custom Engine Control Detonation Wastegate(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.35 -- 2
AF

Sensing Module . . . . . . . . . . . . . . . . . . . . . . . . . 2.10 -- 5

Section 2.40 -- Crankcase Breather
Section 2.15 -- Air Intake System
System Description
Description
Crankcase Breather System Description . . . . . . 2.40 -- 1
Carburetor(s) And Intake Manifold(s) . . . . . . . 2.15 -- 1
Separator Screen Maintenance . . . . . . . . . . . 2.40 -- 1
Air Cleaner(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15 -- 2
KR

Oil Separator(s) . . . . . . . . . . . . . . . . . . . . . . . . . 2.40 -- 2

Turbocharger(s) . . . . . . . . . . . . . . . . . . . . . . . . . 2.15 -- 2
Choke Valve/Vacuum Valve . . . . . . . . . . . . . . . 2.40 -- 3
Intercooler(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15 -- 2
Breather Regulator . . . . . . . . . . . . . . . . . . . . . . 2.40 -- 4
Section 2.20 -- Turbocharger System Venturi Extractor . . . . . . . . . . . . . . . . . . . . . . . . 2.40 -- 4
Description Crankcase Pressure Relief
Valves (Option) . . . . . . . . . . . . . . . . . . . . . . . . . 2.40 -- 5
Turbocharger System Description . . . . . . . . . . . . 2.20 -- 1
Turbocharger(s) . . . . . . . . . . . . . . . . . . . . . . . . . 2.20 -- 1

ii FORM 6277 Second Edition

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 KRAFT POWER CORP.
CONTENTS
Section 2.45 -- Prelube And Starting Governor Maintenance . . . . . . . . . . . . . . . . . . . 4.00 -- 1
System Description Governor Rod Maintenance . . . . . . . . . . . . . . 4.00 -- 2

Prelube And Starting System Description . . . . . 2.45 -- 1 Section 4.05 -- Fuel System Maintenance
Prelube Pushbutton Valve . . . . . . . . . . . . . . . . 2.45 -- 1 Fuel System Maintenance . . . . . . . . . . . . . . . . . . 4.05 -- 1

.
Prelube Pump And Motor . . . . . . . . . . . . . . . . . 2.45 -- 1 Regulator Filter Cleaning

RP
In-line Lubricator . . . . . . . . . . . . . . . . . . . . . . . . 2.45 -- 1 And Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 1
Start Pushbutton Valve . . . . . . . . . . . . . . . . . . . 2.45 -- 2 Exhaust Gas Analysis For
Starter Motor -- Air/Gas . . . . . . . . . . . . . . . . . . 2.45 -- 2 Waukesha Engines . . . . . . . . . . . . . . . . . . . . . 4.05 -- 2
Starter Motor -- Electric Start . . . . . . . . . . . . . . 2.45 -- 2 Admission Valve Maintenance . . . . . . . . . . . . 4.05 -- 2
Lock Nut Replacement P/N 211587 And
Section 2.50 -- Engine Protection P/N 211587A Admission Valves . . . . . . . . . . . . . . 4.05 -- 4
Shutdown System

CO
Admission Valve Service Kit Installation . . . . . . . 4.05 -- 4
Description Fuel System Adjustment General
Engine Protection Shutdown System Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 6
Description Options . . . . . . . . . . . . . . . . . . . . . . . . 2.50 -- 1 Exhaust Gas Analysis For
K-Type Thermocouples . . . . . . . . . . . . . . . . . . 2.50 -- 1 Waukesha Engines . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 6
Thermocouple Junction Box . . . . . . . . . . . . . . 2.50 -- 3 Oxygen Analyzer . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 7
Manual Speed Control Lever And Rich Burn (GSI) . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 8
Governor Speed Control Lever . . . . . . . . . . . . 2.50 -- 3 Rich Burn Applications . . . . . . . . . . . . . . . . . . . . 4.05 -- 11

Customer Supplied Control Switches . . . . . . 2.50 -- 4

Pressure And Temperature ER
Ignition Switch(es) . . . . . . . . . . . . . . . . . . . . . . . 2.50 -- 4

Switch Calibration . . . . . . . . . . . . . . . . . . . . . . . 2.50 -- 4

Optional Instrument Panel . . . . . . . . . . . . . . . . 2.50 -- 4
Detonation Sensing Module And Sensors . . 2.50 -- 5
Naturally Aspirated Engines
With Impco Model 600 And
600D Carburetors . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 11
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 11
Regulator Setting . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 11
Carburetor Adjustment
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(6 Cylinder Engine) . . . . . . . . . . . . . . . . . . . . . 4.05 -- 11
Carburetor Adjustment (Each Bank For
12 Or 16 Cylinder Engine) . . . . . . . . . . . . . . . 4.05 -- 12
CHAPTER 3 -- ENGINE STARTUP Vee Engine Intake Manifold
AND SHUTDOWN Vacuum Balance . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 12
PO

Turbocharged Engines With Impco

Model 600 And 600D Carburetors . . . . . . . . . . . 4.05 -- 13
Section 3.00 -- Engine Startup And
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 13
Shutdown
Regulator Setting . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 13
Prestart Inspection . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 -- 1
Carburetor Adjustment
Engine Startup Procedures . . . . . . . . . . . . . . . . . . 3.00 -- 3 (6 Cylinder Engine) . . . . . . . . . . . . . . . . . . . . . 4.05 -- 13
Engine During Operation Checks . . . . . . . . . . . . 3.00 -- 5 Carburetor Adjustment (Each Bank
T

Engine Shutdown Procedures . . . . . . . . . . . . . . . 3.00 -- 7 For 12 Or 16 Cylinder Engine) . . . . . . . . . . . 4.05 -- 14

Routine Shutdown . . . . . . . . . . . . . . . . . . . . . . . 3.00 -- 7 Vee Engine Intake Manifold
Emergency Shutdown . . . . . . . . . . . . . . . . . . . 3.00 -- 7 Vacuum Balance . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 14
AF

Maintenance Of Standby Units . . . . . . . . . . . . . . 3.00 -- 9 Naturally Aspirated Engines Operating

On Low BTU Gas With (Single Fuel)
Engine Performance Record . . . . . . . . . . . . . . . 3.00 -- 10 Impco Model 600 Series Carburetors . . . . . . . . 4.05 -- 14
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 14
Regulator Setting
CHAPTER 4 -- ENGINE (6 Cylinder Engine And/Or Each
KR

Bank Of 12 Or 16 Cylinder Engine) . . . . . . . 4.05 -- 15

MAINTENANCE AND Carburetor Adjustment
STORAGE (6 Cylinder Engines) . . . . . . . . . . . . . . . . . . . . 4.05 -- 15
Carburetor Adjustment (Each Bank
Section 4.00 -- Speed Governing System For 12 Or 16 Cylinder Engine) . . . . . . . . . . . 4.05 -- 15
Maintenance Vee Engine Intake Manifold
Vacuum Balance . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 16
Speed Governing System Maintenance . . . . . . . 4.00 -- 1

FORM 6277 Second Edition iii

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 KRAFT POWER CORP.
CONTENTS
Turbocharged Engines Operating On Vee Engine Intake Manifold Pressure
Low BTU Gas (Single Fuel) With Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 25
Impco Model 600 Carburetors . . . . . . . . . . . . . . 4.05 -- 16 Naturally Aspirated Engines With Parallel
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 16 Carburetion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 25
Regulator Setting Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 25

.
(6 Cylinder Engine And/Or Each Bank Natural Gas Operation . . . . . . . . . . . . . . . . . . 4.05 -- 25
Of 12 Or 16 Cylinder Engine) . . . . . . . . . . . . 4.05 -- 17

RP
Digester Gas Operation . . . . . . . . . . . . . . . . . 4.05 -- 26
Carburetor Adjustment
6 & 12 Cylinder GSI Engines Operating On
(6 Cylinder Engines) . . . . . . . . . . . . . . . . . . . . 4.05 -- 17
Natural Gas Fuel (850 -- 900 BTU) With Low
Carburetor Adjustment Fuel Pressure System . . . . . . . . . . . . . . . . . . . . . 4.05 -- 27
(Each Bank For 12 Cylinder Engine) . . . . . . 4.05 -- 17
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 27
Vee Engine Intake Manifold
Fuel System Adjustment Prior To
Pressure Balance . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 18

CO
Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 27
Naturally Aspirated Engines Operating
Preliminary Settings After
On Low BTU Gas And Natural Gas
Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 27
(Dual Fuel) Carburetion . . . . . . . . . . . . . . . . . . . . 4.05 -- 18
Carburetor Adjustment
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 18
(6 Cylinder Engine) . . . . . . . . . . . . . . . . . . . . . 4.05 -- 27
Regulator Setting For Natural Gas
Carburetor Adjustment
Operation (6 Cylinder And/Or Each Bank
(Each Bank Of 12 Cylinder Engine) . . . . . . . 4.05 -- 28
For 12 Or 16 Cylinder Engine) . . . . . . . . . . . 4.05 -- 19
Lean Burn Applications . . . . . . . . . . . . . . . . . . . . 4.05 -- 29
Regulator Setting For Low BTU Gas
Operation (6 Cylinder And/Or Each Bank
For 12 Or 16 Cylinder Engine) . . . . . . . . . . . 4.05 -- 19
Carburetor Adjustment For Natural Gas
Operation (6 Cylinder Engine) . . . . . . . . . . . . 4.05 -- 19
Carburetor Adjustment For Natural Gas
Operation (Each Bank For 12 Or 16
ER Engines With Impco 600D Carburetors
And Engine Mounted Fisherä 99 Regulators
(Fuel Only Prechamber System) . . . . . . . . . . . . 4.05 -- 29
Physical Requirements . . . . . . . . . . . . . . . . .
Fuel System Adjustment Prior To
Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . .
4.05 -- 29

4.05 -- 29
Cylinder Engine) . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 20 Fuel System Adjustment Settings
W
Carburetor Adjustment For Low BTU After Engine Startup . . . . . . . . . . . . . . . . . . . . 4.05 -- 29
Gas Operation (6 Cylinder Engine) . . . . . . . 4.05 -- 20 Engines With Impco 600d Carburetors
Carburetor Adjustment For Low BTU Natural Gas Fuel Air/Fuel Prechamber . . . . . . . 4.05 -- 30
Gas Operation (Each Bank For Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 30
PO

12 Or 16 Cylinder Engine) . . . . . . . . . . . . . . . 4.05 -- 21

Fuel System Adjustment Prior To
Vee Engine Intake Manifold Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 30
Vacuum Balance . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 21
Preliminary Settings After
Turbocharged Engines Operating On Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 31
Low BTU Gas And Natural Gas
Final Fuel System Adjustments . . . . . . . . . . 4.05 -- 32
(Dual Fuel) With Impco Model
600 Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 22 Engines Operating On Low BTU Fuel
With Impco 600D Carburetors . . . . . . . . . . . . . . 4.05 -- 32
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 22
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 32
T

Regulator Setting For Natural Gas Operation

(6 Cylinder Engines And/Or Each Fuel System Adjustment Prior To
Bank For 12 Or 16 Cylinder Engine) . . . . . . 4.05 -- 22 Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 32
AF

Regulator Setting For Low BTU Gas Operation Preliminary Settings After
(6 Cylinder Engines And/Or Each Bank Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 33
Of 12 Cylinder Engine) . . . . . . . . . . . . . . . . . . 4.05 -- 22 Final Fuel System Adjustments . . . . . . . . . . 4.05 -- 33
Carburetor Adjustment For Natural Gas 6 & 12 Cylinder Engines Operating On
Operation (6 Cylinder Engine) . . . . . . . . . . . . 4.05 -- 23 Natural Gas Fuel (850 -- 900 BTU) With
Carburetor Adjustment For Natural Gas Low Fuel Pressure System . . . . . . . . . . . . . . . . . 4.05 -- 34
KR

Operation (Each Bank For 12 Or 16 Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 34

Cylinder Engine) . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 23 Fuel System Adjustment Prior To
Carburetor Adjustment For Low BTU Gas Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 35
Operation (6 Cylinder Engine) . . . . . . . . . . . . 4.05 -- 24 Preliminary Settings After
Carburetor Adjustment For Low BTU Gas Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 35
Operation (Each Bank For 12 Or 16 Final Fuel System Adjustments . . . . . . . . . . 4.05 -- 35
Cylinder Engine) . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 24
Engines Operating On Dual Fuel With
Impco 600D Carburetors . . . . . . . . . . . . . . . . . . . 4.05 -- 36

iv FORM 6277 Second Edition

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 KRAFT POWER CORP.
CONTENTS
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 36 Cooling System Specifications And
Fuel System Adjustment Recommendations . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 2
Prior To Engine Startup . . . . . . . . . . . . . . . . . 4.05 -- 36 Jacket Cooling Water Circuit --
Preliminary Settings Initial Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 3
After Engine Startup . . . . . . . . . . . . . . . . . . . . 4.05 -- 37 Auxiliary Cooling Water Circuit -- Initial Fill . . 4.25 -- 4

.
Engines Operating On Natural Gas Cooling Water System -- Air Bleed . . . . . . . . . 4.25 -- 4

RP
(Primary Fuel) And HD-5 Propane Vapor Cooling Water Circuits --
(Secondary Fuel For Emergency Backup) . . . . 4.05 -- 39 Drain And Flush . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 5
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 39 Idler Pulley Bearing Lubrication . . . . . . . . . . . 4.25 -- 8
Fuel System Adjustments Prior Auxiliary Water Pump Bearings
To Engine Startup . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 39 Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 8
Fuel System Adjustment After Grease Recommendations . . . . . . . . . . . . . . . 4.25 -- 9
Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 40

CO
Jacket Water Pump Drive Belts
6 & 12 Cylinder Engines Operating Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 9
On Landfill Gas Fuel (400 -- 500 BTU)
Jacket Water Pump Drive Belt
Digester Gas Fuel (500 -- 650 BTU)
Tension Adjustment . . . . . . . . . . . . . . . . . . . . 4.25 -- 11
With Low Fuel Pressure System . . . . . . . . . . . . 4.05 -- 41
Auxiliary Water Pump Drive Belt
Physical Requirements . . . . . . . . . . . . . . . . . 4.05 -- 41
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 13
Fuel System Adjustment
Auxiliary Water Pump Drive Belt
Prior To Engine Startup . . . . . . . . . . . . . . . . . 4.05 -- 42
Tension Adjustment . . . . . . . . . . . . . . . . . . . . 4.25 -- 14
Preliminary Settings After

Section 4.10 -- Ignition System

Maintenance
ER
Engine Startup . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 42
Final Fuel System Adjustments . . . . . . . . . . 4.05 -- 43

Ignition Maintenance . . . . . . . . . . . . . . . . . . . . . . . 4.10 -- 1

Jacket/Auxiliary Water Pump Inspection . . . 4.25 -- 16

Section 4.30 -- Lubrication System

Maintenance
Lubrication System Maintenance . . . . . . . . . . . . . 4.30 -- 1
Oil Fill -- Initial Procedure . . . . . . . . . . . . . . . . . 4.30 -- 1
W
Oil Cooler and Lube Oil Filter
Spark Plug Maintenance -- Non-CSA . . . . . . . 4.10 -- 1
Installation Requirements . . . . . . . . . . . . . . . . 4.30 -- 2
Spark Plug Maintenance -- CSA . . . . . . . . . . . 4.10 -- 4
Crankcase Oil Level Checking . . . . . . . . . . . . 4.30 -- 2
Timing Adjustment -- Dynamic (Magneto) . . . 4.10 -- 8 Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 3
CEC Ignition Module Timing Adjustment --
Oil Pan Maintenance . . . . . . . . . . . . . . . . . . . . 4.30 -- 3
PO

Dynamic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10 -- 10
Oil Pickup Screen Maintenance . . . . . . . . . . . 4.30 -- 4
Shielded Ignition Harness -- G, GSI . . . . . . . 4.10 -- 11
Oil Cooler Maintenance . . . . . . . . . . . . . . . . . . 4.30 -- 7
Ignition System General Maintenance
And Inspection . . . . . . . . . . . . . . . . . . . . . . . . . 4.10 -- 12 Lube Oil System Air Bleed . . . . . . . . . . . . . . . . 4.30 -- 7
Lube Oil Filter Maintenance . . . . . . . . . . . . . . 4.30 -- 8
Section 4.15 -- Air Intake System Lube Oil Filter Relief Valve Inspection . . . . . 4.30 -- 10
Maintenance Lube Oil Strainer Maintenance . . . . . . . . . . . 4.30 -- 11
Air Intake System Maintenance . . . . . . . . . . . . . . 4.15 -- 1 Magnetic Plug Maintenance . . . . . . . . . . . . . 4.30 -- 12
T

Air Filter Maintenance . . . . . . . . . . . . . . . . . . . 4.15 -- 1 Lube Oil Pressure Adjustment . . . . . . . . . . . 4.30 -- 12

Prelube Y-Strainer Maintenance . . . . . . . . . . 4.30 -- 13
Section 4.20 -- Turbocharger System
AF

Microspin Maintenance . . . . . . . . . . . . . . . . . 4.30 -- 14

Maintenance
Lubricating Oil Performance . . . . . . . . . . . . . 4.30 -- 16
Turbocharger System Maintenance . . . . . . . . . . 4.20 -- 1
Oil Designations . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 16
Turbocharger Inspection . . . . . . . . . . . . . . . . . 4.20 -- 1
Oil Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 16
Turbocharger Lubrication Check . . . . . . . . . . 4.20 -- 2
Oil Recommendations . . . . . . . . . . . . . . . . . . 4.30 -- 16
Wastegate Adjustment For Altitude . . . . . . . . 4.20 -- 2
Catalyst Contaminants . . . . . . . . . . . . . . . . . . 4.30 -- 16
KR

Prelube Pressure Check Valve Inspection . . . . . 4.20 -- 3

Oil Filtration Requirements . . . . . . . . . . . . . . 4.30 -- 17
Section 4.25 -- Cooling System Extended Oil Drain Intervals . . . . . . . . . . . . . 4.30 -- 17
Maintenance Waukesha Cogeneration Installations . . . . . 4.30 -- 17
Cooling System Maintenance . . . . . . . . . . . . . . . . 4.25 -- 1 Sour Gas, Digester Gas And
Landfill Gas, Recommendations . . . . . . . . . . 4.30 -- 17
Cooling System Additives . . . . . . . . . . . . . . . . 4.25 -- 1
Recommended Lube Oils For
Landfill Gas Applications . . . . . . . . . . . . . . . . 4.30 -- 18

FORM 6277 Second Edition v

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 KRAFT POWER CORP.
CONTENTS
Recommendations For Fuel Gas Section 4.50 -- Engine Protection System
Filtration Of Solids And Liquids . . . . . . . . . . . 4.30 -- 18
Maintenance
Lube Oil Condemning Limits . . . . . . . . . . . . . 4.30 -- 20
Engine Protection System Maintenance . . . . . . . 4.50 -- 1
Oil Viscosity Selection . . . . . . . . . . . . . . . . . . 4.30 -- 21
K-Type Thermocouples Inspection . . . . . . . . . 4.50 -- 1
Multi-Viscosity Oils . . . . . . . . . . . . . . . . . . . . . 4.30 -- 21

.
Pressure And Temperature Switches
Synthetic Oils . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 21
Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.50 -- 2

RP
Low Ambient Temperature Operation . . . . . 4.30 -- 21
Optional Instrument Panel . . . . . . . . . . . . . . . . 4.50 -- 2
Lube Oil Consumption Guidelines . . . . . . . . 4.30 -- 21
Optional Sensors Inspection . . . . . . . . . . . . . . 4.50 -- 2
Formulas For Determining Oil
Manual Speed Control Lever
Consumption Rates . . . . . . . . . . . . . . . . . . . . 4.30 -- 21
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.50 -- 2
Recommended Oil Change Intervals . . . . . . . . 4.30 -- 22
Detonation Sensing Module And Sensors . . 4.50 -- 3
Section 4.35 -- Exhaust System

CO
Section 4.55 -- Valve Adjustment
Maintenance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . 4.55 -- 1
Exhaust System Maintenance . . . . . . . . . . . . . . . 4.35 -- 1 Intake And Exhaust Valves --
Exhaust System Backpressure Adjustment -- 6, 12 And 16 Cylinder
Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.35 -- 1 VHP Gas Engines . . . . . . . . . . . . . . . . . . . . . . . 4.55 -- 1
Exhaust System Temperature Monitoring . . . 4.35 -- 1
Section 4.60 -- Maintenance Schedule
Exhaust System Inspection . . . . . . . . . . . . . . . 4.35 -- 1
Engine Performance Record . . . . . . . . . . . . . . . . 4.60 -- 5
Section 4.40 -- Crankcase Breather
System Maintenance
Crankcase Breather System Maintenance . . . . . 4.40 -- 1
Separator Screen Maintenance . . . . . . . . . . . 4.40 -- 1
Oil Separator(s) Maintenance . . . . . . . . . . . . . 4.40 -- 3
ER Section 4.65 -- Engine Storage
Engine Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.65 -- 1
Preservation Equipment And Material . . . . . . 4.65 -- 1
Waukesha Engine Preservative Oil . . . . . . . . . . . 4.65 -- 2
Waukesha Engine Preservative
Crankcase Pressure Check . . . . . . . . . . . . . . . 4.40 -- 5
W
Oil Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.65 -- 2
Crankcase Pressure Adjustment
Use Of Other Preservative Oils
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 6
And Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.65 -- 2
Crankcase Pressure Adjustment . . . . . . . . . . 4.40 -- 7
Engine Storage -- New . . . . . . . . . . . . . . . . . . . . . . 4.65 -- 3
Crankcase Breather Regulator
PO

Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.65 -- 3
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 7
Non-Operational . . . . . . . . . . . . . . . . . . . . . . . . 4.65 -- 3
Crankcase Breather Regulator --
Cleaning And Inspection . . . . . . . . . . . . . . . . . 4.40 -- 8 Engine Storage -- Used . . . . . . . . . . . . . . . . . . . . . 4.65 -- 4
Crankcase Pressure Relief Valves Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.65 -- 4
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 8 Non-Operational . . . . . . . . . . . . . . . . . . . . . . . . 4.65 -- 4
Engines Returned To Service After Storage . . . 4.65 -- 4
Section 4.45 -- Prelube And Starting
System Maintenance
T

Prelube And Starting System Maintenance . . . . 4.45 -- 1

Electric Starter System Maintenance . . . . . . . 4.45 -- 1
CHAPTER 5 -- TROUBLESHOOTING
AF

Air/Gas Starter Lubrication Reservoir

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.45 -- 1 Section 5.00 -- Troubleshooting
In-line Lubricator . . . . . . . . . . . . . . . . . . . . . . . . 4.45 -- 2 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.00 -- 1
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.45 -- 4 Alphabetical Index . . . . . . . . . . . . . . . . . A--1
Battery Connection . . . . . . . . . . . . . . . . . . . . . . 4.45 -- 4
Alternator Servicing . . . . . . . . . . . . . . . . . . . . . 4.45 -- 4
KR

Alternator Noise . . . . . . . . . . . . . . . . . . . . . . . . . 4.45 -- 5

Jackshaft Alternator V-Belt Tension . . . . . . . . 4.45 -- 5
WARRANTY
Crankshaft Alternator V-Belt Tension . . . . . . . 4.45 -- 5
Waukesha Engine -- Dresser, Inc.
Alternator V-Belt Maintenance . . . . . . . . . . . . 4.45 -- 6

vi FORM 6277 Second Edition

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 KRAFT POWER CORP.
ILLUSTRATIONS

LIST OF ILLUSTRATIONS
Section 1.00 -- Warning Tags And Decal Figure 1.00-22. Caution Label --
P/N 211920H--Do Not Pressure Wash . . 1.00 -- 12
Locations

.
Figure 1.00-1. VHP 6 Cylinder Safety Section 1.10 -- Rigging And Lifting

RP
Label Locations . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 2 Engines
Figure 1.00-2. VHP 12 Cylinder Safety Figure 1.10-1. Typical Lifting Shackle . . . . . . . 1.10 -- 1
Label Locations . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 4
Figure 1.10-2. Correct Method Of Lifting
Figure 1.00-3. VHP 12 Cylinder Safety Engine -- 6 Cylinder -- Side Views . . . . . . . 1.10 -- 2
Label Locations . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5
Figure 1.10-3. Correct Method Of Lifting
Figure 1.00-4. VHP 16 Cylinder Safety Engine -- 6 Cylinder -- Rear View . . . . . . . 1.10 -- 3
Label Locations . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 6

CO
Figure 1.10-4. Correct Method Of Lifting
Figure 1.00-5. VHP 16 Cylinder Safety 12 And 16 Cylinder Engines -- 12 Cylinder
Label Locations . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 7 Rear View Shown . . . . . . . . . . . . . . . . . . . . 1.10 -- 3
Figure 1.00-6. Warning Label -- Figure 1.10-5. Correct Method Of Lifting 12
P/N 211910A -- Safety Guard . . . . . . . . . . . 1.00 -- 8 And 16 Cylinder Engines --
Figure 1.00-7. Warning Label -- 12 Cylinder Side Views Shown . . . . . . . . . 1.10 -- 3
P/N 211910E P/N211910W--
Gas Venting . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 8 Section 1.15 -- General Information
Figure 1.00-8. Warning Label -- Figure 1.15-1. Optional Remote Instrument
P/N 211910J --

Figure 1.00-9. Warning Label --

P/N 211910K --
ER
Safety Guard . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 8

Safety Guard . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 8

Figure 1.00-10. Warning Label --
Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 3
Figure 1.15-2. Waukesha Engine Nameplate --
12 Cylinder Shown . . . . . . . . . . . . . . . . . . . 1.15 -- 4
Figure 1.15-3. Right Side View -- 6 Cylinder
VHP GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 5
Figure 1.15-4. Left Side View -- 6 Cylinder
W
P/N 211910M -- VHP GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 6
Safety Guard . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 9
Figure 1.15-5. Rear View -- 6 Cylinder
Figure 1.00-11. Warning Label -- VHP GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 7
P/N 211910N -- Maximum Gas
Figure 1.15-6. Right Side View -- 12 Cylinder
Regulator Pressure . . . . . . . . . . . . . . . . . . . 1.00 -- 9
PO

VHP GSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 8

Figure 1.00-12. Warning Label -- Figure 1.15-7. Left Side View -- 12 Cylinder
P/N 211910S -- Vent Flammable Gas . . . . 1.00 -- 9 VHP GSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 9
Figure 1.00-13. Warning Label -- Figure 1.15-8. Right Side View -- 12 Cylinder
P/N 211911 -- Maximum Air Prelube VHP GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 10
Motor Pressure . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 9
Figure 1.15-9. Left Side View -- 12 Cylinder
Figure 1.00-14. Warning Label -- VHP GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 11
P/N 211910W -- Gas Venting . . . . . . . . . . . 1.00 -- 9
Figure 1.15-10. Rear View -- 12 Cylinder . . . . 1.15 -- 12
Figure 1.00-15. Warning Label --
T

P/N 211911B -- Built Without Figure 1.15-11. Right Side View -- 16 Cylinder
Engine Protection . . . . . . . . . . . . . . . . . . . 1.00 -- 10 VHP GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 13
Figure 1.15-12. Front View -- 16 Cylinder
AF

Figure 1.00-16. Warning Label --

VHP GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 14
P/N 211911C -- Barring Device . . . . . . . . 1.00 -- 10
Figure 1.15-13. Rear View -- 16 Cylinder
Figure 1.00-17. Warning Label --
VHP GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 15
P/N 211911E --
150 psi Gas Inlet Pressure . . . . . . . . . . . . 1.00 -- 11 Figure 1.15-14. Rear View -- 6 Cylinder . . . . . 1.15 -- 21
Figure 1.00-18. Caution Label -- Figure 1.15-15. Right And Left Side Views --
P/N 211920D -- 6 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 22
KR

Hot Surface . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 11 Figure 1.15-16. Right And Left Side Views --
Figure 1.00-19. Caution Label -- 12 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 23
P/N 211920E -- Hot Components . . . . . . 1.00 -- 11 Figure 1.15-17. Rear View -- 12 Cylinder . . . . 1.15 -- 24
Figure 1.00-20. Caution Label -- Figure 1.15-18. Right And Left Side View --
P/N 211920F -- Eye/Ear Protection . . . . . 1.00 -- 11 16 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 25
Figure 1.00-21. Safety Instructions -- Figure 1.15-19. Front And Rear Views --
P/N 211930A -- Lifting Instructions . . . . . 1.00 -- 12 16 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 26

Form 6277 Second Edition vii

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 KRAFT POWER CORP.
ILLUSTRATIONS

Section 2.00 -- Speed Governing System Figure 2.10-7. Hall-effect Pickup Location --
6 And 12 Cylinder Engines --
Figure 2.00-1. Woodwardä UG-8L Governor . 2.00 -- 1 12 Cylinder Shown . . . . . . . . . . . . . . . . . . . 2.10 -- 3
Figure 2.00-2. Woodwardä UG-8 Dial Figure 2.10-8. Magneto . . . . . . . . . . . . . . . . . . . 2.10 -- 4
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 2
Figure 2.10-9. CSA Spark Adapter And Coil --

.
Figure 2.00-3. EG-3P Actuator- 6 Cylinder G, GSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10 -- 4
Shown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 2

RP
Figure 2.10-10. CSA Ignition -- GL Engines --
Figure 2.00-4. Overspeed Pressure Switch . . . 2.00 -- 2 6 Cylinder Shown . . . . . . . . . . . . . . . . . . . . . 2.10 -- 4
Figure 2.00-5. Governor Speed Control Lever 2.00 -- 3 Figure 2.10-11. Detonation Sensing
Figure 2.00-6. Manual Speed Control Lever . . 2.00 -- 3 Module System . . . . . . . . . . . . . . . . . . . . . . 2.10 -- 5
Figure 2.00-7. Governor Magnetic Pickup . . . . 2.00 -- 3 Figure 2.10-12. Detonation Sensing
Figure 2.00-8. Governor Mounted Module System . . . . . . . . . . . . . . . . . . . . . . 2.10 -- 5
Air Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 3

CO
Section 2.15 -- Air Intake System
Figure 2.00-9. 2301A Load Sharing And
Speed Control . . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 4 Figure 2.15-1. 6 Cylinder Carburetor
And Intake Manifold . . . . . . . . . . . . . . . . . . . 2.15 -- 1
Figure 2.00-10. 2301A Speed Control . . . . . . . 2.00 -- 4
Figure 2.15-2. 12 Cylinder Carburetor
Section 2.05 -- Fuel System Description And Intake Manifold -- Right Bank . . . . . . . 2.15 -- 1
Figure 2.05-1. 12 Cylinder Right Side Figure 2.15-3. 16 Cylinder Carburetor
Engine View . . . . . . . . . . . . . . . . . . . . . . . . . 2.05 -- 1 And Intake Manifold -- Right Bank . . . . . . . 2.15 -- 1
Figure 2.05-2. Fisherä 99 Main Fuel Gas Figure 2.15-4. 6 Cylinder GSI -- Rear View . . . 2.15 -- 2
Pressure Regulator -- 12 Cylinder GSI . . . 2.05 -- 1
Figure 2.05-3. Carburetor --
Right Side View . . . . . . . . . . . . . . . . . . . . . . 2.05 -- 2
Figure 2.05-4. Prechamber Regulator -- GL . . 2.05 -- 2
Figure 2.05-5. Prechamber Gas Valve --
ER Figure 2.15-5. 12 Cylinder GL -- Rear View . . . 2.15 -- 2
Figure 2.15-6. 16 Cylinder GSI --
Right Bank . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15 -- 2

Section 2.20 -- Turbocharger System

Figure 2.20-1. Turbocharger --
6 Cylinder GL Engine Shown . . . . . . . . . . . 2.05 -- 2
W
6 Cylinder Rear View . . . . . . . . . . . . . . . . . . 2.20 -- 1
Figure 2.05-6. Prechamber Gas Safety
Figure 2.20-2. Turbochargers --
Shutdown Valve -- 6 Cylinder Engine
12 Cylinder GL Rear View . . . . . . . . . . . . . 2.20 -- 1
GL Shown . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.05 -- 3
Figure 2.20-3. Turbochargers --
Figure 2.05-7. GL Admission Valve . . . . . . . . . 2.05 -- 3
16 Cylinder GSI Side View . . . . . . . . . . . . . 2.20 -- 1
PO

Figure 2.05-8. Prechamber/Spark Plug

Carrier Assembly GL Engines . . . . . . . . . . 2.05 -- 3 Section 2.25 -- Cooling System
Figure 2.05-9. Air/Fuel Module Front Panel . . 2.05 -- 4 Figure 2.25-1. Water Outlet Elbows . . . . . . . . . 2.25 -- 1
Figure 2.05-10. AFM Actuator - Figure 2.25-2. 6 Cylinder Engine
6 Cylinder Engine Shown . . . . . . . . . . . . . . 2.05 -- 4 Cooling Components . . . . . . . . . . . . . . . . . . 2.25 -- 2
Figure 2.05-11. Low Fuel Pressure System -- Figure 2.25-3. 12 Cylinder Engine
6 Cylinder Engine Shown . . . . . . . . . . . . . . 2.05 -- 5 Cooling Components . . . . . . . . . . . . . . . . . . 2.25 -- 2
Figure 2.05-12. Low Fuel Pressure System --
T

Figure 2.25-4. 16 Cylinder Engine

12 Cylinder Engine . . . . . . . . . . . . . . . . . . . 2.05 -- 5 Cooling Components . . . . . . . . . . . . . . . . . . 2.25 -- 2
Figure 2.05-13. Low Fuel Pressure System -- Figure 2.25-5. Surge Tank (Optional) . . . . . . . . 2.25 -- 3
AF

6 Cylinder Engine Shown . . . . . . . . . . . . . . 2.05 -- 5

Figure 2.25-6. Intercoolers --
Figure 2.05-14. Low Fuel Pressure System -- 12 Cylinder Engine . . . . . . . . . . . . . . . . . . . 2.25 -- 3
12 Cylinder Engine Shown . . . . . . . . . . . . . 2.05 -- 5 Figure 2.25-7. Intercoolers --
16 Cylinder Engine . . . . . . . . . . . . . . . . . . . 2.25 -- 3
Section 2.10 -- Ignition System
Figure 2.25-8. Oil Cooler --
Figure 2.10-1. Spark Plug Carriers . . . . . . . . . . 2.10 -- 1 6 Cylinder Engine . . . . . . . . . . . . . . . . . . . . 2.25 -- 4
KR

Figure 2.10-2. Spark Plug Carrier And Figure 2.25-9. Oil Cooler --
Prechamber Design -- GL Cylinder 12 Cylinder Engine Mounted Shown . . . . 2.25 -- 4
Head Cutaway View . . . . . . . . . . . . . . . . . . 2.10 -- 2
Figure 2.10-3. Spark Plug, Connector, And Section 2.30 -- Lubrication System
Ignition Coil -- Standard Ignition . . . . . . . . 2.10 -- 2 Figure 2.30-1. Internal Oil Flow System . . . . . . 2.30 -- 2
Figure 2.10-4. IM Diagnostic LEDs . . . . . . . . . . 2.10 -- 2 Figure 2.30-2. External Oil System
Figure 2.10-5. CEC Timing Disc . . . . . . . . . . . . 2.10 -- 3 Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.30 -- 3
Figure 2.10-6. Hall-effect Pickup Location -- Figure 2.30-3. 6 Cylinder Engine Oil Pan
P9390 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10 -- 3 And Pickup Screen Assembly . . . . . . . . . . 2.30 -- 4
viii Form 6277 Second Edition

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 KRAFT POWER CORP.
ILLUSTRATIONS

Figure 2.30-4. 6 And 12 Cylinder Engine Figure 2.40-14. Crankcase Pressure

Oil Pump -- 12 Cylinder Shown . . . . . . . . . 2.30 -- 4 Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 2.40 -- 5
Figure 2.30-5. 16 Cylinder Engine Oil Pump . . 2.30 -- 4
Section 2.45 -- Prelube And Starting
Figure 2.30-6. Oil Cooler --
6 Cylinder Engine . . . . . . . . . . . . . . . . . . . . 2.30 -- 5 System

.
Figure 2.30-7. Oil Cooler -- Figure 2.45-1. Start And Prelube

RP
12 Cylinder Engine . . . . . . . . . . . . . . . . . . . 2.30 -- 5 Pushbutton Valves . . . . . . . . . . . . . . . . . . . . 2.45 -- 1
Figure 2.30-8. Lube Oil Strainer . . . . . . . . . . . . 2.30 -- 5 Figure 2.45-2. Prelube Pump And Motor . . . . . 2.45 -- 1
Figure 2.30-9. Microspin Centrifuge Figure 2.45-3. In-line Lubricator, Prelube
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.30 -- 6 Pump And Motor --
12 Cylinder Engine Shown . . . . . . . . . . . . . 2.45 -- 1
Figure 2.30-10. Cleanable Oil Filter
Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.30 -- 6 Figure 2.45-4. In-line Lubricator . . . . . . . . . . . . 2.45 -- 2
Figure 2.45-5. Air/Gas Starter . . . . . . . . . . . . . . 2.45 -- 2

CO
Figure 2.30-11. Engine Mounted
Microspin Centrifuge Option . . . . . . . . . . . . 2.30 -- 6 Figure 2.45-6. Electric Starter . . . . . . . . . . . . . . 2.45 -- 2
Figure 2.30-12. Prelube Pushbutton Valve . . . 2.30 -- 7
Figure 2.30-13. Prelube Motor/Pump
Section 2.50 -- Engine Protection
Assembly -- Similar All Engines . . . . . . . . . 2.30 -- 7 Shutdown System
Figure 2.30-14. Prelube Valve -- Figure 2.50-1. Lube Oil Inlet
6 Cylinder Engine Shown . . . . . . . . . . . . . . 2.30 -- 7 Temperature Sensor -- 12 Cylinder
Figure 2.30-15. In-line Lubricator . . . . . . . . . . . 2.30 -- 8 Engine Shown . . . . . . . . . . . . . . . . . . . . . . . 2.50 -- 1
Figure 2.30-16. Lube Oil Level Regulator . . . . 2.30 -- 8
Figure 2.30-17. Lube Oil Level Regulator . . . . 2.30 -- 8

Section 2.35 -- Exhaust System

Figure 2.35-1. Exhaust System Components . 2.35 -- 1
Figure 2.35-2. Water Outlet Elbows . . . . . . . . . 2.35 -- 1
ER Figure 2.50-2. Jacket Water
Temperature Sensor -- 12 Cylinder
Engine Shown . . . . . . . . . . . . . . . . . . . . . . . 2.50 -- 1
Figure 2.50-3. Exhaust Thermocouples
Arrangement -- 12 Cylinder Engine . . . . . . 2.50 -- 2
Figure 2.50-4. Intake Manifold Temperature
Sensor -- 12 Cylinder Engine Shown . . . . 2.50 -- 2
W
Figure 2.35-3. Turbocharger and Wastegate -- Figure 2.50-5. Exhaust Thermocouple --
6 Cylinder Engine Shown . . . . . . . . . . . . . . 2.35 -- 2 12 Cylinder Engine Rear Left . . . . . . . . . . . 2.50 -- 2
Section 2.40 -- Crankcase Breather Figure 2.50-6. Main Bearing Temperature
Thermocouples -- 12 Cylinder Engine . . . 2.50 -- 3
System
PO

Figure 2.50-7. Thermocouple Junction Box

Figure 2.40-1. Crankcase Separator Screen -- And Governor Speed Control Lever . . . . . 2.50 -- 3
6 Cylinder Engine Shown . . . . . . . . . . . . . . 2.40 -- 1
Figure 2.50-8. Manual Shutdown Lever . . . . . . 2.50 -- 3
Figure 2.40-2. Crankcase Separator Screen --
12 Cylinder Engine Shown . . . . . . . . . . . . . 2.40 -- 1 Figure 2.50-9. Control Panel -- Left Side . . . . . 2.50 -- 4
Figure 2.40-3. Oil Separator Assembly -- Figure 2.50-10. 16 Cylinder Control Panel . . . 2.50 -- 4
6 Cylinder Engine Shown . . . . . . . . . . . . . . 2.40 -- 2 Figure 2.50-11. Optional Remote
Figure 2.40-4. Oil Separator Assembly -- Instrument Panel . . . . . . . . . . . . . . . . . . . . . 2.50 -- 4
Figure 2.50-12. CEC IM and DSM . . . . . . . . . . 2.50 -- 5
T

Right Rear, 12 Cylinder Engine Shown . . 2.40 -- 2

Figure 2.40-5. Oil Separator Assembly -- Figure 2.50-13. Detonation Sensing Module Front Panel
Left Front,12 Cylinder Engine Shown . . . . 2.40 -- 2 2.50 -- 5
AF

Figure 2.40-6. Oil Separator Assembly -- Figure 2.50-14. Detonation Sensing Module
16 Cylinder Engine Shown . . . . . . . . . . . . . 2.40 -- 2 LCD Display . . . . . . . . . . . . . . . . . . . . . . . . . 2.50 -- 5
Figure 2.40-7. Oil Separator -- Figure 2.50-15. Detonation Sensors . . . . . . . . . 2.50 -- 6
6 And 12 Cylinder Engine . . . . . . . . . . . . . . 2.40 -- 3
Figure 2.40-8. Venturi/Adjusting Screw
Section 3.00 -- Engine Startup And
Assembly -- 6 Cylinder GSI Shown . . . . . . 2.40 -- 3 Shutdown
KR

Figure 2.40-9. Ejector Breather/Adjusting Figure 3.00-1. Engine Guards --

Valve Assembly -- 6 Cylinder Shown . . . . 2.40 -- 3 12 Cylinder Engine Shown . . . . . . . . . . . . . 3.00 -- 1
Figure 2.40-10. Vacuum Valve Assembly . . . . 2.40 -- 4 Figure 3.00-2. Air Restriction Indicator/Filter --
Figure 2.40-11. Vacuum Valve Assembly . . . . . 2.40 -- 4 6 Cylinder Engine Shown . . . . . . . . . . . . . . 3.00 -- 1
Figure 2.40-12. Venturi Extractor/Choke Figure 3.00-3. Engine Barring Device --
Valve Assembly -- 12 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 2
12 Cylinder GL Shown . . . . . . . . . . . . . . . . 2.40 -- 4 Figure 3.00-4. Dipstick . . . . . . . . . . . . . . . . . . . . 3.00 -- 2
Figure 2.40-13. Breather Regulator . . . . . . . . . 2.40 -- 4 Figure 3.00-5. Woodwardä UG-8L Governor . 3.00 -- 2

Form 6277 Second Edition ix

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 KRAFT POWER CORP.
ILLUSTRATIONS

Figure 3.00-6. Control Panel -- Figure 4.05-4. Admission Valve . . . . . . . . . . . . . 4.05 -- 3

12 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 3 Figure 4.05-5. Admission Valve Assembly . . . 4.05 -- 3
Figure 3.00-7. Control Panel -- Figure 4.05-6. Current Dimension . . . . . . . . . . . 4.05 -- 4
16 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 3
Figure 4.05-7. Spring Depth In Cold Poppet . . 4.05 -- 4
Figure 3.00-8. Manual Speed Control Lever --
Figure 4.05-8. Spring Seats In Cold Poppets . 4.05 -- 5

.
6 Cylinder GSI Engine . . . . . . . . . . . . . . . . 3.00 -- 3
Figure 4.05-9. Install Stainless Steel Washer

RP
Figure 3.00-9. Manual Speed Control Lever -- In Cylinder Head . . . . . . . . . . . . . . . . . . . . . 4.05 -- 6
12 Cylinder GL Engine . . . . . . . . . . . . . . . . 3.00 -- 3
Figure 4.05-10. Exhaust Gas Analyzer Tool
Figure 3.00-10. Manual Speed Control Lever -- Kit Plumbing Schematic . . . . . . . . . . . . . . . 4.05 -- 7
16 Cylinder GSI Engine . . . . . . . . . . . . . . . 3.00 -- 3
Figure 4.05-11. Air/Fuel Ratio Settings . . . . . . 4.05 -- 8
Figure 3.00-11. Governor Speed Control Lever --
Figure 4.05-12. Standard Natural Gas Oxygen
12 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 4
And Carbon Monoxide . . . . . . . . . . . . . . . . 4.05 -- 9
Figure 3.00-12. Governor Speed Control Lever --

CO
Figure 4.05-13. Main Fuel Gas Pressure
16 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 4
Regulators, External Adjustment . . . . . . . . 4.05 -- 9
Figure 3.00-13. Fuel Shutoff Valve --
Figure 4.05-14. Water Manometer
Customer Supplied . . . . . . . . . . . . . . . . . . . 3.00 -- 4
Connections -- Right Bank . . . . . . . . . . . . 4.05 -- 10
Figure 3.00-14. Control Panel --
Figure 4.05-15. Water Manometer
16 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 5
Connections -- Left Bank . . . . . . . . . . . . . 4.05 -- 10
Figure 3.00-15. Optional Remote
Figure 4.05-16. Turbocharger Exhaust
Instrument Panel . . . . . . . . . . . . . . . . . . . . . 3.00 -- 5
Inlet Elbow -- Right Bank . . . . . . . . . . . . . 4.05 -- 10
Figure 3.00-16. Air Restriction Indicator --
12 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 5
Figure 3.00-17. Air Restriction Indicator --
16 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 5
Figure 3.00-18. Detonation Sensing Module --
Front Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 -- 6
ER Figure 4.05-17. Exhaust Oxygen Vs.
Fuel Saturated Low Heat Value . . . . . . . . 4.05 -- 33
Figure 4.05-18. Gas/Air Setting Vs.
Fuel Saturated Low Heat Value . . . . . . . . 4.05 -- 37
Figure 4.05-19. Exhaust Oxygen Vs.
Fuel Saturated Low Heat Value . . . . . . . . 4.05 -- 37
Figure 3.00-19. IM Diagnostic LEDs . . . . . . . . . 3.00 -- 6 Figure 4.05-20. Exhaust Oxygen Vs.
W
Figure 3.00-20. Control Panel -- Fuel Saturated Low Heat Value . . . . . . . . 4.05 -- 43
12 Cylinder Engine Right Side . . . . . . . . . . 3.00 -- 7
Figure 3.00-21. Control Panel -- Section 4.10 -- Ignition System
12 Cylinder Engine Left Side . . . . . . . . . . . 3.00 -- 7 Maintenance
PO

Figure 3.00-22. CSA Control Panel -- Figure 4.10-1. Install Spark Plug/Connections
6 Cylinder Engine Right Side . . . . . . . . . . . 3.00 -- 8 P/N 211357H Extension . . . . . . . . . . . . . . . 4.10 -- 2
Figure 3.00-23. Control Panel -- Figure 4.10-2. Spark Plug Carriers . . . . . . . . . . 4.10 -- 2
16 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 8 Figure 4.10-3. Apply KRYTOX)
Figure 3.00-24. Manual Speed Control Lever -- GPL-206 Grease . . . . . . . . . . . . . . . . . . . . . 4.10 -- 3
6 Cylinder GSI Engine . . . . . . . . . . . . . . . . 3.00 -- 8 Figure 4.10-4. VHP Spark Plug
Figure 3.00-25. Manual Speed Control Lever -- Recess Cover . . . . . . . . . . . . . . . . . . . . . . . . 4.10 -- 3
12 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 -- 9 Figure 4.10-5. VHP Spark Plug
T

Figure 3.00-26. Manual Speed Control Lever -- Recess Cover Vent Cap . . . . . . . . . . . . . . . 4.10 -- 4
16 Cylinder GSI Engine . . . . . . . . . . . . . . . 3.00 -- 9 Figure 4.10-6. CSA Spark Adapter
Figure 3.00-27. Governor Speed Control Lever -- And Coil -- G, GSI . . . . . . . . . . . . . . . . . . . . 4.10 -- 4
AF

12 Cylinder Engine . . . . . . . . . . . . . . . . . . . 3.00 -- 9 Figure 4.10-7. CSA Spark Adapter

And Coil -- G, GSI . . . . . . . . . . . . . . . . . . . . 4.10 -- 4
Section 4.00 -- Speed Governing System Figure 4.10-8. CSA Spark Plug -- G, GSI . . . . . 4.10 -- 5
Maintenance Figure 4.10-9. CSA GL Spark Plug
Figure 4.00-1. Governor Oil Level Sight Glass 4.00 -- 1 Extension And Coil Assembly . . . . . . . . . . 4.10 -- 6
Figure 4.10-10. Apply KRYTOX)
KR

Figure 4.00-2. Woodwardä UG-8L Governor . 4.00 -- 1

Figure 4.00-3. Governor Rod Assembly . . . . . . 4.00 -- 2 GPL-206 Grease . . . . . . . . . . . . . . . . . . . . . 4.10 -- 7
Figure 4.10-11. Spark Plug Extension . . . . . . . 4.10 -- 7
Section 4.05 -- Fuel System Figure 4.10-12. Typical Nameplate
Figure 4.05-1. Fisherä 99 Regulator Fuel Location -- 12 Cylinder Shown . . . . . . . . . . 4.10 -- 8
Gas Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 1 Figure 4.10-13. Timing Pointer -- Rear Right . . 4.10 -- 8
Figure 4.05-2. Fisherä 99 Regulator Filter . . . 4.05 -- 2 Figure 4.10-14. Magneto/Magneto
Figure 4.05-3. GL Admission Valve Adapter Flange . . . . . . . . . . . . . . . . . . . . . . . 4.10 -- 8
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.05 -- 2 Figure 4.10-15. Timing Tapes . . . . . . . . . . . . . . 4.10 -- 9
x Form 6277 Second Edition

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 KRAFT POWER CORP.
ILLUSTRATIONS

Figure 4.10-16. Timing Switches Figure 4.25-10. Drive Belt Tension Tester . . . 4.25 -- 11
“A” And “B” . . . . . . . . . . . . . . . . . . . . . . . . . 4.10 -- 10 Figure 4.25-11. Jacket Water Pump
Figure 4.10-17. Flywheel Timing Opening . . . 4.10 -- 10 Drive Belt Tensioning --
Figure 4.10-18. Shielded Ignition 12 Cylinder Shown . . . . . . . . . . . . . . . . . . 4.25 -- 12
Wiring Harness . . . . . . . . . . . . . . . . . . . . . . 4.10 -- 11 Figure 4.25-12. Jacket Water Pump Drive

.
Figure 4.10-19. No. 1 Cylinder Belt Tension -- 12 Cylinder Shown . . . . . . . . . 4.25 -- 12

RP
Junction Box . . . . . . . . . . . . . . . . . . . . . . . . 4.10 -- 11 Figure 4.25-13. Adjusting/Idler Lever
Assembly -- 6 Cylinder Shown . . . . . . . . . 4.25 -- 13
Section 4.15 -- Air Intake System Figure 4.25-14. Adjusting/Idler Lever
Maintenance Assembly -- 12 Cylinder . . . . . . . . . . . . . . 4.25 -- 13
Figure 4.15-1. Air Cleaner Assembly -- Figure 4.25-15. Auxiliary Water Pump Belts --
6 And 12 Cylinder Engines . . . . . . . . . . . . . 4.15 -- 1 12 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 13

CO
Figure 4.15-2. Air Cleaner Assembly -- Figure 4.25-16. Jacket And Auxiliary Water
6 And 12 Cylinder Engines . . . . . . . . . . . . . 4.15 -- 2 Pump Belts -- 12 Cylinder . . . . . . . . . . . . . 4.25 -- 14
Figure 4.15-3. Air Cleaner Assembly -- Figure 4.25-17. Drive Belt Tension Tester . . . 4.25 -- 15
6 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15 -- 3 Figure 4.25-18. Jacket Water Pump
Figure 4.15-4. Air Cleaner Assembly -- “Weep” Hole -- Water Pump
16 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15 -- 4 Shown Removed . . . . . . . . . . . . . . . . . . . . 4.25 -- 16
Figure 4.15-5. Prefilter Pad -- 16 Cylinder . . . . 4.15 -- 4 Figure 4.25-19. Auxiliary Water Pump . . . . . . 4.25 -- 16
Figure 4.15-6. Air Cleaner Assembly --
Section 4.30 -- Lubrication System

Section 4.20 -- Turbocharger System

Maintenance
Figure 4.20-1. Turbochargers --
ER
16 Cylinder Engines . . . . . . . . . . . . . . . . . . 4.15 -- 5

12 Cylinder Rear View . . . . . . . . . . . . . . . . 4.20 -- 1

Maintenance
Figure 4.30-1. Oil Filler Pipe . . . . . . . . . . . . . . . 4.30 -- 1
Figure 4.30-2. Dipstick . . . . . . . . . . . . . . . . . . . . 4.30 -- 1
Figure 4.30-3. Oil Pan Door Assembly --
Standard VHP Production . . . . . . . . . . . . . 4.30 -- 3
Figure 4.30-4. Oil Pickup Screen Assembly --
W
Figure 4.20-2. Turbochargers --
16 Cylinder Side View . . . . . . . . . . . . . . . . . 4.20 -- 1 6 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 4
Figure 4.20-3. Turbocharger Oil Drain Tubes -- Figure 4.30-5. Oil Pickup Screen Assembly --
12 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 4.20 -- 2 12 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 5
Figure 4.20-4. Turbocharger Prelube Figure 4.30-6. Ferry Head Capscrew --
PO

Check Valve -- 6 Cylinder . . . . . . . . . . . . . . 4.20 -- 3 16 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 6

Figure 4.20-5. Turbocharger Prelube Figure 4.30-7. Oil Pickup Screen Assembly --
Check Valve -- 12 Cylinder . . . . . . . . . . . . . 4.20 -- 3 16 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 7
Figure 4.30-8. Lube Oil Filter . . . . . . . . . . . . . . . 4.30 -- 8
Section 4.25 -- Cooling System Figure 4.30-9. Full-Flow Lube Oil Filter . . . . . . 4.30 -- 9
Maintenance Figure 4.30-10. Filter Element/Relief
Figure 4.25-1. Optional Ball Valve -- Valve Configuration -- 6 Cylinder . . . . . . . . 4.30 -- 9
12 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 3
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Figure 4.30-11. Filter Element/Relief

Figure 4.25-2. Idler Pulley Bearing Lube -- Valve Configuration -- 12 Cylinder . . . . . . . 4.30 -- 9
12 Cylinder Shown . . . . . . . . . . . . . . . . . . . 4.25 -- 8 Figure 4.30-12. Filter Element/Relief
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Figure 4.25-3. Idler Pulley Bearing Lube -- Valve Configuration -- 16 Cylinder . . . . . . . 4.30 -- 9
16 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 8 Figure 4.30-13. Lube Oil Filter Relief Valve
Figure 4.25-4. Auxiliary Water Pump Lube -- Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 10
6 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 8 Figure 4.30-14. Lube Oil Strainer Assembly . 4.30 -- 11
Figure 4.25-5. Auxiliary Water Pump Lube -- Figure 4.30-15. Turbocharger Oil Supply
12 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 9 Magnetic Plug -- 12 Cylinder Shown . . . . 4.30 -- 12
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Figure 4.25-6. Auxiliary Water Pump Lube -- Figure 4.30-16. Cylinder Head Oil Supply
16 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 9 Rear Magnetic Plug --
Figure 4.25-7. Adjusting/Idler Lever 12 Cylinder Shown . . . . . . . . . . . . . . . . . . 4.30 -- 12
Assembly -- 12 Cylinder Shown . . . . . . . . 4.25 -- 10 Figure 4.30-17. Cylinder Head Oil Supply
Figure 4.25-8. Adjusting/Idler Lever Rear Magnetic Plug --
Assembly -- 6 Cylinder Shown . . . . . . . . . 4.25 -- 10 12 Cylinder Shown . . . . . . . . . . . . . . . . . . 4.30 -- 12
Figure 4.25-9. Tighten Idler Pulley Figure 4.30-18. Lube Oil Pressure
Bracket Bolts -- Control Valve -- Engine Mounted
12 Cylinder Shown . . . . . . . . . . . . . . . . . . 4.25 -- 10 Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 12

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ILLUSTRATIONS

Figure 4.30-19. Lube Oil Pressure Figure 4.45-2. Air/Gas Starter . . . . . . . . . . . . . . 4.45 -- 1
Control Valve -- Remote Oil Cooler . . . . . 4.30 -- 13
Figure 4.45-3. Air/Gas Starter Reservoir . . . . . 4.45 -- 2
Figure 4.30-20. Y-Strainer -- 12 Cylinder . . . . 4.30 -- 13
Figure 4.30-21. Prelube Y-Strainer . . . . . . . . . 4.30 -- 13 Figure 4.45-4. In-line Lubricator And
Figure 4.30-22. VHP Cleanable Oil Prelube Motor/Pump Assembly . . . . . . . . . 4.45 -- 2

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Filter Elements . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 14 Figure 4.45-5. In-line Lubricator . . . . . . . . . . . . 4.45 -- 3

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Figure 4.30-23. Service And Cleaning Of
Microspin P/N 489189 And P/N 214105 Figure 4.45-6. Jackshaft Driven Alternator
Centrifuge . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 15 And Guards . . . . . . . . . . . . . . . . . . . . . . . . . . 4.45 -- 4
Figure 4.30-24. Can Nut -- Side View . . . . . . . 4.30 -- 15 Figure 4.45-7. Crankshaft Driven Alternator . . 4.45 -- 4

Section 4.40 -- Crankcase Breather Figure 4.45-8. Alternator Belt

System Maintenance Adjustment Pivot . . . . . . . . . . . . . . . . . . . . . 4.45 -- 5

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Figure 4.40-1. Crankcase Separator Screen -- Figure 4.45-9. Alternator Belt
6 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 1 Adjustment Bolt . . . . . . . . . . . . . . . . . . . . . . 4.45 -- 5
Figure 4.40-2. Crankcase Separator Screen -- Figure 4.45-10. Alternator Belt Adjustment . . . 4.45 -- 5
6 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 1
Figure 4.40-3. Crankcase -- Rear Right . . . . . . 4.40 -- 2
Figure 4.40-4. Crankcase Separator Screen Section 4.50 -- Engine Protection System
Assembly -- 12 Cylinder Shown . . . . . . . . . 4.40 -- 2 Maintenance
Figure 4.40-5. Oil Separator 6 And 12
Cylinder Engines . . . . . . . . . . . . . . . . . . . . . 4.40 -- 3
Figure 4.40-6. Oil Separator Assembly --
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Rear Right . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 3
Figure 4.40-7. Pry Screen From Cover . . . . . . 4.40 -- 3
Figure 4.40-8. Wring Foam Dry . . . . . . . . . . . . . 4.40 -- 4
Figure 4.50-1. Jacket Water
Temperature Sensor . . . . . . . . . . . . . . . . . . 4.50 -- 1

Figure 4.50-2. Oil Strainer And

Temperature Sensor . . . . . . . . . . . . . . . . . . 4.50 -- 1

Figure 4.50-3. Exhaust Thermocouples . . . . . . 4.50 -- 1

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Figure 4.40-9. Install Foam In Screen . . . . . . . 4.40 -- 4
Figure 4.50-4. Main Bearing Temperature
Figure 4.40-10. Press Screen Into Cover . . . . 4.40 -- 4
Thermocouples . . . . . . . . . . . . . . . . . . . . . . 4.50 -- 2
Figure 4.40-11. Wash Separator
With Solvent . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 4 Figure 4.50-5. Oxygen Sensor -- GSI . . . . . . . . 4.50 -- 2
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Figure 4.40-12. Oil Separator -- Figure 4.50-6. Lean Burn Oxygen Sensing
16 Cylinder Engine . . . . . . . . . . . . . . . . . . . 4.40 -- 5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.50 -- 2
Figure 4.40-13. Oil Separator --
16 Cylinder Engine . . . . . . . . . . . . . . . . . . . 4.40 -- 5 Figure 4.50-7. Manual Shutdown Lever --
12 Cylinder VHP GL Shown . . . . . . . . . . . . 4.50 -- 2
Figure 4.40-14. Install Water
Manometer Tube Connector . . . . . . . . . . . 4.40 -- 5 Figure 4.50-8. Detonation Sensor . . . . . . . . . . . 4.50 -- 3
Figure 4.40-15. Water Manometer . . . . . . . . . . 4.40 -- 6
Figure 4.40-16. Venturi/Adjusting Screw
Section 4.55 -- Valve Adjustment
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Assembly -- 6 Cylinder GSI Shown . . . . . . 4.40 -- 6

Figure 4.40-17. Ejector Breather/Adjusting Figure 4.55-1. Engine Barring Device . . . . . . . 4.55 -- 1
Valve Assembly -- 6 Cylinder Shown . . . . 4.40 -- 6
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Figure 4.40-18. Vacuum Valve Assembly . . . . 4.40 -- 6 Figure 4.55-2. Nameplate -- Current
Production . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.55 -- 2
Figure 4.40-19. Vacuum Valve Assembly . . . . 4.40 -- 6
Figure 4.40-20. Venturi Extractor/Choke Figure 4.55-3. Engine Firing Order
Valve Assembly -- 12 Cylinder And Direction Of Rotation --
GL Shown . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 7 6, 12 And 16 Cylinder Engine . . . . . . . . . . 4.55 -- 3
Figure 4.40-21. Breather Regulator . . . . . . . . . 4.40 -- 7 Figure 4.55-4. Rocker Arms . . . . . . . . . . . . . . . . 4.55 -- 4
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Figure 4.40-22. Breather Regulator

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 8 Figure 4.55-5. Previous Rocker Arm
Adjusting Screws . . . . . . . . . . . . . . . . . . . . . 4.55 -- 4
Figure 4.40-23. Crankcase Pressure
Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 -- 8 Figure 4.55-6. Current Rocker Arm
Adjusting Screws . . . . . . . . . . . . . . . . . . . . . 4.55 -- 4
Section 4.45 -- Prelube And Starting
System Maintenance Figure 4.55-7. Hydraulic Lifter . . . . . . . . . . . . . . 4.55 -- 4

Figure 4.45-1. Electric Starter . . . . . . . . . . . . . . 4.45 -- 1 Figure 4.55-8. Valve Adjusting Wrench . . . . . . 4.55 -- 5

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TABLES

LIST OF TABLES
Section 1.00 -- Warning Tags And Decal Table 4.05-7. Regulator Settings . . . . . . . . . . . 4.05 -- 27
Locations Table 4.05-8. Gas Over Air Settings . . . . . . . . 4.05 -- 29

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Table 1.00-1. VHP 6 Cylinder Engine Table 4.05-9. Gas Over Air Settings . . . . . . . . 4.05 -- 31
Table 4.05-10. Gas Over Air Settings . . . . . . . 4.05 -- 34

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Safety Labels . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 1
Table 1.00-2. VHP 12 Cylinder Engine Table 4.05-11. Gas Over Air Settings . . . . . . . 4.05 -- 41
Safety Labels . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 3
Table 1.00-3. VHP 16 Cylinder Engine
Section 4.10 -- Ignition System
Safety Labels . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 6 Maintenance
Table 4.10-1. Spark Plug Troubleshooting . . . . 4.10 -- 1
Section 1.10 -- Rigging And Lifting
Table 4.10-2. Spark Plug Tools . . . . . . . . . . . . . 4.10 -- 2

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Engines
Table 1.10-1. Engine Dry Weights . . . . . . . . . . 1.10 -- 1 Section 4.25 -- Cooling System
Maintenance
Section 1.15 -- General Information
Table 4.25-1. Water Versus Glycol
Table 1.15-1. Engine Models . . . . . . . . . . . . . . . 1.15 -- 1 Concentration . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 1
Table 1.15-2. VHP Specifications . . . . . . . . . . 1.15 -- 16 Table 4.25-2. Other Cooling System
Table 1.15-3. Torque Values . . . . . . . . . . . . . . 1.15 -- 19 Treatments . . . . . . . . . . . . . . . . . . . . . . . . . . 4.25 -- 2
Table 1.15-4. 1/2 Inch Reach Spark Plugs Table 4.25-3. Air Bleed Petcocks . . . . . . . . . . . 4.25 -- 5
(Used On G and GSI, and 1/2 Inch
Reach Spark Plug Carriers on GL Only) 1.15 -- 19
Table 1.15-5. VHP GL 13/16 Inch Reach
Spark Plugs (Used With 13/16 Inch
Reach Spark Plug Carriers Only) . . . . . . 1.15 -- 20
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Table 1.15-6. Service Tools . . . . . . . . . . . . . . . 1.15 -- 27
Table 4.25-4. Water Drain Petcocks . . . . . . . . . 4.25 -- 6

Section 4.30 -- Lubrication System

Maintenance
Table 4.30-1. Lubrication System . . . . . . . . . . . 4.30 -- 1
Table 4.30-2. Oil Filter Capscrew Pattern . . . . 4.30 -- 8
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Table 1.15-7. Metric Standard Capscrew
Table 4.30-3. Engine Filter Elements . . . . . . . . 4.30 -- 9
Torque Values (Untreated Black Finish) . 1.15 -- 28
Table 4.30-4. Oil Recommendations
Table 1.15-8. Metric Standard Capscrew
By Model . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 16
Torque Values (Electrically Zinc Plated) . 1.15 -- 29
Table 4.30-5. Recommended Lube Oils
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Table 1.15-9. U.S. Standard Capscrew

For Cogeneration Applications
Torque Values . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 30
(Using Pipeline Quality Gas) . . . . . . . . . . 4.30 -- 17
Table 1.15-10. Metric Bolt Diameter To Hex
Table 4.30-6. Recommended Lube Oils
Head Wrench Size Conversion Table . . . 1.15 -- 30
Landfill Gas Applications . . . . . . . . . . . . . 4.30 -- 18
Table 1.15-11. English To Metric
Table 4.30-7. Used Oil Testing And
Formula Conversion Table . . . . . . . . . . . . 1.15 -- 31
Condemnation . . . . . . . . . . . . . . . . . . . . . . 4.30 -- 20
Table 1.15-12. Metric To English
Table 4.30-8. VHP Sump And Header
Formula Conversion Table . . . . . . . . . . . . 1.15 -- 31
Temperatures And SAE Number . . . . . . . 4.30 -- 21
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Table 1.15-13. Sealants, Adhesives, And

Table 4.30-9. Oil Consumption . . . . . . . . . . . . 4.30 -- 21
Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 -- 32
Table 4.30-10. Recommended Oil
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Section 4.05 -- Fuel System Change Intervals For Engines

Receiving Normal Maintenance . . . . . . . . 4.30 -- 22
Table 4.05-1. Thread Sizes . . . . . . . . . . . . . . . . 4.05 -- 3
Table 4.30-11. Recommended Oil
Table 4.05-2. VHP Emission Levels . . . . . . . . . 4.05 -- 9
Change Intervals For Engines
Table 4.05-3. Low BTU Regulator And Receiving Normal Maintenance And
Pressure Requirements . . . . . . . . . . . . . . 4.05 -- 14 Using Gaseous Fuel Containing H2S. . . 4.30 -- 22
Table 4.05-4. Regulator Spring And Table 4.30-12. Duty Cycle Definitions . . . . . . 4.30 -- 22
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Gas/Air Requirements . . . . . . . . . . . . . . . . 4.05 -- 16

Table 4.35-1. Maximum Allowable
Table 4.05-5. Low BTU Regulator And Exhaust Backpressure And Reductions
Pressure Requirements . . . . . . . . . . . . . . 4.05 -- 19 For Speed And Load . . . . . . . . . . . . . . . . . . 4.35 -- 2
Table 4.05-6. Low BTU Regulator Spring
And Gas Over Air Requirements . . . . . . . 4.05 -- 22

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TABLES
Section 4.55 -- Valve Adjustment Table 4.65-1. Waukesha Engine
Preservative Oil Application . . . . . . . . . . . . 4.65 -- 1
Table 4.55-1. Valve Settings 6, 12,
And 16 Cylinder VHP Gas Engines . . . . . 4.55 -- 2 Table 4.65-2. Preservative Oils . . . . . . . . . . . . . 4.65 -- 3
Table 4.60-1. Routine Maintenance Chart . . . . 4.60 -- 1 Table 4.65-3. Protective Materials . . . . . . . . . . . 4.65 -- 3
Table 5.00-1. Troubleshooting Table . . . . . . . . . 5.00 -- 1

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xiv FORM 6277 Second Edition

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 KRAFT POWER CORP.
HOW TO USE THIS MANUAL

Your purchase of a Waukesha VHPä engine was a wise ALWAYS BE ALERT FOR THE SPECIAL WARNINGS
investment. In the industrial engine field the name, WITHIN THE MANUAL TEXT. THESE WARNINGS
Waukesha Engine, stands for quality and durability. With PRECEDE INFORMATION THAT IS CRUCIAL TO
normal care and maintenance this engine will provide YOUR SAFETY AS WELL AS OTHER PERSONNEL
many years of reliable service. WORKING ON OR NEAR THE ENGINE. CAUTIONS

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Before placing the engine in service read Chapters 1 OR NOTES IN THE MANUAL CONTAIN INFORMA-

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and 2 very carefully. These chapters cover Safety, TION THAT RELATES TO POSSIBLE DAMAGE TO
General Information and Engine Operation. THE ENGINE OR ITS COMPONENTS DURING EN-
GINE OPERATION OR MAINTENANCE PROCE-
Section 1.00 -- Warning Tags And Decal Locations -- DURES.
Provides the location of all warning tags and decals and
a duplicate of each tag is illustrated in case the decals or Recommendations and data contained in the manual
tags become lost or damaged. are the latest information available at the time of this

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printing and is subject to change without notice. Since
Section 1.05 -- Safety -- Provides a list of warnings and engine accessories may vary due to customer specifica-
cautions to make you aware of the dangers present tions consult your local distributor or Waukesha Engine
during operation and maintenance of the engine. -- Service Operations Department for any information on
READ THEM CAREFULLY AND FOLLOW THEM subjects beyond the scope of this manual.
COMPLETELY --
Section 1.10 -- Rigging And Lifting Engines -- Provides
information on engine weights and proper lifting proce-
dures.

component weights, torque specifications and clear-

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Section 1.15 -- General Information -- Provides basic
data on the VHP engines such as; nameplate data,

ances. This section also supplies torque values of metric

and standard capscrews as well as conversion data.
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Chapter 2.00 -- Engine System Descriptions -- Provides
basic information on each engine system.
Section 3.00 -- Engine Startup and Shutdown -- Provides
prestart inspection, troubleshooting, routine startup and
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shutdown.
Chapter 4.00 -- Engine Maintenance And Storage --
Provides information for operators’ care of Waukeshaâ
engines.
Chapter 5.00 -- Troubleshooting -- Provides basic engine
troubleshooting.
This manual contains both operation and maintenance
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instructions for the VHP engines. There are five

chapters within the manual and each chapter contains
one or more sections. The title of each chapter or section
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appears at the top of each page. To locate information

on a specific topic, refer to the Table of Contents at the
front of the manual or the Index at the back of the
manual.
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HOW TO USE THIS MANUAL

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CHAPTER 1 -- SAFETY AND GENERAL

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CONTENTS

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SECTION 1.00 -- WARNING TAGS AND DECAL LOCATIONS

SECTION 1.05 -- SAFETY

SECTION 1.10 -- RIGGING AND LIFTING ENGINES

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SECTION 1.15 -- GENERAL INFORMATION
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SECTION 1.00

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WARNING TAGS AND DECAL LOCATIONS

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WARNING TAGS AND DECAL NOTE: The labels shown in this manual are for current
LOCATIONS production engines. Your engine may have the previous
labels, which do not have visuals. The previous labels,
Warning tags and decals are placed so that they are although they look different, will contain similar wordage
visible and readable by the operator when the engine is and will be located very close to the position of the new
running. This section provides detailed diagrams and labels.
location of the safety labels on VHP engines.
NOTE: Not all labels are installed on all engines.
Application will depend on model of engine and optional

All warning tags and decals must be visible and

readable to the operator when the engine is running.
Make sure all warning tags and decals remain
legible and attached. Likewise, all warning tags and
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an electrical starter.
Clean surfaces of engine of all dirt, oil, etc. before
applying labels.

decals removed during any repair work must be VHP 6 CYLINDER ENGINES
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replaced in their original position before the engine
is placed back into service. Old or badly worn decals The warning labels on the VHP 6 cylinder engine have
and tags should also be replaced. Failure to specific placement, and must be replaced if they are
properly replace these important tags and decals defaced or removed for any reason. Table 1.00-1
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can result in severe personal injury or death. describes where each label is located. Figure 1.00-1
shows the exact location of each label.
Table 1.00-1. VHP 6 Cylinder Engine Safety Labels
P/N LABEL TYPE SUBJECT LOCATION
211910A Warning Safety Guard · On the front of governor drive housing
211910E Warning Vent Flammable Gas · On prelube air/gas inlet
211910J Warning Safety Guard · On the front gear housing
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211910K Warning Safety Guard · On the flywheel housing (G) or the intercooler housing (GSI,GL)
211910N Warning Maximum Gas Inlet Pressure · On carburetor body, right side of engine
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211910S Warning Vent Flammable Gas · On right flywheel housing

211910W Warning Vent Flammable Gas · On prelube mounting bracket
211911 Warning Gas Inlet Pressure · Near the air/gas prelube
211911B Warning Built Without Engine Protection · Nytyed on governor control rod on right side of engine.
· On side of crankcase, near barring device
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211911C Warning Barring Device

211911E Warning Gas Inlet Pressure · On right flywheel housing
211920D Caution Hot Components · Located next to turbocharger or exhaust outlet
211920E Caution Hot Components · Located on intercooler
211920F Caution Eye/Ear Protection · On control panel on right side of engine
211930A Safety Lifting Instructions · On front and rear lifting eyes
211920H Caution Pressure Washing · On Ignition Module
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WARNING TAGS AND DECAL LOCATIONS

P/N 211920F
RIGHT VIEW
P/N 211911B
P/N 211920D

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P/N 211930A P/N 211930A

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P/N 211910A
P/N 211920E

P/N 211910K

P/N 211910K

P/N 211911E

P/N 211910S

P/N 211910W

P/N 211911
P/N 211911C
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NOTE: Labels shown apply to standard engine. Labels
can be affected by optional equipment specified.
LEFT VIEW
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P/N 211920D

P/N 211930A
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P/N 211910J
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P/N 211910K

P/N 211910K
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P/N 211911C

P/N 211910E

Figure 1.00-1. VHP 6 Cylinder Safety Label Locations

1.00 -- 2 FORM 6277 Second Edition

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WARNING TAGS AND DECAL LOCATIONS

VHP 12 CYLINDER ENGINES

The warning labels on the VHP 12 cylinder engine have specific placement, and must be replaced if they are defaced
or removed for any reason. Table 1.00-2 describes where each label is located. Figure 1.00-2 and Figure 1.00-3 show
exact location of each label.

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Table 1.00-2. VHP 12 Cylinder Engine Safety Labels

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P/N LABEL TYPE SUBJECT LOCATION
211910A Warning Safety Guard · On the governor drive (G engines only)
211910J Warning Safety Guard · On the front gear housing
· On the intercooler support brackets
211910K Warning Safety Guard
· On the rear lifting eyes (G engines only)

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· On carburetor bodies, both sides of engine
211910N Warning Maximum Gas Inlet Pressure · On air cleaner/carburetor housing both sides of engine (Low Fuel
Pressure System engines only)
211911B Warning Built Without Engine Protection · Nytyed on governor control rod on right side of engine.
211911C Warning Barring Device · On both sides of crankcase, near barring device
· On the rear lifting eyes (G engines only)
211920D Caution Hot Components · On both sides of the water manifold, directly behind the exhaust outlet

211920E

211920F
211930A

211910S
Caution

Caution
Safety

Warning
Hot Components

Eye/Ear Protection
Lifting Instructions

Vent Flammable Gas

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· On heat shield near turbochargers or exhaust outlet
· On control panel on each side of engine
· On front and rear lifting eyes, both sides of engine
· On right flywheel housing
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211910W Warning Vent Flammable Gas · On prelube mounting bracket
211911 Warning Gas Inlet Pressure · On right rear by the air/gas starter
211911E Warning Gas Inlet Pressure · On right flywheel housing
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211920E Caution Hot Components · On intercooler

211920H Caution Pressure Washing · On Ignition Module
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WARNING TAGS AND DECAL LOCATIONS

FRONT VIEW

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P/N 211930A P/N 211930A

P/N 211910A P/N 211910J

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REAR VIEW
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P/N 211920D P/N 211920D

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P/N 211930A P/N 211930A

P/N 211910K
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P/N 211910K
P/N 211911

NOTE: Labels shown apply to standard engine. Labels can be affected by optional equipment specified.

Figure 1.00-2. VHP 12 Cylinder Safety Label Locations

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WARNING TAGS AND DECAL LOCATIONS

LEFT VIEW
P/N 211920D P/N 211920D
P/N 211910N

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P/N 211910W
P/N 211920E

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P/N 211910K

P/N 211910J
P/N 211920F P/N 211910N
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P/N 211920F RIGHT VIEW
P/N 211920D
P/N 211920D
P/N 211910N P/N 211911B
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P/N 211920E
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P/N 211910K
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P/N 211910S
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y

P/N 211911C
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P/N 211910A

P/N 211911E P/N 211910N P/N 211920H

NOTE: Labels shown apply to standard engine. Labels

can be affected by optional equipment specified.

Figure 1.00-3. VHP 12 Cylinder Safety Label Locations

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WARNING TAGS AND DECAL LOCATIONS

VHP 16 CYLINDER ENGINES

The warning labels on the VHP 16 cylinder engine have specific placement, and must be replaced if they are defaced
or removed for any reason. Table 1.00-3 describes where each label is located. Figure 1.00-4 and Figure 1.00-5 show
exact location of each label.

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Table 1.00-3. VHP 16 Cylinder Engine Safety Labels

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P/N LABEL TYPE SUBJECT LOCATION
211910J Warning Safety Guard · On the front gear housing
211910N Warning Maximum Gas Inlet Pressure · On oil pan, below the regulators, both sides of engine
211911B Warning Built Without Engine Protection · Nytyed on governor control rod on right side of engine.
211911C Warning Barring Device · On side of crankcase, near barring device

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211920E Caution Hot Components
· On sides of intercoolers, near turbochargers or exhaust outlet, both
sides of engine
211920F Caution Eye/Ear Protection · On engine control panel
211930A Safety Lifting Instructions · On front and rear lifting eyes, both sides of engine
211910M Warning Safety Guard · On back plate of engine, both sides of the flywheel
211920H Caution Pressure Washing · On Ignition Module

P/N 211920E
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NOTE: Labels shown apply to standard engine. Labels can be affected by optional equipment specified.

P/N 211920E
RIGHT VIEW
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P/N 211920H
P/N 211911C
P/N 211910N
P/N 211920F P/N 211911B (BOTH SIDES)

Figure 1.00-4. VHP 16 Cylinder Safety Label Locations

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WARNING TAGS AND DECAL LOCATIONS

REAR VIEW

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P/N 211930A P/N 211930A

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P/N 211911M P/N 211911M

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FRONT VIEW
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P/N 211930A P/N 211930A

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P/N 211910J P/N 211910J

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NOTE: Labels shown apply to standard engine. Labels

can be affected by optional equipment specified.

Figure 1.00-5. VHP 16 Cylinder Safety Label Locations

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WARNING TAGS AND DECAL LOCATIONS

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Figure 1.00-6. Warning Label -- P/N 211910A -- Safety Guard
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Figure 1.00-7. Warning Label -- P/N 211910E Figure 1.00-9. Warning Label -- P/N 211910K --
P/N211910W-- Gas Venting Safety Guard
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Figure 1.00-8. Warning Label -- P/N 211910J --

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Safety Guard

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WARNING TAGS AND DECAL LOCATIONS

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Safety Guard
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Figure 1.00-10. Warning Label -- P/N 211910M -- Figure 1.00-12. Warning Label -- P/N 211910S --
Vent Flammable Gas
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Figure 1.00-11. Warning Label -- P/N 211910N -- Figure 1.00-13. Warning Label -- P/N 211911 --
Maximum Gas Regulator Pressure Maximum Air Prelube Motor Pressure
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Figure 1.00-14. Warning Label -- P/N 211910W --

Gas Venting

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Figure 1.00-15. Warning Label -- P/N 211911B -- Built Without Engine Protection

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Figure 1.00-16. Warning Label -- P/N 211911C -- Barring Device

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WARNING TAGS AND DECAL LOCATIONS

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Figure 1.00-19. Caution Label -- P/N 211920E --
Hot Components

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Figure 1.00-17. Warning Label -- P/N 211911E --
150 psi Gas Inlet Pressure
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Figure 1.00-20. Caution Label -- P/N 211920F --

Eye/Ear Protection
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Figure 1.00-18. Caution Label -- P/N 211920D --

Hot Surface
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WARNING TAGS AND DECAL LOCATIONS

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Figure 1.00-22. Caution Label -- P/N 211920H--Do Not
Pressure Wash

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Figure 1.00-21. Safety Instructions -- P/N 211930A --
Lifting Instructions
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SECTION 1.05

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SAFETY

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SAFETY INTRODUCTION
The following safety precautions are published for your
information. Waukesha Engine, Dresser, Inc., does not, This symbol identifies information about immediate
by the publication of these precautions, imply or in any hazards. Disregarding this information will result in
way represent that they are the sum of all dangers SEVERE PERSONAL INJURY OR DEATH.
present near industrial engines or fuel rating test units. If
you are installing, operating or servicing a Waukeshaâ
SAFETY TAGS AND DECALS

Health Act must be met when Waukeshaâ products are ER

product, it is your responsibility to ensure full compliance
with all applicable safety codes and requirements. All
requirements of the Federal Occupational Safety and

operated in areas that are under the jurisdiction of the

United States of America. Waukeshaâ products oper-
To avoid severe personal injury or death, all warning
tags and decals must be visible and legible to the
ated in other countries must be installed, operated and operator while the equipment is operating.
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serviced in compliance with any and all applicable safety
requirements of that country.
For details on safety rules and regulations in the United EQUIPMENT REPAIR AND SERVICE
States, contact your local office of the Occupational
PO

Proper maintenance, service and repair are important to

Safety and Health Administration (OSHA). the safe, reliable operation of the unit and related
The words “danger,” “warning,” “caution” and “note” are equipment. Do not use any procedure not recom-
used throughout this manual to highlight important mended in the Waukesha Engine manuals for this
information. Be certain that the meanings of these alerts equipment.
are known to all who work on or near the equipment.
NOTE: This symbol identifies information which is
NECESSARY TO THE PROPER OPERATION, MAIN-
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To prevent severe personal injury or death, always

TENANCE OR REPAIR OF THE EQUIPMENT. stop the unit before cleaning, servicing or repairing
the unit or any driven equipment.
AF

This symbol identifies in-

formation about hazards Place all controls in the OFF position and disconnect or
or unsafe practices. Disregarding this information lock out starters to prevent accidental restarting. If
could result in PRODUCT DAMAGE AND/OR PER- possible, lock all controls in the OFF position and take
SONAL INJURY. the key. Put a sign on the control panel warning that the
unit is being serviced.
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Close all manual control valves, disconnect and lock out

all energy sources to the unit, including all fuel, electric,
This symbol identifies information about hazards or hydraulic, and pneumatic connections.
unsafe practices. Disregarding this information Disconnect or lock out driven equipment to prevent the
could result in SEVERE PERSONAL INJURY OR possibility of the driven equipment rotating the disabled
DEATH. engine.

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 KRAFT POWER CORP.
SAFETY

CHEMICALS
GENERAL
To avoid severe personal injury or death, ensure
that all tools and other objects are removed from the
unit and any driven equipment before restarting the

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unit. Always read and comply with safety labels on all

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containers. Do not remove or deface the container
labels. Improper handling or misuse could result in
severe personal injury or death.
Allow the engine to cool to room temperature before
cleaning, servicing or repairing the unit. Hot compo- CLEANING SOLVENTS
nents or fluids can cause severe personal injury or

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death.

Some engine components and fluids are extremely hot Comply with the solvent manufacturer’s recom-
even after the engine has been shut down. Allow mendations for proper use and handling of sol-
sufficient time for all engine components and fluids to vents. Improper handling or misuse could result in
cool to room temperature before attempting any service severe personal injury or death. Do not use gaso-
procedure. line, paint thinners or other highly volatile fluids for
cleaning.
ACIDS

Comply with the acid manufacturer’s recommenda-

tions for proper use and handling of acids. Improper
ER LIQUID NITROGEN/DRY ICE

Comply with the liquid nitrogen/dry ice manufactur-

er’s recommendations for proper use and handling
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handling or misuse could result in severe personal of liquid nitrogen/dry ice. Improper handling or use
injury or death. could result in severe personal injury or death.
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BATTERIES COMPONENTS
HEATED OR FROZEN

Comply with the battery manufacturer’s recommen-

dations for procedures concerning proper battery
use and maintenance. Improper maintenance or Always wear protective equipment when installing
misuse could result in severe personal injury or or removing heated or frozen components. Some
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death. components are heated or cooled to extreme

temperatures for proper installation or removal.
Direct contact with these parts could cause severe
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personal injury or death.

BODY PROTECTION
INTERFERENCE FIT

Always wear OSHA approved body, sight, hearing

and respiratory system protection. Never wear
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Always wear protective equipment when installing

loose clothing, jewelry or long hair around an or removing components with an interference fit.
engine. The use of improper attire or failure to use Installation or removal of interference components
protective equipment may result in severe personal may cause flying debris. Failure to use protective
injury or death. equipment may result in severe personal injury or
death.

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SAFETY

COOLING SYSTEM IGNITION

Avoid contact with ignition units and wiring. Ignition

Always wear protective clothing when venting,

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flushing or blowing down the cooling system. system components can store electrical energy and
if contacted can cause electrical shocks. Electrical

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Operational coolant temperatures can range from
180 -- 250° F (82 -- 121° C). Contact with hot coolant or shock can cause severe personal injury or death.
coolant vapor can cause severe personal injury or
death.

Properly discharge any electrical component that

has the capability to store electrical energy before

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Do not service the cooling system while the engine connecting or servicing that component. Electrical
shock can cause severe personal injury or death.
is operating or when the coolant is hot. Operational
coolant temperatures can range from 180 -- 250° F
(82 -- 121° C). Contact with hot coolant or vapor can
cause severe personal injury or death. EXHAUST

ELECTRICAL
GENERAL

Do not install, set up, maintain or operate any

ER Do not inhale engine exhaust gases. Exhaust gases
are highly toxic and could cause severe personal
injury or death.

Ensure exhaust systems are leak free and that all

exhaust gases are properly vented.
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electrical components unless you are a technically
qualified individual who is familiar with the electri-
cal elements involved. Electrical shock can cause
severe personal injury or death. Do not touch or service any heated exhaust compo-
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nents. Allow sufficient time for exhaust compo-

nents to cool to room temperature before
attempting any service procedure. Contact with hot
exhaust system components can cause severe
Disconnect all electrical power supplies before
personal injury or death.
making any connections or servicing any part of the
electrical system. Electrical shock can cause se-
vere personal injury or death.
FIRE PROTECTION
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Refer to local and federal fire regulations for

guidelines for proper site fire protection. Fires can
cause severe personal injury or death.
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FORM 6277 Second Edition 1.05 -- 3

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SAFETY

FUELS INTOXICANTS AND NARCOTICS

GENERAL

Do not allow anyone under the influence of intoxi-

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cants and/or narcotics to work on or around
Ensure that there are no leaks in the fuel supply.

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industrial engines. Workers under the influence of
Engine fuels are highly combustible and can ignite
intoxicants and/or narcotics are a hazard both to
or explode causing severe personal injury or death.
themselves and other employees and can cause
severe personal injury or death to themselves or
GASEOUS
others.

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Do not inhale gaseous fuels. Some components of PRESSURIZED FLUIDS/GAS/AIR
fuel gas are odorless, tasteless, and highly toxic.
Inhalation of gaseous fuels can cause severe
personal injury or death.
Never use pressurized fluids/gas/air to clean cloth-
ing or body parts. Never use body parts to check for
leaks or flow rates. Pressurized fluids/gas/air in-
Shut off the fuel supply if a gaseous engine has
been cranked excessively without starting. Crank
the engine to purge the cylinders and exhaust
system of accumulated unburned fuel. Failure to
purge accumulated unburned fuel in the engine and
exhaust system can result in an explosion resulting
ER jected into the body can cause severe personal
injury or death.

Observe all applicable local and federal regulations

relating to pressurized fluid/gas/air.
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in severe personal injury or death. PROTECTIVE GUARDS
LIQUID

Provide guarding to protect persons or structures

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from rotating or heated parts. Contact with rotating

Do not ingest liquid fuels or breathe in their vapors. or heated parts can result in severe personal injury
Liquid fuels may be highly toxic and can result in or death.
severe personal injury or death.
IT IS THE RESPONSIBILITY OF THE ENGINE
OWNER TO SPECIFY AND PROVIDE GUARDING.
Refer to OSHA standards on “machine guarding”
for details on safety rules and regulations
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Use protective equipment when working with liquid

fuels and related components. Liquid fuel can be concerning guarding techniques.
absorbed into the body resulting in severe personal
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injury or death.
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SAFETY

SPRINGS WEIGHT

Use appropriate equipment and protective gear Always consider the weight of the item being lifted

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when servicing or using products that contain and use only properly rated lifting equipment and

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springs. Springs, under tension or compression, approved lifting methods. Failure to take adequate
can eject if improper equipment or procedures are precautions can result in serious personal injury or
used. Failure to take adequate precautions can death.
result in serious personal injury or death.

TOOLS

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Never walk or stand under an engine or component
while it is suspended. Failure to adhere to this could
ELECTRICAL
result in severe personal injury or death.

Do not install, set up, maintain or operate any WELDING

electrical tools unless you are a technically quali-
GENERAL
fied individual who is familiar with them. Electrical

cause severe personal injury or death.

HYDRAULIC
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tools use electricity and if used improperly could

Comply with the welder manufacturer’s recommen-

dations for procedures concerning proper use of
the welder. Improper welder use can result in severe
personal injury or death.
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Do not install, set up, maintain or operate any
ON ENGINE
hydraulic tools unless you are a technically quali-
fied individual who is familiar with them. Hydraulic
Ensure that the welder is
tools use extremely high hydraulic pressure and if
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properly grounded be-

used improperly could cause severe personal injury
fore attempting to weld on or near an engine.
or death.
Ground welder as close to work area as possible.
Failure to properly ground the welder could result in
Always follow recom- severe engine damage.
mended procedures
when using hydraulic tensioning devices. Improper
Disconnect all engine
use of hydraulic tensioning tools can cause severe
harnesses and electroni-
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engine damage.
cally controlled devices before welding on or near
an engine. Failure to disconnect the harnesses and
PNEUMATIC
electronically controlled devices could result in
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severe engine damage.

Do not install, set up, maintain or operate any

pneumatic tools unless you are a technically quali-
fied individual who is familiar with them. Pneumatic
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tools use pressurized air and if used improperly

could cause severe personal injury or death.

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 KRAFT POWER CORP.
SAFETY

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SECTION 1.10

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RIGGING AND LIFTING ENGINES

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ENGINE RIGGING AND LIFTING LOCATION OF THE LIFTING EYES

Exercise extreme care when moving the engine or Always lift the engine using the approved lifting
its components. Never walk or stand directly under eyes. The VHP 6 cylinder gas engines are equipped
an engine or component while it is suspended. with two lifting eyes on top of the engine; 12 and
Always consider the weight of the engine or the 16 cylinder gas engines are equipped with two pairs
components involved when selecting hoisting
chains and lifting equipment. Be positive about the
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rated capacity of lifting equipment. Use only proper-
ly maintained lifting equipment with a lifting capac-
ity which exceeds the known weight of the object to
be lifted. Disregarding this information could result
of lifting eyes, one pair on each cylinder bank.
Lifting eyes are only meant for lifting the engine. Do
not use to lift driven or auxiliary equipment that may
be attached to the engine. Disregarding this in-
formation could result in severe personal injury or
death.
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in severe personal injury or death.
The VHP 6 cylinder engine is equipped with two lifting
Table 1.10-1 shows the approximate dry weight of the eyes on top of the engine, 12 and 16 cylinder engines
VHPä gas engines. are equipped with two pairs of lifting eyes, one pair on
each cylinder bank. The lifting eyes are only meant for
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Table 1.10-1. Engine Dry Weights lifting the engine. Do not use the lifting eyes to lift driven
WEIGHT equipment that may be attached to the engine.
ENGINE
lb. kg
CORRECT METHOD OF RIGGING AND LIFTING
F2895GSI 15,000 6,800
ENGINE
F2895GL 15,000 6,800
F3521GSI 15,000 6,800 VHP 12 and 16 cylinder engines built after January 15,
F3521GL 15,000 6,800
2001 require the use of 9-1/2 ton Working Load Limit
(W.L.L.) standard anchor shackles equipped with screw
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L5790GSI 22,750 10,320

pins (see Figure 1.10-1).
L5790GL 22,750 10,320
L7042G 20,500 9,300
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L7042GSI 22,750 10,320

L7042GL 22,750 10,320
P9390G 25,000 11,340
P9390GSI 28,750 13,040
P9390GL 28,750 13,040
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Figure 1.10-1. Typical Lifting Shackle

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RIGGING AND LIFTING ENGINES

Lifting chains should be positioned so that they do not

rub or bind against parts of the engine. A properly rigged
engine will be able to be lifted in such a manner that the To avoid severe personal injury or death, follow
chains will not damage the engine. See Figure 1.10-2 approved rigging procedures to ensure that no
through Figure 1.10-5 for examples of engine lifting. undue strain is placed on the lifting eyes and

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hoisting chains/cable sling when the engine is

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raised. Use the proper spreader beam to avoid
damage to the engine.

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ER WARNING
WARNING
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Figure 1.10-2. Correct Method Of Lifting Engine -- 6 Cylinder -- Side Views

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RIGGING AND LIFTING ENGINES

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Figure 1.10-3. Correct Method Of Lifting Engine --
Figure 1.10-4. Correct Method Of Lifting 12 And 16
Cylinder Engines -- 12 Cylinder Rear View Shown

6 Cylinder -- Rear View

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Figure 1.10-5. Correct Method Of Lifting 12 And 16 Cylinder Engines -- 12 Cylinder Side Views Shown
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SECTION 1.15

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GENERAL INFORMATION

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GENERAL INFORMATION FEATURES AND BENEFITS
VHPä G, GSI and GL engines (see Table 1.15-1) are The design features of the VHPä engine family include:
4-cycle. Six cylinder engines are in-line configuration,
· High horsepower
while 12 and 16 cylinder engines are V-configuration. All
engines rotate in the standard counterclockwise direc- · Sturdy construction, rugged and compact
tion, as viewed from the rear (flywheel) end.
· Low exhaust emissions
Table 1.15-1. Engine Models

6 Cylinder Engines

12 Cylinder Engines
F2895GSI
F2895GL
F3521GSI
F3521GL
L5790GSI
L5790GL
L7042G
ER · Easy access and serviceability to all major components

· Fuel efficient and minimal fuel system complexity

BASIC ENGINE DESCRIPTION

The crankcase is a rigid gray iron casting (16 cylinder
L7042GSI
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L7042GL engines are two piece). The main bearings are replace-
P9390G able. The counterweighted crankshaft is made of forged
16 Cylinder Engines P9390GSI
steel and has seven main bearing journals. Each engine
P9390GL
is equipped with a viscous vibration damper.
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The “G” engines are naturally aspirated. There are interchangeable cylinder heads, each with
The “GSI” engines are turbocharged and intercooled. two intake and two exhaust valves. Both exhaust and
The “GL” engines are turbocharged, intercooled and intake valve seat inserts are replaceable. Roller type
lean burn. These engines are designed for low fuel valve lifters and hydraulic push rods are standard. The
consumption and reduced exhaust emissions. The camshaft is heavy duty for long life. The connecting rods
prechamber design utilizes combustion of a stratified are made from drop forged steel and are rifle drilled. The
charge. A rich fuel mixture is provided to one part of the cylinders have replaceable wet cylinder sleeves. The
cylinder, and a lean fuel mixture to the rest of the pistons use a full floating piston pin. The flywheel is
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cylinder, with the burning taking place in stages. To machined and has a ring gear attached.
accomplish this, a small auxiliary combustion chamber, The exhaust driven turbocharger (on GSI and GL
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referred to as a prechamber, is located in the cylinder models) compresses intake air. This charged air is
head. The rich fuel mixture is supplied to this chamber cooled in the intercooler and then enters the carburetor
while the lean mixture fills the main combustion and mixes with pressurized fuel gas. The turbocharged
chamber. When the spark plug ignites the prechamber air/fuel mixture enhances the engine’s power and
fuel, a flame torch projects from orifices in the performance. On low fuel pressure system equipped
prechamber to ignite the lean mixture in the main GSI and GL models, the turbocharger draws fuel and
chamber. The consistent ignition of the rich mixture in intake air from the air intake and carburetor(s) [mounted
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the prechamber ensures complete combustion within on the air filter housing(s)] and compresses the mixture.
the main chamber. The mixture is cooled through the intercooler and then
Refer to Figure 1.15-3 through Figure 1.15-13 for en- enters the intake manifold(s).
gine identification views. The pressurized lubricating system consists of an oil
sump, pump, piping network, filters, strainers and
cooler. The full flow oil filter is externally mounted,
separate from the engine.

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GENERAL INFORMATION

The cooling system has two water pumps. The main The connecting rod cap fasteners, like all critical
water pump circulates the jacket water of the engine. fasteners used on the engine, are torqued to specific
The auxiliary water pump, circulates water for the oil values.
cooler and the intercooler. The engine jacket, cylinder
heads, exhaust manifold, turbocharger, oil and charged PISTONS

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intake air are all water cooled. The pistons are machined from one-piece castings.

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Each piston is cam-ground. This means the dimension
COMPONENT DESCRIPTIONS of the piston skirt at room temperature is slightly larger at
CRANKCASE a point 90 degrees to the piston pin bore. This feature
allows the piston to expand from a shape that is
The crankcase is a gray iron casting (16 cylinder somewhat oval to one that is almost perfectly round
engines are two piece). For assembled rigidity, the main when operating at stabilized engine temperatures.
bearing caps are attached to the crankcase with both

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vertical studs and lateral tie bolts. This feature makes CYLINDER LINERS
the crankcase assembly more rigid and lengthens the Each wet type cylinder liner has a flange at its upper end
life of the main bearings. to locate it in the crankcase upper deck. The liners have
CRANKSHAFT three external ring grooves to hold the lower crankcase
bore seals.
The underslung crankshaft is made of a low alloy, high
tensile strength forged steel. The crankshaft is counter- CAMSHAFTS
weighted to achieve a near perfect balance of rotating The design of the camshaft lobe and cam minimizes
forces.
A viscous vibration damper is installed on the forward
end of the crankshaft along with a gear that drives the
front end gear train and accessories. The flywheel, with
ring gear, is installed on the rear end of the crankshaft
and is machined to accept several options.
ER valve overlap and reduces the flow of gases between
the intake and exhaust ports. This improves fuel
efficiency and lowers exhaust emissions.
CYLINDER HEAD AND VALVES
Each cylinder head has four valves, two intake and two
exhaust, with overhead rocker and actuator arms. GL
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INTAKE MANIFOLD(S) model cylinder heads have a prechamber bore in the
The air/fuel mixture passes through the intake man- center and an additional bore to accommodate the fuel
ifold(s) where it is distributed to the individual cylinders. admission valve. The cylinder heads are water cooled,
to reduce heat deformation during the combustion
PO

EXHAUST MANIFOLD(S) process.

The exhaust port of each cylinder head is connected to
TURBOCHARGER(S)
one water-jacketed segment of the exhaust manifold.
The water-cooled exhaust manifold(s) assembly is On GSI and GL models, high efficiency, radial flow
comprised of individual segments (one for each cylinder turbochargers are mounted on the rear of the engine
head). Each exhaust manifold segment is joined to the and generate the required boost levels for the engine.
next by a manifold pilot.
CUSTOM ENGINE CONTROL IGNITION MODULE
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CONNECTING RODS Waukesha Engine’s Custom Engine Control (CEC)

The connecting rods are machined to ensure maximum Ignition Module (IM) is standard equipment. The CEC
strength, precise balance and consistent weight be- ignition system uses a Hall-effect pickup and a special
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tween cylinders. They are made of a low alloy, high timing disc to determine the exact position of the
tensile strength forged steel, and are rifle-drilled to crankshaft. The CEC IM interprets the sensor’s im-
supply pressurized lube oil from the crankshaft to the pulses to set the optimum ignition timing. The CEC IM
piston pin bushings. then directs a precisely timed voltage to the appropriate
ignition coil.
The split line of the rod and cap allows for removal of the
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connecting rod assembly up through the cylinder liner

bore.
The serrated split line ensures precise alignment and
transfer of loads. The caps and rods are match
numbered to ensure that each cap is mated with the
correct blade during re-assembly.

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 KRAFT POWER CORP.
GENERAL INFORMATION

CUSTOM ENGINE CONTROL DETONATION SERIAL NUMBERS AND ENGINE

SENSING MODULE NAMEPLATE
Waukesha Engine’s CEC Detonation Sensing Module For ease in identification, the engine model, serial and
(DSM), which functions with the CEC IM, is standard specification numbers are stamped on a nameplate
equipment. The DSM protects the engines from dam- (see Figure 1.15-2).

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age due to detonation on an individual cylinder basis. The VHP engine nameplate provides the following

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Engine mounted detonation sensors monitor engine information: model number, serial number, date in-
output from each cylinder. When the signal exceeds a spected, special application approval number (power
predetermined limit, the DSM retards the ignition timing approval), valve clearance, compression ratio, firing
for the cylinder associated with that sensor. As soon as order, governed speed, altitude limit at which an engine
conditions permit, the DSM will advance spark timing to derate takes place, primary and secondary fuel ratings
the original timing set point. which show the fuel, minimum WKIâ value, ignition

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INTERCOOLER(S) timing, rated output in horsepower and kilowatts, and
overload rating in horsepower and kilowatts. This
The intercooler(s) (the box-type tube and fin assemblies nameplate is located on the lower left side of the
mounted at the rear of the engine) are standard on GSI crankcase, adjacent to the front of the engine.
and GL models. The flow of air between the aluminum
cooling fins runs perpendicular to the vertical flow of When requesting information, you will need to reference
cooling water in the copper tubes. The configuration of both the engine model and serial numbers. If the
the upper and lower bonnets create a U-shaped path nameplate is defaced or detached, the serial number
that enables the cooling water to pass through the core may be obtained directly off the crankcase. To locate it,

casing from the cooling water in the upper and lower

bonnets.
ER
assembly four times before exiting the unit at the top.
Header plates separate the air passing through the

A supply tube connected to the intercooler cooling water

look directly above the nameplate location on the
cylinder head deck of the crankcase.
INSTRUMENT PANEL
Waukesha Engine’s optional instrument panel is
shipped loose and intended to be remote mounted on
inlet provides a continuous supply of cooling water to the
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site (see Figure 1.15-1). The panel is operated on
wastegate(s)(one per turbocharger). The cooling water 24 VDC.
enters the lower housing of the wastegate(s) and
passes through a cavity that encircles the valve guide.
Exiting the outlet port on the opposite side of the lower
PO

housing, the water passes to the intercooler cooling

water outlet through a water return tube.
CARBURETOR(S)
The carburetor(s) consists of a main body with a
conventional throttle valve and diaphragm operated gas
metering valves. The flow of air through the carbure-
tor(s) is controlled by the throttle valve in the carburetor
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throat, as in any other carburetor. The amount of air

going to the engine is measured by air-flow measuring
valves that rise in direct proportion to the air volume
AF

passing through. The gas metering valves are mechani-

cally fixed to the air measuring valves and rise with
them, thus opening the gas passages an amount
proportionate to the air entering the engine. This
establishes and holds a definite air/fuel ratio throughout
the operating range. The actual movement of the parts
KR

results from the negative air pressure at the air Figure 1.15-1. Optional Remote Instrument Panel
measuring valves that is communicated to the back side
of each diaphragm through two small holes.

FORM 6277 Second Edition 1.15 -- 3

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GENERAL INFORMATION

The instruments are:

· Intake Manifold Pressure Gauge: Indicates the
intake manifold pressure in inches/centimeters of Switches for alarms and automatic engine shut-
mercury. down must be supplied by the customer. The
sensors provided are for measuring and monitoring

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· Digital Tachometer/Hour Meter: Indicates the en-
temperatures and WILL NOT shut the engine down if
gine speed in revolutions per minute (rpm) and the

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potentially harmful temperatures are reached. Dis-
hours the engine has been in operation.
regarding this information could result in severe
· Intake Manifold Temperature Gauge: Indicates the personal injury or death.
temperature of the air/gas mixture within the intake
manifold. Engine instrument and safety shutdowns are not
supplied as standard equipment due to the wide variety
· Lube Oil Pressure Gauge: Indicates the lube oil of customer needs. Instruments and safety shutdowns

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pressure at the oil header. are the customer’s responsibility. Oil pressure, intake
· Lube Oil/Jacket Water Temperature Gauge: manifold pressure, water temperature, exhaust temper-
Indicates the lube oil temperature at the oil header ature, main bearing, overspeed and oil temperature, are
and the outlet temperature of the engine coolant. the minimum required for engine protection. Switches
should be wired to an alarm to warn of high tempera-
· Exhaust Temperature Pyrometer: Indicates the tures and low pressure as well as provide for automatic
temperature of the exhaust gases. engine shutdown if potentially harmful temperatures,
pressure or overspeed conditions exist.

MODEL
SERIAL
NUMBER

COMP.
ER
WAUKESHA ENGINE
DRESSER INC.
WAUKESHA, WISCONSIN U.S.A.
SAA #

DATE
SERVICE TYPE
W
RATIO

THIS ENGINE IS FACTORY EQUIPPED AS LISTED. HP(kW) ARE PER

ISO 3046/1. CONSULT A W.E.D. AUTHORIZED DISTRIBUTOR OR W.E.D.
APPLICATION ENGINEERING FOR ADDITIONAL INFORMATION.
ALTITUDE LIMIT
PRIMARY SECONDARY FT/M
PO

FUEL
TM AIR INLET TEMP
MIN. WKI LIMT O
F/ C
O

IGN.TIMING
BTDC GOVERNED SPEED RPM

CARB ADJ.

SERVICE VALVE CLEARANCE IN. /mm

211853M

HP/kW INTAKE EXHAUST

OVERLOAD
HP/kW
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FIRING ORDER
AF

Figure 1.15-2. Waukesha Engine Nameplate -- 12 Cylinder Shown

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1.15 -- 4 FORM 6277 Second Edition

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GENERAL INFORMATION

ENGINE IDENTIFICATION VIEWS

SIX CYLINDER GL VIEWS

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1 2 3 4 5 6 7 1

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10

24
11

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13
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14
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16 17 23 22 21 20 19 18 17 16 15

1. Lifting Eyes 13. Magneto Drive

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2. Cylinder Head Assemblies (6) 14. Lube Oil Pump

3. Intake Manifold 15. Auxiliary Water Pump
4. Control Panel 16. Lube Oil Drain (Right Side)
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5. Prechamber Manifold 17. Engine Leveling Bolts (Right Side)

6. Regulator, Prechamber Manifold 18. Engine Ignition Power 24 Volt DC
7. Magneto Adapter 19. Lube Oil Dipstick
8. Water Drains (Right Side) 20. Regulator, Gas
9. Governor 21. Manual Shutdown Lever
10. Governor Speed Control Hand Lever 22. Carburetor
11. CEC Ignition Module 23. Lube Oil Pan Access Doors
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12. Vibration Damper 24. Exhaust Outlet

Figure 1.15-3. Right Side View -- 6 Cylinder VHP GL

FORM 6277 Second Edition 1.15 -- 5

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GENERAL INFORMATION

1 2 3 4 5 6 7

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20

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19

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18 17 10 16 15 14 13 12 11 10 9
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1. Thermostat Cluster Housing 11. Manual Barring Device

2. Exhaust Thermocouple Assembly 12. Lube Oil Pan Access Doors (Left Side)
3. Exhaust Manifold Assembly 13. Engine Temp. Connections/Controls Junction Box
4. Water Manifold 14. Lube Oil Strainer
5. Crankcase Breather 15. Lube Oil Pan
6. Regulator Valve 16. Oil Temperature Control Valve/Relief Valve
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7. Ejector Breather 17. Prelube Pump and Motor

8. Flywheel and Housing 18. Oil Cooler
9. Lube Oil Drain (Left Side) 19. Safety Guarding
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10. Engine Leveling Bolts (Left Side) 20. Crankcase

Figure 1.15-4. Left Side View -- 6 Cylinder VHP GL

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1.15 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

1 2

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9
3

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8

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6 5
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1. Turbocharger 6. Lube Oil Drain

2. Intercooler 7. Oil Filler
3. Flywheel Housing 8. Air Cleaner
4. Timing Cover 9. Wastegate
5. Flywheel
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Figure 1.15-5. Rear View -- 6 Cylinder VHP GL

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FORM 6277 Second Edition 1.15 -- 7

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GENERAL INFORMATION

TWELVE CYLINDER GSI VIEWS

1 2 3

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5

22
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7
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8
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21 12 8 20 19 18 17 16 15 14 13 12 11 10 9
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1. Wastegate 12. Engine Leveling Bolts (Right Bank)

2. Exhaust Manifold Assembly (Right Bank) 13. CEC Ignition Junction Box
3. Thermostat Cluster Housing 14. CEC Ignition Module
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4. Oil Cooler 15. Lube Oil Dipstick (Right Bank)

5. Jacket Water Pump 16. Regulator, Gas (Right Bank)
6. Governor 17. Carburetor (Right Bank)
7. Governor Speed Control Hand Lever 18. Manual Shutdown Lever
8. Oil Cooler Thermostat Housing 19. Pressure Block
9. Lube Oil Pump 20. Lube Oil Strainer
10. Engine Ignition Power 24 Volt DC 21. Lube Oil Drain (Right Bank)
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11. Water Drains (Right Bank) 22. Control Panel (Right Bank)

Figure 1.15-6. Right Side View -- 12 Cylinder VHP GSI

1.15 -- 8 FORM 6277 Second Edition

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GENERAL INFORMATION

1 2 3 4

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21

20

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19

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6
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18 17 11 9 16 15 14 13 12 11 10 9 8 7
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1. Thermostat Cluster Housing 12. Lube Oil Pan

2. Water Manifold 13. Carburetor (Left Bank)
3. Emergency Stop Switch (Left Bank) 14. Regulator, Gas (Left Bank)
4. Exhaust Manifold Assembly (Left Bank) 15. Lube Oil Dipstick (Left Bank)
5. Lube Oil Filler 16. Crankcase
6. Flywheel and Housing 17. Crankcase Breather (2)
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7. Manual Barring Device 18. Prelube Pump and Motor

8. Lube Oil Drain (Left Bank) 19. Vibration Damper
9. Engine Leveling Bolts (Left Bank) 20. Microspin Oil Cleaner
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10. Lube Oil Pan Access Doors (Left Bank) 21 Oil Cooler
11. Engine Jacket Water Drains (Left Bank)

Figure 1.15-7. Left Side View -- 12 Cylinder VHP GSI

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FORM 6277 Second Edition 1.15 -- 9

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 KRAFT POWER CORP.
GENERAL INFORMATION

TWELVE CYLINDER GL VIEWS

1 2 3

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4

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5

25

24
23
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7
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PO

22 21 10 20 19 18 17 16 15 14 13 12 11 10 9 8

1. Jacket Water Manifold 14. CEC Ignition Module

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2. Vacuum Regulator 15. CEC Ignition Junction Box

3. Cluster Thermostat Housing 16. Lube Oil Dipstick (Right Bank)
4. Lube Oil Cooler 17. Regulator, Gas (Right Bank)
5. Governor 18. Carburetor (Right Bank)
AF

6. Governor Speed Control Hand Lever 19. Manual Shutdown Lever

7. Lube Oil Cooler Thermostat Housing 20. Lube Oil Strainer
8. Lube Oil Pump 21. Engine Leveling Bolts (Right Bank)
9. Magneto Adapter 22. Lube Oil Drain (Right Bank)
10. Water Drains (Right Bank) 23. Control Panel (Right Bank)
11. Magneto Drive 24. Prechamber Manifold
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12. Thermocouple Control Box 25. Exhaust Manifold Assembly (Right Bank)
13. Regulator, Prechamber Manifold

Figure 1.15-8. Right Side View -- 12 Cylinder VHP GL

1.15 -- 10 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

1 2 3 4 5

23

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22

21

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20

ER 7

8
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19

18 17 12 10 16 15 14 13 12 11 10 9
PO

1. Thermostat Cluster Housing 13. Carburetor (Left Bank)

2. Water Manifold 14. Regulator, Gas (Left Bank)
3. Venturi Extractor 15. Lube Oil Dipstick (Left Bank)
4. Emergency Stop Switch (Left Bank) 16. Crankcase
5. Exhaust Manifold Assembly (Left Bank) 17. Crankcase Breather (2)
6. Manual Barring Device 18. Auxiliary Water Pump
7. Lube Oil Filler 19. Prelube Pump and Motor
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8. Flywheel and Housing 20. Vibration Damper

9. Lube Oil Drain (Left Bank) 21. Microspin Lube Oil Cleaner
10. Engine Leveling Bolts (Left Bank) 22. Lube Oil Cooler
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11. Lube Oil Pan Access Doors (Left Bank) 23. Prechamber Manifold
12. Engine Jacket Water Drains (Left Bank)

Figure 1.15-9. Left Side View -- 12 Cylinder VHP GL

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FORM 6277 Second Edition 1.15 -- 11

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GENERAL INFORMATION

20 21 1 2 3 4

19

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18 5

17
6

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16

15

14
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10
13
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11

12
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1. Flexible Exhaust Coupling 12. Oil Filler

2. Wastegate 13. Carburetor
3. Turbocharger 14. Intake Manifold
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4. Crankcase Breather Oil Separator 15. Prechamber Manifold

5. Rocker Arm Covers 16. Lifting Eye
6. Lifting Eye 17. Air Cleaner
7. Prechamber Manifold 18. Rocker Arm Covers
8. Intake Manifold 19. Intercooler
9. Timing Hole Pad 20. Turbocharger
10. Carburetor 21. Wastegate
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11. Oil Strainer

Figure 1.15-10. Rear View -- 12 Cylinder

1.15 -- 12 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

SIXTEEN CYLINDER GL VIEWS

19 20 21 1 22 2 3

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18

17

16

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14
4

15

13 ER
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11

5
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12 10 9 8 7 6

1. Flexible Exhaust Connection 12. Overspeed Governor

2. Intercooler (Front) 13. Governor
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3. Air Filter 14. Oil Separator

4. Water Pump 15. Breather Regulator
5. Vibration Damper 16. Governor Linkage
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6. Oil PAn Door 17. Control Panel

7. Regulator, Gas 18. Wastegates
8. Oil Strainer 19. Exhaust Manifold Assemblies
9. Oil Manifold 20. Air Inlet Elbow
10. CEC Ignition Module 21. Intercooler (Rear)
11. Oil Pump 22. Turbocharger
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Figure 1.15-11. Right Side View -- 16 Cylinder VHP GL

FORM 6277 Second Edition 1.15 -- 13

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 KRAFT POWER CORP.
GENERAL INFORMATION

1 2 1

16

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3

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15
4

6
13

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5
12

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7

14 11 10 9 8
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1. Air Cleaners 9. Safety Guards

2. Water Manifold 10. Safety Guards
3. Exhaust Manifold (Left Bank) 11. Regulator, Gas (Right Bank)
4. Cylinder Heads (Left Bank) 12. Intake Manifold (Right Bank)
5. Lifting Eye (Left Front) 13. Carburetor (Right Bank)
6. Carburetor (Left Bank) 14. Lifting Eye (Right Rear)
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7. Intake Manifold (Left Bank) 15. Cylinder Heads (Right Bank)

8. Regulator, Gas (Left Bank) 16. Exhaust Manifold (Right Bank)
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Figure 1.15-12. Front View -- 16 Cylinder VHP GL

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1.15 -- 14 FORM 6277 Second Edition

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GENERAL INFORMATION

1 2

.
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3

8
4

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5
5

7
ER 6
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PO

1. Turbocharger (Left Bank) 5. Governor

2. Turbocharger (Right Bank) 6. Flywheel
3. Oil Separator 7. Oil Filler Tube
4 Lifting Eye 8 Venturi Extractor
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Figure 1.15-13. Rear View -- 16 Cylinder VHP GL

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FORM 6277 Second Edition 1.15 -- 15

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 KRAFT POWER CORP.
GENERAL INFORMATION

ENGINE SPECIFICATIONS

Alarm and shutdown values are based on dry natural gas (900 Btu/cu. ft. SLHV).
Refer to Gaseous Fuel Specification Sheet S7884-6 and Lube Oil Recommenda-
tions Service Bulletin 12-1880Y or latest revisions for typical changes in operation temperatures for jacket

.
water and lube oil when running on landfill or digester gas fuels. Disregarding this information could result in

RP
product damage.

Table 1.15-2. VHP Specifications

GENERAL SPECIFICATIONS
Engine Model 6 Cylinder 12 Cylinder 16 Cylinder
Type 4-cycle 4-cycle 4-cycle

CO
Aspiration, G Naturally aspirated Naturally aspirated Naturally aspirated
Aspiration, GSI Turbocharged, intercooled Turbocharged, intercooled Turbocharged, intercooled
Turbocharged, intercooled, Turbocharged, intercooled, Turbocharged, intercooled,
Aspiration, GL and lean burn and lean burn and lean burn
Inline-6, V-12, V-16,
Number of cylinders 4-valves per cylinder 4-valves per cylinder 4-valves per cylinder
F2895 8.50 x 8.50 in. L5790 8.50 x 8.50 in. P9390
(216 x 216 mm) (216 x 216 mm) 9.375 x 8.50 in.
Bore x stroke

Displacement

Compression ratio G,GSI

F2895 2894 cu. in.
(47 litres)
F3521 3520 cu. in.
(58 litres)

8.25:1
ER
F3521 9.375 x 8.50 in.
(238 x 216 mm)
L7042 9.375 x 8.50 in.
(238 x 216 mm)
L5790 5790 cu. in.
(95 litres)
L7042 7040 cu. in.
(115 litres)
8:1
(G Only Option: 10:1)
(238 x 216 mm)

P9390G,GSI,GL
9388 cu. in. (154 litres)

8:1
(G Only Option: 10:1)
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Compression ratio GL 10:1 10:1 10.5:1
700 -- 1200 rpm
Speed range 700 -- 1200 rpm (see engine nameplate) (see engine nameplate)
Low idle 450 rpm 450 rpm 450 rpm
PO

Lubrication System
Oil sump capacity, including filter and cooler1 66 gallons (250 litres) 90 gallons (340 litres) 165 gallons (625 litres)
Oil pan (Low level mark) 35 gallons (132.5 litres) 35 gallons (132.5 litres) 80 gallons (303 litres)
Oil pan (High level mark) 45 gallons (170.3 litres) 45 gallons (170.3 litres) 110 gallons (416 litres)
Lube oil filter capacity 20 gallons (75.7 litres) 36 gallons (136.3 litres) 45 gallons (170 litres)
(8 in.) 6.9 gallons (26.1 litres) (8 in.) 6.9 gallons (26.1 litres)
Oil cooler capacity (10 in.) 10 gallons (37.8 litres) (10 in.) 10 gallons (37.8 litres) 10 gallons (38 litres)
T

15 micron at @ 15 micron at @ 15 micron at @

Main filter 90% efficiency 90% efficiency 90% efficiency
15 micron at @ 15 micron at @ 15 micron at @
Micro-fiberglass filter 90% efficiency
90% efficiency 90% efficiency
AF

Strainer screen 74 micron 74 micron 74 micron

Micro-fiberglass filter 15 micron @ 90% efficiency 15 micron @ 90% efficiency 15 micron @ 90% efficiency
Normal lube oil pressure 55 ±5 psi (380 ±5 kPa) 55 ±5 psi (380 ±5 kPa) 55 ±5 psi (380 ±5 kPa)
Low oil pressure alarm setpoint 35 psi (207 kPa) 35 psi (207 kPa) 30 psi (173 kPa)
Low oil pressure shutdown setpoint 30 psi (138 kPa) 30 psi (138 kPa) 25 psi (103 kPa)
KR

Minimum oil pressure at turbo 10 psi (69 kPa) 10 psi (69 kPa) 10 psi (69 kPa)
Prelube duration 5 minutes
Postlube duration 5 minutes after operation
Normal oil header temperature 180° F (82° C) 180° F (82° C) 180° F (82° C)
Oil header temperature alarm setpoint 195° F (91° C) 195° F (91° C) 195° F (91° C)
Oil header temperature shutdown setpoint 205° F (96° C) 205° F (96° C) 205° F (96° C)
(Continued)

1.15 -- 16 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

GENERAL SPECIFICATIONS
Engine Model 6 Cylinder 12 Cylinder 16 Cylinder
Governor And Air Starter Capacities
UG8 governor oil reservoir 1.5 quart (1.1 litre) 1.5 quart (1.1 litre) 1.5 quart (1.1 litre)

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Air starter oil reservoir for one shot lubricator 2.0 pint (0.9 litre) 2.0 pint (0.9 litre) 2.0 pint (0.9 litre)

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Air motorized pre-lube motor, in-line lubricator 0.5 pint (0.2 litre) 0.5 pint (0.2 litre) 0.5 pint (0.2 litre)
Cooling System (Jacket Water And Auxiliary System)
Normal charge air cooler inlet temperature 130° F (54° C)
8.5 in. bore
52.5 gallons (199 litres)
Jacket water capacity, engine only 9.375 in. bore 107 gallons (405 litres) 148 gallons (560 litres)
48.5 gallons (184 litres)

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Surge tank capacity (optional) 23 gallons (87 litres) 45.5 gallons (183 litres) 45.5 gallons (183 litres)
Intercooler water capacity 2.75 gallon (10.4 litres) 5.50 gallons (20 litres) 11 gallons (42 litres)
Oil cooler water capacity 5 gallons (19 litres) 6.5 gallons (24.6 litres) 9.4 gallons (35.6 litres)
Total system capacity Add appropriate options to obtain total capacity
Exhaust System
See Table 4.35-1 Maximum Allowable Exhaust Backpres-
Maximum permissible backpressure @ rated load and speed sure And Reductions For Speed And Load in Section 4.35

Crankcase vacuum ER
Crankcase Breather System

Normal:
Exhaust System Maintenance

0 to --1 (negative) in. (0 to --25.4 mm (negative)) H2O

Jacket Water Outlet Temperature
180° F (82° C) for continuous rating
200° F (93° C) for intermittent rating
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Standard Cooling System Alarm: 10° F (5.5° C) above normal/design temperature
Shutdown: 20° F (11° C) above normal/design temperature
Normal: 210° -- 235° F (99° -- 113° C) solid water
Elevated Temperature Solid Water
PO

Alarm: 5° F (3° C) above normal/design temperature2

Cooling System
Shutdown: 10° F (5.5° C) above normal/design operating temperature2
Normal: 212° -- 250° F (100° -- 121° C)
Ebullient Cooling
g System
y Alarm: See Note 3 below
Shutdown: See Note 3 below
Intake Manifold Temperature
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Up to 10° F (5.5° C) above design intercooler water inlet

Normal:
temperature
15° F (8.5° C) above design intercooler water inlet
GSI & GL Engines Alarm:
temperature
AF

20° F (11° C) above design intercooler water inlet

Shutdown:
temperature
Intake Manifold Pressure
Contact Waukesha Engine Sales Engineering Department
(Continued)
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FORM 6277 Second Edition 1.15 -- 17

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 KRAFT POWER CORP.
GENERAL INFORMATION

GENERAL SPECIFICATIONS
Engine Model 6 Cylinder 12 Cylinder 16 Cylinder
Fuel System
Natural gas pressure at regulator “G” Models 5 -- 10 psi (34.5 -- 69 kPa)

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Natural gas pressure at regulator “GSI” Models 24 -- 50 psi (165 -- 345 kPa)

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Natural gas pressure at regulator “GL” Models 30 -- 50 psi (207 -- 345 kPa)
GSI -- 6 in. (152 mm) of water column
Natural gas pressure at regulator Low Fuel Pressure System engines GL -- 6 in. (152 mm) of water column at regulator
and 30 psig (206.8 kPa) prechamber fuel supply
Air Induction System
Maximum permissible restriction @ rated load and speed 15 in. (381 mm) of H2O

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Required filtering efficiency (coarse dust test per SAE726C) 99.7%
Starting System
Electric starting 24 volts DC
Air pressure starting 150 psi (1043 kPa)(MAX) Pressure is based on 50° F (10° C) lube oil temperature
Miscellaneous
Spark plug gap See Table 1.15-4 and Table 1.15-5
Engine timing Refer To Engine Nameplate
Main bearing temp shutdown
Overspeed shutdown

Valve Clearance -- Hydraulic lifters 6, 12 , and 16 cylinder engines

ER
Valve Train
250° F (121° C)
10% over governed speed

Not applicable -- 0.000

NOTE: 1Total capacity of lube oil system. Fill oil pan, filter, cooler, etc., run engine, then add oil as required to bring oil level in oil pan back to
high mark. Record total amount for future reference.
W
2 Waukesha Power Systems Code 1105, 1105A, or equivalent shutdown system recommended when jacket water temperature exceeds 210° F
(99° C).
3 Waukesha Power Systems Code 1106, 1106A, or equivalent shutdown system is recommended for ebulliently cooled engines.
PO
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AF
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1.15 -- 18 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

TORQUE VALUES
Table 1.15-3 lists the torque values needed for the basic maintenance of VHP engines.
Table 1.15-3. Torque Values
DESCRIPTION ft-lb N×m

.
Spark Plugs

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13/16 inch reach spark plugs must be used with 13/16 inch
reach carriers and 1/2 inch reach spark plugs must be used 43 -- 45 (dry) 54 -- 61 (dry)
with 1/2 inch reach carriers. Mixing carrier and spark plug
components will cause damage to equipment.

Spark Plug Carriers

275 -- 280 373 -- 380
Stainless steel prechamber seal (P/N 209562D) must be used (with FEL--PROâ (with FEL--PROâ
with the prechamber cup when torquing the spark plug carrier C5--Aâ, C5--Aâ,

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to 275 -- 280 ft-lb (373 -- 380 N×m) (with FEL--PROâ C5--Aâ, P/N 51005 anti--seize P/N 51005 anti--seize
P/N 51005 anti--seize compound applied to threads) or dam- compound applied to compound applied to
age to equipment will result. threads) threads)

Gas Admission Valve (P/N 211587C used with stainless steel washer P/N 28357) 65 -- 70 88 -- 95
Rocker Arm Support Capscrews 1/2²--13 55 -- 60 75 -- 81
Fixed Valve Lifter Screws 55 -- 60 75 -- 81
Flywheel Capscrews, 16 Cylinder Only, 5/8²--13 171 -- 175 232 -- 237
Flywheel Capscrews, 16 Cylinder Only, 3/4²--16 309 -- 316 419 -- 428
Rocker Arm Cover Capscrews

Pressure Relief Valve Equipped Oil Pan Access Covers

Previous Oil Pan Access Covers (with one capscrew)
ER
Oil Pan Access Covers (Current P/N E200224 with two capscrews)
DESCRIPTION
30 -- 35
6 -- 8
in-lb
100 -- 105 in-lb
100 -- 105 in-lb
41 -- 47
8.10 -- 10.8
N×m
11.2 -- 11.7
11.2 -- 11.7
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NOTE: All torques oiled unless specified.

1/2 inch reach spark plugs must be used with 1/2 inch reach spark plug carriers. Mixing
spark plug carrier and spark plug components will cause damage to equipment.
PO

Table 1.15-4. 1/2 Inch Reach Spark Plugs (Used On G and GSI, and 1/2 Inch Reach Spark Plug Carriers on GL Only)
COMPONENT P/N REMARKS
SPARK PLUG CARRIERS
Carrier 1/2 inch plug reach 209567J* Used on 5108GL only
Carrier 1/2 inch plug reach 209567E* Used on 2895GL, 3521GL, 7042GL, 9390GL
T

SPARK PLUGS
G,GSI -- Used with P/N 208338A spark plug recess cover and
60999F (Nickel) (Gap 0.020 in. (0.508 mm)) P/N 69694 “Blue coil”
Standard
AF

GL -- Used with P/N 208338A spark plug recess cover and

60999M (Nickel) (Gap 0.010 in. (0.254 mm)) P/N 69694 “Blue coil”
CSA G,GSI -- Use with P/N 208338B spark plug recess cover,
60999H (Nickel) (Gap 0.020 in. (0.508 mm)) P/N 69772A extension and current P/N 60615F coil
CSA (Shielded) 60999R (Nickel) (previous production -- CSA GL -- Used with P/N 69694D (previous production CSA
see Table 1.15-5 for current production) “long coil”) and P/N 208338B spark plug recess cover
(Gap 0.010 in. (0.254 mm))
KR

SPARK PLUG EXTENSIONS

G,GSI,GL -- Use with P/N 208338A spark plug recess cover
Extension 211357H (current) A211357 (previous) and P/N 69694 “Blue coil”
CSA G,GSI -- Use with P/N 208338B spark plug recess cover
Extension CSA 69772A (current production) and current P/N 60615F coil
Boot ** 740011 Replace boot as required
NOTE: * 1/2 inch reach spark plugs are used with 1/2 inch reach spark plug carriers only.
** Service P/N 211357H spark plug connectors with P/N 740011 Boot.

FORM 6277 Second Edition 1.15 -- 19

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GENERAL INFORMATION

VHP GL 13/16 inch reach spark plugs must be used with 13/16 inch reach spark
plug carriers. Mixing spark plug carrier and spark plug components will cause
damage to equipment.

Table 1.15-5. VHP GL 13/16 Inch Reach Spark Plugs (Used With 13/16 Inch Reach Spark Plug Carriers Only)

.
COMPONENT P/N REMARKS

RP
SPARK PLUG CARRIERS
Carrier 13/16 inch plug reach 209567M* Used on L5108GL
Carrier 13/16 inch plug reach 209567K* Used on F2895GL, F3521GL, L7042GL, P9390GL
Used on L5108GL (CSA)
Carrier 13/16 inch plug reach
(CSA) 209567S -- (CSA)* Used with current CSA spark plug carrier, coil adapter and
P/N 69694G Blue CSA flanged coil

CO
Used on F2895GL, F3521GL, L7042GL, P9390GL (CSA)
Carrier 13/16 inch plug reach
(CSA) 209567R -- (CSA)* Used with current CSA spark plug carrier, coil adapter and
P/N 69694G Blue CSA flanged coil
SPARK PLUGS
60999S (4 ground) (Nickel)
Used with P/N 69694 “Blue coil”
(Gap 0.010 in. (0.254 mm))
60999W (J--Type) (Platinum) (service option)
(Gap 0.010 in. (0.254 mm)) Used with P/N 69694 “Blue coil”
Standard

CSA (Shielded)
current production)
ER
60999T*** (J--Type) (Iridium/Platinum)
(service option and CSA and Non -- CSA

(Gap 0.010 in. (0.254 mm))

60999U (4 ground)(Nickel) (service option)
Used with P/N 69694 “Blue coil” in Non CSA applications, and
current CSA spark plug carrier,
carrier coil adapter and P/N 69694G
Blue CSA flanged coil in CSA applications

Used with P/N 69766A (previous production CSA “long coil”)

(Gap 0.010 in. (0.254 mm)) and 208338B spark plug recess cover
W
SPARK PLUG EXTENSIONS
G,GSI,GL -- Use with P/N 208338A spark plug recess cover
Extension 211357H (current production)
and P/N 69694 “Blue coil”
CSA GL -- Use with P/N 208338A spark plug recess cover and
PO

Extension CSA 211357P (current production) current CSA spark plug carrier, coil adapter and P/N 69694G
Blue CSA flanged coil in CSA applications
Boot ** 740011 Replace boot as required
NOTE: * 13/16 inch reach spark plugs are used with 13/16 inch reach spark plug carriers only.
** Service P/N 211357H and P/N 211357P spark plug connectors with P/N 740011 Boot.
T
AF
KR

1.15 -- 20 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

ENGINE TIMING DATA TEMPERATURE AND PRESSURE TEST

POINTS
Detonation is NOT al- Refer to Figure 1.15-14 through Figure 1.15-17 for
lowed at any time during location of temperature and pressure test points on all

.
engine operation, regardless of the specified tim- VHP engines.
ing. If detonation occurs at the specified timing, a

RP
timing adjustment must be made to retard the Pressures
ignition timing until NO audible detonation exists. P2 Exhaust Manifold
Engine damage may result if detonation occurs. P3 Exhaust Back Pressure
Temperatures
Refer to the engine nameplate for the proper engine T2 Exhaust Manifold P3, T3
timing value. T3 Exhaust Stack

CO
NOTE: Changing the engine timing will also change the
exhaust emissions and fuel economy.

WAUKESHA KNOCK INDEX (WKIâ) The WKIâ value

software, developed by Waukesha Engine, represents a
major leap forward in field gas analysis. This new
method replaces the Octane Method analysis method
P2, T2
previously used.

ER
The WKIâ software greatly improves the accuracy of
calculating fuel knock resistance of field gas, natural
gas, and low Btu gases. In addition, the WKIâ software
is able to account for the “knock improver” characteris-
tics of inert gases which are often found in gaseous
fuels. When used in conjunction with the Waukesha
W
Custom Engine Control Detonation Sensing Module,
Waukesha is often able to maximize power ratings and
optimize performance on poor quality fuels while
maintaining an adequate knock safety margin.
PO

Figure 1.15-14. Rear View -- 6 Cylinder

T
AF
KR

FORM 6277 Second Edition 1.15 -- 21

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 KRAFT POWER CORP.
GENERAL INFORMATION

EP

.
RP
P2, T2

CO
P4

T5 ER
LEFT SIDE
P1 T1
T4
W
PO
T
AF

P6 P5 P8 T6
RIGHT SIDE

Pressures Temperatures
P1 Intake Manifold T1 Intake Manifold
KR

P2 Exhaust Manifold T2 Exhaust Manifold

P4 Oil T4 Oil
P5 Carburetor Air T5 Jacket Water Outlet
P6 Carburetor Fuel T6 Auxiliary Water Inlet
P8 Crankcase Vacuum Other
EP Exhaust Probe

Figure 1.15-15. Right And Left Side Views -- 6 Cylinder

1.15 -- 22 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

.
RP
CO
T6 P8
ER
LEFT SIDE
P1 T1

T5
W
P7
PO
T
AF

T4 P4 P6 P5
RIGHT SIDE
KR

Pressures Temperatures
P1 Intake Manifold T1 Intake Manifold
P4 Oil T4 Oil
P5 Carburetor Air T5 Jacket Water Outlet
P7 Prechamber Fuel (GL Only) T6 Auxiliary Water Inlet
P8 Crankcase Vacuum Other
EP Exhaust Probe
Figure 1.15-16. Right And Left Side Views -- 12 Cylinder

FORM 6277 Second Edition 1.15 -- 23

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 KRAFT POWER CORP.
GENERAL INFORMATION

.
EP P3, T3

RP
CO
P2, T2

ER
W
PO

Pressures Temperatures
P2 Exhaust Manifold T2 Exhaust Manifold
P3 Exhaust Back Pressure T3 Exhaust Stack
Other
EP Exhaust Probe
T

Figure 1.15-17. Rear View -- 12 Cylinder

AF
KR

1.15 -- 24 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

T5 P2 T2 T3, P3 EP

.
RP
T6

CO
ER
W
T1 P4 T4 P1 P8
PO

RIGHT SIDE

Pressures Temperatures
P1 Intake Manifold T1 Intake Manifold
P2 Exhaust Manifold (Behind Carburetor) T2 Exhaust Manifold (Behind Carburetor)
P3 Exhaust Back Pressure T3 Exhaust Stack
P4 Oil T4 Oil
P8 Crankcase Vacuum T5 Jacket Water Outlet
T

T6 Auxiliary Water Inlet

Other
EP Exhaust Probe
AF

Figure 1.15-18. Right And Left Side View -- 16 Cylinder

KR

FORM 6277 Second Edition 1.15 -- 25

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 KRAFT POWER CORP.
GENERAL INFORMATION

.
RP
P6 P6

CO
P7 P7

ER
W
Pressures
P6 Carburetor Fuel
P7 Prechamber Fuel (GL Only)
PO

Figure 1.15-19. Front And Rear Views -- 16 Cylinder

T
AF
KR

1.15 -- 26 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

SERVICE TOOLS LIST

You will need the following special tools to perform the operator tasks on VHP engines (see Table 1.15-6). In some
instances, substitute items may be used but only if specifically approved by Waukeshaâ. To order these special tools,
contact your local Waukesha Engine Distributor.

.
Table 1.15-6. Service Tools

RP
WAUKESHA TOOL P/N TOOL DESCRIPTION
167164D Spark Plug Socket/Ext. (1 inch socket with 10 inch extension, for Shielded, CSA w/F.M. coils)
474016 VHP V- Belt Tester
474022 Timing Tool
475006 Spark Plug Spreading Tool
475037 Spark Plug Socket (NEW) (7/8 inch Socket 15-1/2 inch long w/rubber O-ring insert)

CO
475072 Digital Manometer/Calibrator Kit
475029 O-Ring Lube
494087 Spark Plug Thread and Seat Cleaner (18 mm) for 1/2 inch reach spark plug bores
475065 Spark Plug Thread and Seat Cleaner (18 mm) for 13/16 inch reach spark plug bores
494227 Explosion Proof Timing Light
494258 Slack Tube Manometer
494287
494338

494421

494422
Valve Adjusting Wrench
Induction Timing Light

ER
Spark Plug Gapping Tool - 0.010 -- 0.013 in. (0.254 -- 0.330 mm)(4 prong)(not recommended for gapping
used plugs)
Spark Plug Gapping Tool -- 0.018 -- 0.022 in. (0.457 -- 0.559 mm)(4 prong)(not recommended for gapping
used plugs)
Spark Plug Gapping Kit (4 prong) Contains gap setting tool for closing the gaps, a gap spreading tool, and
W
475033 two gap setting tools, 0.011 in. (0.279 mm) and 0.020 in. (0.508 mm)
489341 KRYTOXâ GPL-206 grease -- for spark plug boot and extension
494215 Compression Tester
494217 Compression Tester Adapter
PO

475007 02 Analyzer
475357 02 Analyzer
475068 02 Analyzer, 220 Volt
475039 02 Sensor Socket
475067 CO/HC Analyzer
494360 Exhaust Analyzer Accessory Kit
T
AF
KR

FORM 6277 Second Edition 1.15 -- 27

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 KRAFT POWER CORP.
GENERAL INFORMATION

GENERAL TORQUE VALUES

Table 1.15-7. Metric Standard Capscrew Torque Values (Untreated Black Finish)
COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO

.
PROPERTY 5.6 8.8 10.9 12.9
CLASS

RP
TORQUE TORQUE TORQUE TORQUE
SIZE
N×m in-lb N×m in-lb N×m in-lb N×m in-lb
M3 0.6 5 1.37 12 1.92 17 2.3 20
M4 1.37 12 3.1 27 4.4 39 10.4 92
M5 2.7 24 10.5 93 15 133 18 159

CO
M6 4.6 41 10.5 93 15 133 10.4 92
M7 7.6 67 17.5 155 25 221 29 257
M8 11 97 26 230 36 319 43 380
M10 22 195 51 451 72 637 87 770
N×m ft-lb N×m ft-lb N×m ft-lb N×m ft-lb
M12 39 28 89 65 125 92 150 110
M14 62 45 141 103 198 146 240 177
M16
M18
M20
M22
M24
M27
95
130
184
250
315
470
70
95
135
184
232
346
215
295
420
570
725
1070
ER 158
217
309
420
534
789
305
420
590
800
1020
1519
224
309
435
590
752
1113
365
500
710
960
1220
1810
269
368
523
708
899
1334
W
M30 635 468 1450 1069 2050 1511 2450 1806
M33 865 637 1970 1452 2770 2042 3330 2455
M36 1111 819 2530 1865 3560 2625 4280 3156
M39 1440 1062 3290 2426 4620 3407 5550 4093
PO

FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)

ISO
PROPERTY 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE
SIZE
N×m ft-lb N×m ft-lb N×m ft-lb
M8 x 1 27 19 38 28 45 33
T

M10 x 1.25 52 38 73 53 88 64
M12 x 1.25 95 70 135 99 160 118
M14 x 1.5 150 110 210 154 250 184
AF

M16 x 1.5 225 165 315 232 380 280

M18 x 1.5 325 239 460 339 550 405
M20 x 1.5 460 339 640 472 770 567
M22 x 1.5 610 449 860 634 1050 774
M24 x 2 780 575 1100 811 1300 958
NOTE: The conversion factors used in these tables are as follows: One Năm equals 0.7375 ft-lb and one ft-lb equals 1.355818 Năm.
KR

1.15 -- 28 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

Table 1.15-8. Metric Standard Capscrew Torque Values (Electrically Zinc Plated)
COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS

.
TORQUE TORQUE TORQUE TORQUE
SIZE

RP
N×m in-lb N×m in-lb N×m in-lb N×m in-lb
M3 0.56 5 1.28 11 1.8 16 2.15 19
M4 1.28 11 2.9 26 4.1 36 4.95 44
M5 2.5 22 5.75 51 8.1 72 9.7 86
M6 4.3 38 9.9 88 14 124 16.5 146
M7 7.1 63 16.5 146 23 203 27 239

CO
M8 10.5 93 24 212 34 301 40 354
M10 21 186 48 425 67 593 81 717
N×m in-lb N×m in-lb N×m in-lb N×m in-lb
M12 36 26 83 61 117 86 140 103
M14 58 42 132 97 185 136 220 162
M16 88 64 200 147 285 210 340 250
M18 121 89 275 202 390 287 470 346
M20
M22
M24
M27
M30
171
230
295
435
590
126
169
217
320
435
390
530
675
995
1350
ER 287
390
497
733
995
550
745
960
1400
1900
405
549
708
1032
1401
660
890
1140
1680
2280
486
656
840
1239
1681
M33 800 590 1830 1349 2580 1902 3090 2278
W
M36 1030 759 2360 1740 3310 2441 3980 2935
M39 1340 988 3050 2249 4290 3163 5150 3798
FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
PO

ISO
PROPERTY 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE
SIZE
N×m ft-lb N×m ft-lb N×m ft-lb
M8 x 1 25 18 35 25 42 30
M10 x 1.25 49 36 68 50 82 60
M12 x 1.25 88 64 125 92 150 110
T

M14 x 1.5 140 103 195 143 235 173

M16 x 1.5 210 154 295 217 350 258
AF

M18 x 1.5 305 224 425 313 510 376

M20 x 1.5 425 313 600 442 720 531
M22 x 1.5 570 420 800 590 960 708
M24 x 2 720 531 1000 737 1200 885
NOTE: The conversion factors used in these tables are as follows: One Năm equals 0.7375 ft-lb and one ft-lb equals 1.355818 Năm.
KR

FORM 6277 Second Edition 1.15 -- 29

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 KRAFT POWER CORP.
GENERAL INFORMATION

Table 1.15-9. U.S. Standard Capscrew Torque Values

SAE
GRADE
NUMBER
Grade 1 or 2 Grade 5 Grade 8

.
SIZE/
THREADS TORQUE TORQUE TORQUE

RP
PER INCH in-lb (N×m) in-lb (N×m) in-lb (N×m)

THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4 -- 20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 159 (18) 142 (16) 133 (15) 124 (14)
1/4 -- 28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16 -- 18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)

CO
5/16 -- 24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8 -- 16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)
ft-lb (N×m) ft-lb (N×m) ft-lb (N×m)
3/8 -- 24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16 -- 14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16 -- 20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2 -- 13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2 -- 20
9/16 -- 12
9/16 -- 18
5/8 -- 11
5/8 -- 18
41 (56)
51 (69)
55 (75)
83 (113)
95 (129)
37 (50)
46 (62)
50 (68)
75 (102)
86 (117)
33 (45)
41 (56)
44 (60)
66 (89)
76 (103)
85 (115)

ER
110 (149)
120 (163)
150 (203)
170 (230)
77 (104)
99 (134)
108 (146)
135 (183)
153 (207)
68 (92)
88 (119)
96 (130)
120 (163)
136 (184)
120 (163)
155 (210)
170 (230)
210 (285)
240 (325)
108 (146)
140 (190)
153 (207)
189 (256)
216 (293)
96 (130)
124 (168)
136 (184)
168 (228)
192 (260)
W
3/4 -- 10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)
3/4 -- 16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8 -- 9 160 (217) 144 (195) 128 (174) 429 (582) 386 (523) 343 465() 605 (820) 545 (739) 484 (656)
7/8 -- 14 175 (237) 158 (214) 140 (190) 473 (461) 426 (578) 379 (514) 675 (915) 608 (824) 540 (732)
PO

1.0 -- 8 235 (319) 212 (287) 188 (255) 644 (873) 580 (786) 516 (700) 910 (1234) 819 (1110) 728 (987)
1.0 -- 14 250 (339) 225 (305) 200 (271) 721 (978) 649 (880) 577 (782) 990 (1342) 891 (1208) 792 (1074)
NOTE: Dry torque values are based on the use of clean, dry threads.
Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
Plated torque values have been reduced by 20% for new plated capscrews.
Capscrews which are threaded into aluminum may require a torque reduction of 30% or more.
The conversion factor from ft-lb to in-lb is ft-lb x 12 equals in-lb.

ENGLISH/METRIC CONVERSIONS
T

Table 1.15-10. Metric Bolt Diameter To Hex Head Wrench Size Conversion Table

METRIC BOLT DIAMETER METRIC STANDARD METRIC BOLT DIAMETER METRIC STANDARD
AF

WRENCH SIZE WRENCH SIZE

M3 6 mm M18 27 mm
M4 7 mm M20 30 mm
M5 8 mm M22 32 mm
M6 10 mm M24 36 mm
M7 11mm M27 41 mm
KR

M8 13 mm M30 46 mm
M10 16 or 17 mm M33 50 mm
M12 18 or 19 mm M36 55 mm
M14 21 or 22 mm M39 60 mm
M16 24 mm M42 65 mm

1.15 -- 30 FORM 6277 Second Edition

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 KRAFT POWER CORP.
GENERAL INFORMATION

Table 1.15-11. English To Metric Formula Conversion Table

CONVERSION FORMULA EXAMPLE
Inches and any fraction in decimal equivalent
Inches to Millimeters multiplied by 25.4 equals millimeters. 2-5/8 in. = 2.625 x 25.4 = 66.7 mm

Cubic Inches to Litres Cubic inches multiplied by 0.01639 equals litres. 9388 cu. in. = 9388 x 0.01639 = 153.9 L

.
Ounces to Grams Ounces multiplied by 28.35 equals grams. 21 oz. = 21 x 28.35 = 595 g

RP
Pounds to Kilograms Pounds multiplied by 0.4536 equals kilograms. 22,550 lb. = 22,550 x 0.4536 = 10,229 kg
Inch pounds multiplied by 0.113 equals
Inch Pounds to Newton--meters Newton--meters. 360 in-lb = 360 x 0.113 = 40.7 N×m

Foot pounds multiplied by 1.3558 equals

Foot Pounds to Newton--meters Newton--meters. 145 ft-lb = 145 x 1.3558 = 197 N×m

Pounds per square inch multiplied by 0.0690

Pounds per Square Inch to Bars 9933 psi = 9933 x 0.0690 = 685 Bar

CO
equals bars.
Pounds per Square Inch to Pounds per square inch multiplied by 0.0703
Kilograms per Square Centimeter equals kilograms per square centimeter. 45 psi = 45 x 0.0703 = 3.2 kg/cm2

Pounds per Square Inch to Pounds per square inch multiplied by 6.8947
Kilopascals equals kilopascals. 45 psi = 45 x 6.8947 = 310 kPa

Fluid ounces multiplied by 29.57 equals

Fluid Ounces to Cubic Centimeters cubic centimeters. 8 oz. = 8 x 29.57 = 237 cc

Gallons to Litres Gallons multiplied by 3.7853 equals litres. 148 gal. = 148 x 3.7853 = 560 L
Degrees Fahrenheit to Degrees
Centigrade

ER
Degrees Fahrenheit minus 32 divided by 1.8
equals degrees Centigrade.

Table 1.15-12. Metric To English Formula Conversion Table

CONVERSION
Millimeters to Inches
FORMULA
Millimeters multiplied by 0.03937 equals inches.
212° F -- 32 ¸ 1.8 = 100° C

EXAMPLE
67 mm = 67 x 0.03937 = 2.6 in.
W
Litres to Cubic Inches Litres multiplied by 61.02 equals cubic inches. 153.8 L = 153.8 x 61.02 = 9385 cu. in.
Grams to Ounces Grams multiplied by 0.03527 equals ounces. 595 g = 595 x 0.03527 = 21.0 oz.
Kilograms to Pounds Kilograms multiplied by 2.205 equals pounds. 10,228 kg = 10,228 x 2.205 = 22,553 lb.
Newton--meters multiplied by 8.85 equals
PO

Newton--meters to Inch Pounds inch pounds. 40.7 N×m = 40.7 x 8.85 = 360 in-lb

Newton--meters multiplied by 0.7375 equals

Newton--meters to Foot Pounds foot pounds. 197 N×m = 197 x 0.7375 = 145 ft-lb

Bars multiplied by 14.5 equals pounds per

Bars to Pounds per Square Inch square inch. 685 Bar = 685 x 14.5 = 9933 psi

Kilograms per Square Centimeter Kilograms per square centimeter multiplied by

to Pounds per Square Inch (psi) 14.22 equals pounds per square inch. 3.2 kg/cm2 = 3.2 x 14.22 = 46 psi

Kilopascals to Pounds per Square Inch Kilopascals multiplied by 0.145 equals pounds
(psi) per square inch. 310 kPa = 310 x 0.145 = 45.0 psi
T

Cubic centimeters multiplied by 0.0338 equals

Cubic Centimeters to Fluid Ounces fluid ounces. 236 cc = 236 x 0.0338 = 7.98 oz.
AF

Litres to Gallons Litres multiplied by 0.264 equals gallons. 560 L = 560 x 0.264 = 148 gal.
Degrees Centigrade to Degrees Degrees Centigrade multiplied by 1.8 plus 32
Fahrenheit equals degrees Fahrenheit. 100° C = 100 x 1.8 + 32 = 212° F
KR

FORM 6277 Second Edition 1.15 -- 31

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 KRAFT POWER CORP.
GENERAL INFORMATION

INDEX OF SEALANTS, ADHESIVES AND be used to match the general description to a specific
LUBRICANTS product or its equivalent (ie. pipe sealant = Perma Lokâ
Heavy Duty Pipe Sealant with Teflonâ or its equivalent).
The following is a list of sealants, adhesives and Waukesha does not endorse one brand over another. In
lubricants (see Table 1.15-13) required to perform the all cases, equivalent products may be substituted for the

.
tasks in this manual. Where possible, brand names are brand name listed. All part numbers listed are the

RP
included with the task. When they are not, this index may manufacturer’s numbers.

Table 1.15-13. Sealants, Adhesives, And Lubricants

NAME USED IN TEXT BRAND NAME/DESCRIPTION
High Temperature
Anti--seize compound FEL--PROâ C5--Aâ, P/N 51005 or Loctiteâ Anti--Seize 767/ Copper based anti--seize compound

Anti--Seize Bostik Never Seezâ Anti--Seize and Lubricating Compound/Nickle based anti--seize compound

CO
Black Silicone G.E. Silmateâ Silicone Rubber
MAGNAFLUXâ Products: Penetrant (SKL--HF/S) Developer (SKD--NF--ZP--9B) Cleaner/Remover
Bluing Agent (SKC--NF/ZC--7B)
Bluing Paste Permatexâ Non Drying Prussian Blue (mfg. by Loctite Corporation)
Ceramic bonded high temperature
solid film lubricant Lube--Lokâ 1000 or equivalent

Cleaning Solvent/Mineral Spirits Amisolä Solvent (mfg. by Standard Oil)

Dielectric Silicone Grease
Engine Oil

Epoxy Sealant

Gasket Adhesive
Heavy Lube Oil
See Lubricating Oil

ER
Dow Corning DC--200, G.E. G--624, GC Electronics 25

Scotch Weldâ No. 270 B/A Black Epoxy Potting Compound/Adhesive, P/N’s. A and B
(3M ID No. 62--3266--7430--6 (PA)
Scotch Gripâ 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M ID No. 62--0847--7530--3
Vactraâ 80W90 Gear Oil (mfg. by Mobil)
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Liquid Soap Doveâ Dishwashing Liquid
Lithium Grease See Molycoteä Paste G
Locquicâ Primer “T” Item No. 74756 (mfg. by Loctite Corporation)
Loctiteâ 242 Loctiteâ Item No. 24241/a blue colored removable thread locking compound
PO

Loctiteâ 271 Loctiteâ Item No. 27141/a red colored thread locking compound
Loctiteâ Compound 40 Loctiteâ Item No. 64041/High Temperature Retaining Compound 40
Loctiteâ Hydraulic Sealant Loctiteâ Item No. 56941
Loctiteâ RCt/609 Loctiteâ Item No. 60931
Loctiteâ 620 Loctiteâ Item No. 620--40/High Temperature Retaining Compound
Lubricating Oil/Engine Oil New oil of the type used in the crankcase
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Magnafluxä See Bluing Agent

Metal Assembly Spray Dow Corning Lubricant G--n
Dow Corning Molycoteä Paste G or CITGO Lithoplexâ Grease NLGI No. 2 Product Code 55--340/
Molycoteä Paste G
AF

a molybdenum--based grease
O--ring Lubricant Parker Super O--Lubeä/dry silicone lubricant
Permatexâ Aviation
Form--A--Gasketâ Sealant Liquid Loctiteâ Item No. 3D

Permatexâ Form--A--Gasketâ
No. 2 Sealant Loctiteâ Item No. 2C
KR

Permatexâ High Tack

Spray--A--Gasketâ Sealant Loctiteâ Item No. 99MA

Pipe Sealant Perma Lokâ Heavy Duty Pipe Sealant with Teflon, Item No. LH050
Stelliteâ Stelliteâ is a registered trademark of Stoody Deloro Stellite, Inc.
WD--40â WD--40â is a registered trademark of the WD--40 Company.
Stelliteâ is not a word per se, but a registered trademark of Stoody Deloro Stellite, Inc. It can only be used
in association with the alloys and other products of Stoody Deloro Stellite, Inc and then must have a
Stelliteâ registration mark and the phrase “Stelliteâ is a registered trademark of Stoody Deloro Stellite, Inc.”
must appear on each page which uses the Stelliteâ trademark.

1.15 -- 32 FORM 6277 Second Edition

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 KRAFT POWER CORP.
CHAPTER 2 -- ENGINE SYSTEMS

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RP
CONTENTS

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SECTION 2.00 -- SPEED GOVERNING SYSTEM DESCRIPTION

SECTION 2.05 -- FUEL SYSTEM DESCRIPTION

SECTION 2.10 -- IGNITION SYSTEM DESCRIPTION

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SECTION 2.15 -- AIR INTAKE SYSTEM DESCRIPTION

SECTION 2.20 -- TURBOCHARGER SYSTEM DESCRIPTION

SECTION 2.25 -- COOLING SYSTEM DESCRIPTION

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SECTION 2.30 -- LUBRICATION SYSTEM DESCRIPTION

SECTION 2.35 -- EXHAUST SYSTEM DESCRIPTION

PO

SECTION 2.40 -- CRANKCASE BREATHER SYSTEM DESCRIPTION

SECTION 2.45 -- PRELUBE AND STARTING SYSTEM

DESCRIPTION
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SECTION 2.50 -- ENGINE PROTECTION SHUTDOWN SYSTEM

DESCRIPTION
AF
KR

FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 2.00

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RP
SPEED GOVERNING SYSTEM DESCRIPTION

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SPEED GOVERNING SYSTEM
DESCRIPTION SIGHT
GLASS OIL FILLER CUP
The engine speed governing system consists of the
following components. Components may vary with the
engine model:
WOODWARD
· Governor Options

·· Woodwardä UG-8L Governor

·· Woodwardä UG-8 Dial Governor

·· Woodwardä UG-Actuator

·· Woodwardä EG-3P Electronic Governor

ER C
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M
P
E
N
S
A
T
I
O
N
M
A
X

M
I
N
TERMINAL
SHAFT
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COMPENSATION
· Governor Linkage POINTER

· Magnetic Pickup (for electronic governors)

PO

· Control Panels (for electric units)

· Overspeed Governor (optional)

ä UG-8L GOVERNOR
WOODWARDä OIL DRAIN
PLUG
The Woodward UG-8L Governor, capable of isochrono-
us operation (will maintain the same engine speed
regardless of engine load), is a mechanical-hydraulic
T

device (see Figure 2.00-1).

COMPENSATION DRIVE SHAFT
ä UG-ACTUATOR GOVERNOR
WOODWARDä NEEDLE VALVE
(BEHIND PLUG)
AF

The Woodwardä UG-Actuator Governor is a propor-

tional electric/hydraulic actuator. The UG-Actuator con- ä UG-8L Governor
Figure 2.00-1. Woodwardä
verts an electrical input signal to a proportional hydraulic
output-shaft position to control engine fuel flow. The ä UG-8 DIAL GOVERNOR
WOODWARDä
UG-Actuator provides the advantages of electronic
control while using the same linkages as the UG-8 The Woodwardä UG-8 Dial Governor is a mechanical-
hydraulic device mechanically linked to the fuel system.
KR

governors. The UG-Actuator is outwardly similar to the

UG-8L governor. The governor operates isochronously (will maintain the
same engine speed regardless of engine load), except
during transient load conditions. The UG-8 Dial Gover-
nor has dial adjustments on the face of the governor
(see Figure 2.00-2). These dials are the Speed Droop
control knob, the Load Limit control knob, the Synchro-
nizer, and the Syn. Indicator. The speed droop control

FORM 6277 Second Edition 2.00 -- 1

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 KRAFT POWER CORP.
SPEED GOVERNING SYSTEM DESCRIPTION

can be set to automatically divide and balance the load

between engines driving the same shaft, or paralleled in
GOVERNOR LINKAGE
an electrical system.

OIL FILLER CUP

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SIGHT
GLASS

OUTPUT LEVER

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SPEED DROOP SYNCHRONIZER

LOAD LIMIT SYN. INDICATOR EG-3P ACTUATOR

COMPENSATION
ADJUSTMENT

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the
Figure 2.00-3. EG-3P Actuator- 6 Cylinder Shown

OVERSPEED GOVERNOR (OPTION)

The overspeed governor is a safety device that protects
engine from overspeed damage (see
Figure 2.00-4). The overspeed governor is activated
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OIL DRAIN when the engine speed rises approximately 10% above
PLUG
the maximum high idle speed. The overspeed governor
functions only if the regular governor fails to operate.
PO

OVERSPEED
COMPENSATION GOVERNOR
NEEDLE VALVE
(BEHIND PLUG) OVERSPEED
PRESSURE SWITCH LUBE OIL HEADER
ä UG-8 Dial Governor
Figure 2.00-2. Woodwardä PRESSURE INLET

ä EG-3P ELECTRONIC GOVERNING

WOODWARDä
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SYSTEM
The Woodwardä EG-3P electronic governing system
MANUAL RESET
AF

(see Figure 2.00-3) consists of three components: the BUTTON

magnetic pickup, the control unit and the actuator. The DEPRESSED
(NORMAL MODE)
system is capable of isochronous operation (will main-
tain the same engine speed regardless of engine load).
The control unit is off-engine mounted and is usually in
the control room. It is the device that interrupts the signal
that is sent from the magnetic pickup. The control unit
KR

MOUNTING PAD
then compares the magnetic signal through circuitry and (MAGNETO DRIVE ASSEMBLY)
makes the proper adjustments through the actuator.
Figure 2.00-4. Overspeed Pressure Switch
The governor actuator is engine mounted, and is the
mechanical device that physically moves the carburetor
butterflies. The governor actuator is driven from the
accessory drive gear.

2.00 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
SPEED GOVERNING SYSTEM DESCRIPTION

GOVERNOR LINKAGE MAGNETIC PICKUP

The governor linkage (see Figure 2.00-3) connects the The engine speed is detected by a magnetic pickup
governor output shaft with the carburetor butterfly shaft. threaded into the flywheel housing above the flywheel
UG-8L governors (see Figure 2.00-5) have a hand lever ring gear (see Figure 2.00-7).
on the side of the governor to manually set engine

.
speed. UG-8 dial governors (see Figure 2.00-2) manu-

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ally control engine speed with a dial control. All engines
have a manual speed control lever (see Figure 2.00-6)
added to the linkage on the carburetor side that enables
the operator to manually return the engine to idle in the
event of an emergency.

CO
GOVERNOR

MAGNETIC
PICKUP

SPEED CONTROL
LEVER
ER Figure 2.00-7. Governor Magnetic Pickup

AIR ACTUATOR FOR UG GOVERNORS

The engine may be equipped with a speed control air
actuator (see Figure 2.00-8).
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Figure 2.00-5. Governor Speed Control Lever
PO

GOVERNOR
ROD
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MANUAL SPEED
AF

CONTROL LEVER
AIR ACTUATOR
Figure 2.00-6. Manual Speed Control Lever

Figure 2.00-8. Governor Mounted Air Actuator

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A signal from a pneumatic supply pressurizes the

governor speed setting mechanism. The speed is
determined by the amount of air pressure that is
supplied to the actuator. Typical pneumatic pressure
range is 3 to 15 psi (20.7 to 103.4 kPa). Governors
operating at these pressures will control the engine
speed between 800 and 1200 rpm.

FORM 6277 Second Edition 2.00 -- 3

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 KRAFT POWER CORP.
SPEED GOVERNING SYSTEM DESCRIPTION

CONTROL PANEL the control amplifier voltage and the rpm voltage. The
A control unit (see Figure 2.00-9 and Figure 2.00-10), control amplifier sends an appropriate voltage to the
used with electric units, is off-engine mounted, usually in actuator. For example, if the speed was greater than the
the control room, and is the device that receives the speed setting, the control amplifier would decrease its
signal that is sent from the magnetic pickup. The control output and the actuator would decrease fuel to the

.
unit then compares the magnetic pickup signal to the engine. Load sharing between two or more

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predetermined engine rpm signal through circuitry and engine-generator sets is accomplished via the load
makes the proper adjustments through the actuator. sensing circuitry. Each generator’s load is electronically
The engine rpm is set with the rated speed measured continuously to other units on the same bus
potentiometer located on the control unit, or by the via parallel lines. Continuous correction to control loop
optional external speed trim potentiometer. The rpm gives load sharing.
setting voltage is compared at the control unit between

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LOAD LOW IDLE ACTUATOR RATED START
DROOP GAIN SPEED COMPENSATION GAIN SPEED FUEL LIMT

0 10 0 10 0 10 0 10 0 10 0 10 0 10

2301A LOAD SHARING & SPEED CONTROL

0 1
PT

2 3 4
CT

5 6
CT

7 8
CT

9
LOAD
SHARING
LINES
+

10 11
_
LOAD
SIGNAL
ER
+

12 13 14
CB
AUX

20--46VOC
SUPPLY
_

15 16
+
OPEN
FOR
MIN
FUEL

SPEED
SIGNAL
CLOSE

OVERRIDE
FAILED

17 18 19
FOR
RATED

CLOSE TO

+
0 10
RAMP TIME

ACTUATOR
_

20 21 22
SPEED
TRIM
OR
JUMPER

23 24
+
SPM
SYNC
INPUT

25
_
0 10
RESET

SPEED
SIGNAL
INPUT

26 27 28 29
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PO

Figure 2.00-9. 2301A Load Sharing And Speed Control

START ACTUATOR
FUEL LIMT COMPENSATION RESET GAIN
T

0 10 0 10 0 10 0 10

2301A SPEED CONTROL

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0 10 0 10
RAMP LOW RATED
TIME IDLE SPEED
OPEN
FOR CLOSE SPM AUX
MIN FOR INPUT INPUT
FUEL RATED SPEED
10--40 VDC SPEED TRIM
12 WATT SIGNAL OR DROOP
CLOSE TO (OPTIONAL)
INPUT OVERRIDE INPUT ACTUATOR JUMPER
LOSS OF NOT
_ + SPEED + _ CW +
_ COM _
USED
SIGNAL CW
KR

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

Figure 2.00-10. 2301A Speed Control

2.00 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 2.05

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RP
FUEL SYSTEM DESCRIPTION

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FUEL SYSTEM DESCRIPTION MAIN FUEL GAS PRESSURE REGULATORS
The function of the fuel system is to maintain a constant To ensure a steady fuel supply to the carburetor(s), all
air/fuel ratio throughout the load range of the engine and engines have one main fuel gas pressure regulator for
to deliver the air/fuel mixture in the proper quantities. each bank (see Figure 2.05-2).
See Figure 2.05-1 for G/GSI/GL engine fuel compo- The main fuel gas pressure regulator(s) reduce the
nents. See Low Fuel Pressure System Engines in this incoming fuel supply pressure to the carburetor(s).
section for low fuel pressure components.
NOTE: The actual carburetor inlet fuel pressure will
· Main Fuel Gas Pressure Regulator(s)
· Carburetor(s)
· Pilot-Operated Prechamber Gas Valve (GL engines)
ER
· Prechamber Gas Safety Shutdown Valve (GL engines)
depend on the heating value of the fuel.
From the main fuel gas pressure regulator(s) the fuel
flows into the carburetor(s) where it is mixed with air to
provide the correct mixture to the combustion cham-
bers.
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· Prechamber Regulator GL engines)
· Prechamber Manifolds (2) (GL engines)
RIGHT SIDE SHOWN
· Fuel Admission Valves (one per cylinder) (GL engines)
PO

· Custom Engine Control Air/Fuel Module

(AFM) System (Optional)

PRECHAMBER ADMISSION VALVES (GL)

MANIFOLD (GL) (1 PER CYLINDER HEAD)
PRECHAMBER
REGULATOR (GL)
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MAIN FUEL GAS

PRESSURE REGULATOR
AF

ä 99 Main Fuel Gas Pressure

Figure 2.05-2. Fisherä
Regulator -- 12 Cylinder GSI
KR

CARBURETOR MAIN FUEL GAS

PRESSURE REGULATOR

Figure 2.05-1. 12 Cylinder Right Side Engine View

FORM 6277 Second Edition 2.05 -- 1

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 KRAFT POWER CORP.
FUEL SYSTEM DESCRIPTION

CARBURETOR(S) PRECHAMBER GAS VALVE

Six and 12 cylinder engines have a carburetor mounted On GL engines, the prechamber gas valve
just below the center of each intake manifold (see (see Figure 2.05-5) is located on a line off the main fuel
Figure 2.05-3). gas pressure regulator gas inlet pipe tee. This valve
admits high pressure gas to the prechamber fuel

.
regulator.

RP
RIGHT SIDE RIGHT SIDE
PRECHAMBER CARBURETOR
MANIFOLD

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MANUAL
SPEED
CONTROL

Figure 2.05-3. Carburetor -- Right Side View

The carburetor(s) produce a combustible mixture by

automatically mixing air and fuel in the proper propor-
tions.
ER PRECHAMBER
GAS VALVE
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PRECHAMBER REGULATOR
On GL engines, the prechamber regulator (see
Figure 2.05-5. Prechamber Gas Valve --
Figure 2.05-4) controls the amount of fuel available to
6 Cylinder GL Engine Shown
the prechamber manifolds. The flow to the prechamber
PO

manifolds is fuel only. All of the air needed for

combustion is pushed into the prechamber by the piston PRECHAMBER GAS SAFETY SHUTDOWN VALVE
on its compression stroke. On GL engines, the prechamber gas safety shutdown
valve (see Figure 2.05-6) admits gas pressure once
engine lube oil pressure reaches or exceeds 20 psi
PRECHAMBER (138 kPa). Lube oil pressure continues to admit gas to
REGULATOR
the prechamber regulator, while the engine is running.
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If the engine stops, loss of engine oil pressure automati-

cally causes the prechamber gas safety shutdown valve
to stop the flow of gas to the prechamber gas valve,
AF

which shuts off the supply of gas to the prechamber

regulator.

Figure 2.05-4. Prechamber Regulator -- GL

KR

2.05 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM DESCRIPTION

PRECHAMBERS AND SPARK PLUG CARRIERS

AIR/GAS PLENUM On GL engines, the air/fuel mixture in the main
combustion chamber is so lean that it cannot be ignited
with a spark plug alone. With the prechamber design,
the prechamber receives a rich fuel mixture that is easily

.
GAS SAFETY
SHUTDOWN ignited. The resulting flame ignites the lean mixture in

RP
VALVE the main chamber.
The top half of the prechamber is located in the bottom of
the spark plug carrier. The lower portion of the precham-
ber is a separate piece with a three-hole nozzle (see
Figure 2.05-8). The prechamber is filled with the rich
air/fuel mixture through the admission valve. The

CO
prechamber fuel charge is leaned out by air flow into the
prechamber during the compression stroke. This pro-
Figure 2.05-6. Prechamber Gas Safety Shutdown cess is designed to be highly turbulent, ensuring good
Valve -- 6 Cylinder Engine GL Shown mixing of each prechamber charge. The spark plug then
ignites the prechamber mixture, which directs a flame
ADMISSION VALVE ASSEMBLIES torch through the nozzle holes into the lean mixture in
the main combustion chamber. The main chamber fuel
On GL engines, each admission valve assembly (1 per
charge then ignites.
cylinder head) is mounted at a 45 degree angle on the

ER
side of each cylinder head (see Figure 2.05-7). The
admission valve directs the flow of fuel to the precham-
ber (see Figure 2.05-8). During the compression stroke,
the air/fuel mixture flows into the prechamber through
the prechamber torch holes and mixes with the pre-
chamber gas. The spark plug ignites the near stoichio-
STD NON-CSA SPARK
PLUG CARRIER
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metric mixture.
O-RINGS

PRECHAMBER CUP
PO

STAINLESS STEEL
PRECHAMBER SEAL

CYLINDER
HEAD
T
AF

ADMISSION
VALVE
KR

Figure 2.05-8. Prechamber/Spark Plug Carrier

Figure 2.05-7. GL Admission Valve Assembly GL Engines

FORM 6277 Second Edition 2.05 -- 3

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 KRAFT POWER CORP.
FUEL SYSTEM DESCRIPTION

CUSTOM ENGINE CONTROL AIR/FUEL MODULE The AFM module is equipped with several features to
SYSTEM inform site personnel of system status. These features
The Custom Engine Control (CEC) Air/Fuel Module include:
(AFM) system is designed to control the air/fuel ratio of · “Power” and “Alarm” lights (LED display) on the front
Waukesha’s gaseous fueled, industrial engines (see

.
panel of the AFM module (see Figure 2.05-9)
Figure 2.05-9). An engine’s air/fuel ratio defines the

RP
amount of air in either weight or mass in relation to a ·· The green “Power” LED is lit any time power is
single amount of fuel supplied to an engine for applied to the AFM module
combustion. Air/fuel ratio influences engine power,
emissions, and fuel economy. By controlling an ·· The yellow “Alarm” LED is lit any time the AFM
engine’s air/fuel ratio with the AFM system, you will system’s diagnostic functions are activated or
benefit in fuel savings, emissions control, and/or peak when AFM execution has been stopped by the
operator (such as during the saving of a data-set)

CO
engine performance. The AFM system regulates and
maintains the engine’s air/fuel ratio even with
· An alpha-numeric liquid crystal display (LCD display)
changes in engine load, speed, fuel pressure, and fuel
visible from the front of the AFM module allows the
quality.
operator to monitor important system parameters

LED DISPLAY · A sealed membrane keypad located on the front of

the AFM module

LCD DISPLAY

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KEYPAD
PO

MAIN FUEL GAS

Figure 2.05-9. Air/Fuel Module Front Panel REGULATOR
The AFM system is programmed at the engine site and
is customized for the engine based on site specific
information with a personal computer (PC). Form 6286,
Custom Engine Control Air/Fuel Module First Edition,
provides information on the operation and programming
of the AFM for VHP engines.
T

The basic AFM system consists of an oxygen sensing

system, intake manifold pressure transducer (catalyst
and lean burn only), electronic control module (AFM
AF

AFM ACTUATOR
module), actuator (see Figure 2.05-10), and exhaust
thermocouple. The oxygen sensor continually reports
the concentration of oxygen in the exhaust to the AFM
module. Based on this signal, the AFM module then
determines if a correction to the air/fuel ratio is required.
If a change is needed, a command is sent to a stepper
KR

motor (installed on the fuel regulator) which influences Figure 2.05-10. AFM Actuator -
the fuel flow to the engine. The exhaust thermocouple 6 Cylinder Engine Shown
ensures exhaust temperatures are high enough to
permit correct system operation.

2.05 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM DESCRIPTION

LOW FUEL PRESSURE SYSTEM ENGINES

Low fuel pressure engines are capable of using low
pressure fuel by having the turbocharger draw the
air/fuel mixture from the carburetor. Characteristics that
are unique to these engines are listed below:

.
· Main Fuel Gas Pressure Regulator(s) mounted off

RP
engine
· Carburetor(s) mounted in plenum(s) on top of the air
filter housing(s) (see Figure 2.05-11 and
Figure 2.05-12).
LOW FUEL PRESSURE
· Unique piping that allows the air/fuel mixture to be SYSTEM PIPING

CO
delivered to the intake manifold (see Figure 2.05-13
and Figure 2.05-14).
Figure 2.05-13. Low Fuel Pressure System --
6 Cylinder Engine Shown

SPECIAL PIPING

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CARBURETOR
PO

LOW FUEL PRESSURE

SYSTEM PIPING
Figure 2.05-11. Low Fuel Pressure System --
6 Cylinder Engine Shown
Figure 2.05-14. Low Fuel Pressure System --
12 Cylinder Engine Shown
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AF

CARBURETOR
KR

Figure 2.05-12. Low Fuel Pressure System --

12 Cylinder Engine

FORM 6277 Second Edition 2.05 -- 5

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 KRAFT POWER CORP.

SECTION 2.10

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RP
IGNITION SYSTEM DESCRIPTION

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IGNITION SYSTEM DESCRIPTION SPARK PLUGS, SPARK PLUG CARRIERS, AND
CONNECTORS
The ignition system consists of the following
components:
13/16 inch reach spark
· Custom Engine Control Ignition Module (Standard) plugs must be used with
used with the following components: 13/16 inch reach carriers, and 1/2 inch reach spark
plugs must be used with 1/2 inch reach carriers.
-- Magnetic Timing Disc Mixing carrier and spark plug components will
-- Hall-effect Pickup Sensor

-- Cable Assemblies

· Spark Plugs (One per cylinder) and Spark Plug

Carriers (GL)
ER cause damage to equipment and/or personal injury.

One spark plug is provided for each of the cylinders. On

G and GSI engines, 1/2 inch reach spark plugs are used.
On these engines, the spark plug is threaded directly
into the cylinder head. GL engines may be equipped
W
with either 1/2 inch or 13/16 inch reach spark plugs and
· Spark Plug Connectors (One per cylinder) spark spark plug carriers (one per cylinder); however,
1/2 inch reach spark plugs must be used with 1/2 inch
· Ignition Coils (One per cylinder) reach spark plug carriers and 13/16 inch reach spark
plugs must be used with13/16 inch reach spark plug
PO

· Custom Engine Control Detonation Sensing Module

carriers. The spark plug carriers (see Figure 2.10-1) are
· Wiring stamped to identify the spark plug reach. If a
Waukeshaâ spark plug carrier is not marked, it is 1/2
· Magneto Ignition System (Optional) inch reach. The spark plug carriers are threaded directly
into the cylinder head and the spark plug is threaded into
· CSA Ignition (Optional) the spark plug carrier. The GL engines use spark plug
carriers because of the special combustion characteris-
tics of these engines (see Figure 2.10-2).
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METAL STAMP METAL STAMP

P/N P/N
AF

SPARK PLUG
AN UNMARKED WAUKESHA CARRIER
SPARK PLUG CARRIER
INDICATES 1/2 INCH REACH
KR

METAL STAMP SPARK METAL STAMP SPARK

PLUG REACH PLUG REACH

Figure 2.10-1. Spark Plug Carriers

FORM 6277 Second Edition 2.10 -- 1

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 KRAFT POWER CORP.
IGNITION SYSTEM DESCRIPTION

SPARK PLUG CARRIER

IGNITION COILS
SPARK PLUG
O-RINGS SEATED HERE One ignition coil is provided for each of the cylinders.
Each coil is attached to a base that is securely mounted
between the intake manifold runners (see Figure 2.10-2
and Figure 2.10-3).

.
RP
CUSTOM ENGINE CONTROL IGNITION MODULE
The Custom Engine Control Ignition Module (IM) (see
Figure 2.10-4) and its associated components are
described in the following paragraphs. Refer to Form
6253 (Previous Model) or Form 6272 (Current Model)
Custom Engine Control Ignition Module Installation

CO
Operation And Maintenance manual for further informa-
tion concerning the IM.
The current IM is equipped with three diagnostic LEDs
PRECHAMBER ADMISSION
VALVE on front of the die cast IM housing: “Power,” “Pickup,”
PRECHAMBER CUP and “Application” (see Figure 2.10-4). These LEDs give
PRECHAMBER SEAL
operators visual confirmation on (1) incoming power,
Figure 2.10-2. Spark Plug Carrier And Prechamber (2) Hall-effect pickup signal, and (3) proper application
Design -- GL Cylinder Head Cutaway View settings. The previous IM did not have diagnostic LEDs.
Spark plug connectors (made of white Teflon, except for
G, GSI and previous GL CSA engines) extend from the
spark plug to above the rocker arm covers
(see Figure 2.10-3).
ER
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PO

SPARK PLUG
CONNECTOR
DIAGNOSTIC
LEDS

Figure 2.10-4. IM Diagnostic LEDs

T
AF

COIL
KR

Figure 2.10-3. Spark Plug, Connector, And Ignition

Coil -- Standard Ignition

2.10 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
IGNITION SYSTEM DESCRIPTION

The IM functions by using a Hall-effect pickup to read

magnetic reference marks on a timing disc to determine
the exact position of the crankshaft (see Figure 2.10-5,
Figure 2.10-6, and Figure 2.10-7). The signals sent
from the Hall-effect pickup to the IM allow the IM to tell

.
the correct cylinder exactly when to fire. Your engine HALL-EFFECT
PICKUP

RP
may be equipped with the CEC Detonation Sensing
Module (DSM). The DSM system is connected to the IM
system by a cable connector. The two systems, when
connected together, provide defense against combus-
tion detonation, that can lead to severe engine damage.

CO
HALL-EFFECT
PICKUP

Figure 2.10-7. Hall-effect Pickup Location --

6 And 12 Cylinder Engines -- 12 Cylinder Shown

TIMING DISC
On P9390 engines, the timing disk is located in the
magneto adaptor housing attached to the governor

ER drive gear hub. The Hall-effect pickup is installed

horizontally (see Figure 2.10-6). On all other models the
timing disk is located in the governor drive housing and
the Hall effect pickup is located next to the governor.
The IM can be set for dual fuel applications, two distinct
fuel gases, or load conditions. Refer to Form 6253
W
Figure 2.10-5. CEC Timing Disc (Previous Model) or Form 6272 (Current Model) Custom
Engine Control Ignition Module Installation Operation
And Maintenance manual for further information con-
cerning the IM.
PO

HALL-EFFECT PICKUP
T
AF

IGNITION MODULE
KR

Figure 2.10-6. Hall-effect Pickup Location -- P9390

FORM 6277 Second Edition 2.10 -- 3

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 KRAFT POWER CORP.
IGNITION SYSTEM DESCRIPTION

MAGNETO IGNITION SYSTEM CSA IGNITION SYSTEM

The magneto ignition system consists of the following Engines may be equipped with special sealed CSA
components: ignition systems. These units have special sealed
switches and wiring. G and GSI engines have a special
· Magneto coil that is installed in place of the standard spark plug

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· Spark Plugs (One per cylinder) and connector (see Figure 2.10-9). GL engines have a

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Spark Plug Carriers (GL) special longer spark plug carrier that has the ignition coil
mounted directly to it (see Figure 2.10-10).
· Spark Plug Connectors (One per cylinder)

· Ignition Coils (One per cylinder)

· Wiring

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The magneto is driven from the accessory (magneto) CONNECTOR
CABLE
drive gear (see Figure 2.10-8). The magneto uses
solid-state electronic components. Self-generated alter-
nating current is rectified to direct current and stored
within a capacitor. Silicon controlled rectifiers (SCRs)
function as switches to release the stored energy to the
ignition coils. A trigger coil arrangement produces the
voltage needed to turn the SCR on.

ER COIL
SPARK PLUG
ADAPTER
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RUBBER RECESS
COVER
MAGNETO

Figure 2.10-9. CSA Spark Adapter And Coil -- G, GSI

PO

MAGNETO
DRIVE

Figure 2.10-8. Magneto

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AF

CSA SPARK PLUG CARRIERS

AND IGNITION COILS

Figure 2.10-10. CSA Ignition -- GL Engines --

KR

6 Cylinder Shown

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 KRAFT POWER CORP.
IGNITION SYSTEM DESCRIPTION

CUSTOM ENGINE CONTROL DETONATION The DSM, and its related system, works with a CEC IM
SENSING MODULE with a 14 pin DSM expansion port. The DSM system
To prevent detonation from occurring, Waukesha En- also includes a Waukesha designed electronic filter, a
gine has developed an electronic CEC Detonation detonation sensor mounted at each engine cylinder, and
Sensing Module (DSM) system that is designed to a number of interconnecting cables and harnesses that

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function with Waukeshaâ spark ignited engines may vary depending on the application.

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(see Figure 2.10-11) See Form 6268 (Version 5.3c) or
Form 6278 (Version 6) Custom Engine Control Detona- Run the AutoCal pro-
tion Sensing Module Installation, Operation And Mainte- gram after doing any re-
nance manual). The DSM system protects Waukeshaâ pair or replacement of cylinder heads, gaskets,
spark ignited gas engines from damage due to detona- liners, pistons, or knock sensors. The DSM AutoCal
tion on an individual cylinder basis. The DSM module program automatically establishes detonation lev-
els so that the DSM system can operate properly.

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and filter assemblies are both mounted on the engine
(see Figure 2.10-11 and Figure 2.10-12). Failure to run the AutoCal program could result in
poor engine performance and engine damage.

The DSM system is customized for each application with

“ALARM” a personal computer. Refer to Form 6268 Custom
“SHUTDOWN” Engine Control Detonation Sensing Module Installation,
“POWER” Operation And Maintenance manual for further pro-
gramming information.

DSM FILTER MODULE

ER The DSM module is equipped with several features to
inform site personnel of system status. These features
include:
· “Power”, “Alarm”, and “Shutdown” lights (LED dis-
play) on the front panel of the DSM module (see
Figure 2.10-11)
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12 CYLINDER SHOWN
· a liquid crystal display (LCD) located inside the DSM
module which continually shows the current status of
Figure 2.10-11. Detonation Sensing Module System
the system through diagnostic codes.
PO

· the capability to drive remote alarms or lights

For example, the DSM module can detect if a sensor has
been damaged or disconnected. In either event, a
default timing value is imposed for the cylinder associat-
DSM FILTER
ed with the lost signal. In addition to imposing the default
timing, the DSM module will also illuminate the yellow
alarm LED on the front cover, provide a signal for a
T

DSM
SENSOR remote alarm, and will display the error code on the LCD
within the DSM module.
AF

DSM MODULE

6 CYLINDER SHOWN
KR

Figure 2.10-12. Detonation Sensing Module System

FORM 6277 Second Edition 2.10 -- 5

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 KRAFT POWER CORP.

SECTION 2.15

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AIR INTAKE SYSTEM DESCRIPTION

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AIR INTAKE SYSTEM DESCRIPTION
The air intake system consists of the following INTAKE MANIFOLD
components:
· Carburetor(s) G,GSI,GL

· Intake Manifold(s) G,GSI,GL

· Air Filtration System (Air Cleaner(s))

· Turbocharger(s) GSI,GL

· Intercooler(s) GSI,GL

CARBURETOR(S) AND INTAKE MANIFOLD(S)

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CARBURETOR
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Both the carburetor(s) and air intake manifold(s) are
mounted to the outside of the cylinder bank(s). The
carburetor produces a combustible mixture by automati- Figure 2.15-2. 12 Cylinder Carburetor And Intake
cally mixing air and fuel in the proper proportions (see Manifold -- Right Bank
PO

Figure 2.15-1, Figure 2.15-2, and Figure 2.15-3).

Intake manifold(s) connect the intake ports of the
cylinders and equally distribute the air/fuel mixture to
each.

INTAKE
INTAKE MANIFOLD MANIFOLD
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CARBURETOR
AF

CARBURETOR

Figure 2.15-3. 16 Cylinder Carburetor And Intake

KR

Manifold -- Right Bank

Figure 2.15-1. 6 Cylinder Carburetor And Intake

Manifold

FORM 6277 Second Edition 2.15 -- 1

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AIR INTAKE SYSTEM DESCRIPTION

AIR CLEANER(S) INTERCOOLER(S)

Six cylinder engines have one air cleaner (see Box-type intercooler(s) (GSI and GL engines) are
Figure 2.15-4), while 12 and 16 cylinder engines have mounted on the rear of the engine on 6 and 12 cylinder
two air cleaners (see Figure 2.15-5 and Figure 2.15-6). models (see Figure 2.15-4 and Figure 2.15-5). Sixteen
Each air cleaner consists of the air filter frame, main air cylinder engines have the intercooler mounted on top of

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filter element, prefilter pad, air intake restriction indicator the engine (see Figure 2.15-6). Heated compressed air

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and rain shield. from the turbocharger(s) enters the intercooler(s) and
The air restriction indicator on 6 and 12 cylinder engines, flows over a series of tubes through which the auxiliary
will show “red” if the air intake restriction is 15 in. water system coolant is circulated. The temperature of
(381 mm) of water. This indicates a clogged or dirty main the compressed air is reduced, which makes it denser.
air filter element and/or clogged or dirty precleaner
element. On 16 cylinder engines, gauges mounted on

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AIR AIR
each air cleaner register the condition of the air filters. CLEANER TURBOCHARGER CLEANER
The air restriction gauge must show in the green, for
both the prefilter and final filter. A toggle switch allows
the operator to select the filter reading desired.
TURBOCHARGER(S)
Six cylinder GSI and GL engines have one turbocharger
(see Figure 2.15-4), all other VHP GSI and GL engines
have two turbochargers, one for each bank (see
Figure 2.15-5 and Figure 2.15-6).

TURBOCHARGER
ER INTERCOOLERS
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Figure 2.15-5. 12 Cylinder GL -- Rear View
PO

AIR RESTRICTION
INDICATOR

AIR CLEANER
INTERCOOLER INTERCOOLER AIR
CLEANER

Figure 2.15-4. 6 Cylinder GSI -- Rear View TURBOCHARGER

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INTERCOOLER
AF

Figure 2.15-6. 16 Cylinder GSI -- Right Bank

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2.15 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 2.20

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TURBOCHARGER SYSTEM DESCRIPTION

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TURBOCHARGER SYSTEM While the turbine side of each turbocharger is part of the
DESCRIPTION exhaust system, the compressor side is part of the air
intake system; a shaft connects the two. When the
GSI and GL engines are turbocharged. The turbocharger turbine is caused to spin from the expansion of exhaust
system consists of the following components: gases exiting the engine, the movement of the compres-
· Turbocharger(s) sor wheel causes the air passing through the air cleaner
enroute to the carburetor to be compressed.
· Connecting Hose(s)

· Connecting Piping
ER
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TURBOCHARGERS
PO

TURBOCHARGER

Figure 2.20-2. Turbochargers -- 12 Cylinder GL

Rear View
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AF

Figure 2.20-1. Turbocharger -- 6 Cylinder Rear View

TURBOCHARGER(S)
KR

Six cylinder GSI and GL engines have one turbocharger TURBOCHARGER

(see Figure 2.20-1), all other VHP GSI and GL engines
have two turbochargers, one for each bank (see
Figure 2.20-2 and Figure 2.20-3).
Figure 2.20-3. Turbochargers -- 16 Cylinder GSI
Side View

FORM 6277 Second Edition 2.20 -- 1

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 KRAFT POWER CORP.

SECTION 2.25

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COOLING SYSTEM DESCRIPTION

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COOLING SYSTEM DESCRIPTION JACKET WATER HEADER/JACKET WATER
The cooling system consists of the following compo- The cooling water passageways in both the crankcase
nents: and cylinder heads comprise the jacket water system.
The jacket water header is integrally cast within the
Jacket Water Circuit crankcase. Cooling water circulates around the cylinder
· Jacket Water Header/Jacket Water sleeves inside the cylinder block. Water flows up
through the water passage openings in the deck of each
· Exhaust Manifold cylinder head, flows around the valve seats and exhaust

· Jacket Water Pump

· Water Manifold

· Jacket Water Temperature Control Valve

ER guides, and up to the water-cooled exhaust manifold(s).
EXHAUST MANIFOLD
From each cylinder head, water passes up through the
water outlet elbow connection (see Figure 2.25-1), to
one segment of the water-jacketed exhaust manifold(s),
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· Surge Tank (Optional) and exits through the water outlet port to the water
manifold (see Figure 2.25-2 and Figure 2.25-3). Each
· Remote Heat Transfer Device (Customer Supplied) manifold assembly is comprised of individual water-
cooled segments.
Auxiliary Cooling Water Circuit
PO

· Auxiliary Water Pump

NOTE: Valve cover and rocker arms are removed for clarity.
· Intercoolers

· Oil Cooler
EXHAUST MANIFOLD SEGMENT
· Auxiliary Water Temperature Control Valve
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· Auxiliary Water Heat Transfer Device

(Customer Supplied)
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WATER OUTLET
ELBOW
KR

Figure 2.25-1. Water Outlet Elbows

FORM 6277 Second Edition 2.25 -- 1

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 KRAFT POWER CORP.
COOLING SYSTEM DESCRIPTION

JACKET WATER PUMP

CLUSTER THERMOSTAT HOUSING
A belt driven water pump is mounted on the front of the
engine (see Figure 2.25-2 Figure 2.25-3 and
Figure 2.25-4). Cooling water exiting the pump is piped
to the jacket water headers.

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WATER MANIFOLD
The water manifold (see Figure 2.25-2, Figure 2.25-3, WATER MANIFOLD
and Figure 2.25-4) receives the cooling water flowing
out of each segment of the exhaust manifold and routes
it to the cluster thermostat housing on 6 and 12 cylinder
engines. On 16 cylinder engines, the thermostats are

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located in the connector elbows between the exhaust
manifold segments and the water manifold.

JACKET
WATER PUMP

AUXILIARY WATER PUMP

CLUSTER

WATER
MANIFOLD
THERMOSTAT
HOUSING

EXHAUST
MANIFOLD ER Figure 2.25-3. 12 Cylinder Engine Cooling
Components
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WATER OUTLET
ELBOW
WATER
MANIFOLD
PO

JACKET
WATER
CYLINDER HEAD PUMP

WATER PUMP
T

AUXILIARY
WATER PUMP
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Figure 2.25-4. 16 Cylinder Engine Cooling

Components
Figure 2.25-2. 6 Cylinder Engine Cooling Components
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2.25 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
COOLING SYSTEM DESCRIPTION

CLUSTER THERMOSTAT HOUSING AUXILIARY WATER PUMP

The thermostatic valves are enclosed in the cluster All auxiliary water pumps are belt driven. The 6 and
thermostat housing at the outlet end (front) of the water 16 cylinder auxiliary water pumps are located on the
manifold on 6 and 12 cylinder engines (see lower right front of the engine (see Figure 2.25-2 and
Figure 2.25-2 and Figure 2.25-3). On 16 cylinder en- Figure 2.25-4). The 12 cylinder engine auxiliary water

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gines the thermostatic valves are located in the connec- pump is located on the lower left front side (see

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tor elbows between the exhaust manifold segments and Figure 2.25-3).
the water manifold. By regulating the circulation of
coolant, the thermostatic valves control the jacket water INTERCOOLER(S)
temperature. The thermostatic valves remain closed On GSI and GL models, the intercooler(s) cool the inlet
while the engine is warming up, so cooling water is air to the turbochargers to provide denser air to the
circulated through the engine water jacket only. turbochargers. The intercooler(s) are located at the rear

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The thermostats start to open as the engine warms up to of the engine on 6 and 12 cylinder engines (see
its normal operating temperature. A portion of the Figure 2.25-6) and on top of the engine on 16 cylinder
coolant is diverted to the remote heat transfer device, engines (see Figure 2.25-7).
which absorbs the heat and directs the coolant back to
the jacket water pump. The coolant supply from the heat
transfer device mixes with that portion of the coolant that
continues to flow down the bypass tube(s) to provide a
INTERCOOLERS
blend that is within the normal range.
SURGE TANK

ER
The optional surge tank provides a coolant reservoir for
the engine. A sight gauge on the side of the surge tank
allows the operator to easily view the coolant level (see
Figure 2.25-5).
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PO

Figure 2.25-6. Intercoolers -- 12 Cylinder Engine

SIGHT GLASS

INTERCOOLER
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AF

Figure 2.25-5. Surge Tank (Optional) INTERCOOLER

REMOTE HEAT TRANSFER DEVICE

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The remote heat transfer device may be a radiator,

cooling fan, cooling tower, heat exchanger or some Figure 2.25-7. Intercoolers -- 16 Cylinder Engine
other device.

FORM 6277 Second Edition 2.25 -- 3

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 KRAFT POWER CORP.
COOLING SYSTEM DESCRIPTION

OIL COOLER
The coolant flows from the intercooler(s) to the oil cooler.
The oil cooler is a tube and baffle type assembly (see
Figure 2.25-8 and Figure 2.25-9). While the coolant
flows through a bundle of tubes in the oil cooler, the lube

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oil circulates around them. Heat from the oil passes

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through the tubes to the coolant which carries it to a heat
transfer device for dissipation. From the heat transfer
device, the coolant passes back to the auxiliary water
pump to repeat the circuit.

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THERMOSTATIC VALVE
Figure 2.25-9. Oil Cooler -- 12 Cylinder Engine
Mounted Shown

AUXILIARY WATER REMOTE HEAT TRANSFER

DEVICE

OIL COOLER
ER The auxiliary or secondary heat transfer device, may be
a radiator, cooling fan, cooling tower, heat exchanger or
some other device. The heat transfer device provides
cooling for the auxiliary system coolant.
W
Figure 2.25-8. Oil Cooler -- 6 Cylinder Engine
PO
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AF
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2.25 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 2.30

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LUBRICATION SYSTEM DESCRIPTION

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LUBRICATION SYSTEM DESCRIPTION The flow of oil passes from the main bearing journals
into the T-drilled crankshaft and then up through drilled
The lubrication system consists of the following compo-
passages in the connecting rods. After lubricating the
nents:
connecting rod bearing, piston pin bushing and piston
· Oil Pan and Pickup Screen pin, the pressurized oil passes through an opening in the
top of the rod. The oil spray exiting the rod cools the
· Oil Pump underside of the piston crown and drains back to the oil
pan.
· Oil Cooler

· Temperature Control Valve

· Pressure Regulating Valve

· Full-Flow Lube Oil Filter

ER Oil supply tubes, tapped off the internal oil passage
leading to the front main bearing, supply a continuous
spray of oil to the gear train.
Internal passages in the crankcase casting also direct
the flow of pressurized oil to the camshaft bearing
saddles to provide lubrication of the main camshaft
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· Filter Relief Valve(s) bearings (bushings). Oil flows through holes in the cam
bearing caps and down passageways in the valve lifter
· Oil Strainer housing. This lubricates the roller followers and cam
lobes, after which it drops back to the oil pan.
· External Piping (customer supplied)
PO

An external oil supply line off the main oil header carries
PRELUBE SYSTEM COMPONENTS oil to a separate external rocker arm oil header. Supply
· Prelube Pump and Prelube Motor tubes from the rocker arm oil header direct the flow of oil
to the rocker arm assemblies and valves.
· Prelube Pushbutton Valve Excess oil drains down a cored passage in the cylinder
head and runs down the outside of the pushrod tubes to
· Pilot-Operated Prelube Valve
a drainage passage in the valve lifter guides. The
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· In-line Lubricator passage directs the flow of oil to a drainage hole in the
valve lifter housing where it flows back to the oil pan via
· Oil Pressure Gauge the camshaft recess.
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The flow of pressurized oil through the fixed valve lifter

INTERNAL OIL CONTROL
screws of the rocker arm assemblies also supplies oil to
The main oil header is an integral part of the crankcase the lifters, where the excess oil joins the flow from the
casting (see Figure 2.30-1). Internal passages in the cored passage in the cylinder head.
crankcase direct the flow of pressurized oil to the main
The flow of pressurized oil through the external system
bearings via drillings in the main bearing saddles.
KR

is depicted in Figure 2.30-2.

FORM 6277 Second Edition 2.30 -- 1

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 KRAFT POWER CORP.
LUBRICATION SYSTEM DESCRIPTION

CORED
PASSAGE
CYLINDER
HEAD PUSHROD
TUBE

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TURBOCHARGER

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TO SUMP
ROCKER ARM
OIL HEADER
CAMSHAFT
TO SUMP
MAGNETIC
PLUG

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CHECK MAGNETIC
VALVE PLUG
CHECK
VALVE
TO
SUMP

SPRAY NOZZLE(S)

ER GEAR
TRAIN

FRONT MAIN
BEARING CAP
LUBE OIL
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STRAINER

INTERNAL
OIL HEADER
MAIN
CRANKSHAFT BEARING
PO

Figure 2.30-1. Internal Oil Flow System

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2.30 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM DESCRIPTION

FINAL LUBE NOTE: = customer piping

OIL STRAINER

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OIL PUMP DISCHARGE HOUSING
ENGINE

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OIL PUMP
RELIEF VALVE

ENGINE LUBE

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OIL PUMP

OIL PRESSURE
CONTROL VALVE
ADJUST IN FIELD PRELUBE PUMP CHECK VALVE
AT OPERATING
TEMPERATURE

ER TEMPERATURE
CONTROL VALVE

A
C B
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OIL
FILTER
PO

OIL COOLER

Figure 2.30-2. External Oil System Schematic

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AF
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FORM 6277 Second Edition 2.30 -- 3

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 KRAFT POWER CORP.
LUBRICATION SYSTEM DESCRIPTION

OIL PAN AND PICKUP SCREEN

The bottom of the crankcase is enclosed by the oil pan. OIL PUMP
The oil pump draws oil from the lowest point in the oil pan
and delivers it to the oil cooler. The oil pickup screen
(see Figure 2.30-3) prevents foreign material in the oil

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pan from entering the lube oil circuit.

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OIL PAN AND PICKUP
SCREEN ASSEMBLY

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Figure 2.30-3. 6 Cylinder Engine Oil Pan And Pickup

OIL PUMP
Screen Assembly

The lube oil pump, gear-driven by the gear train, is

ER
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externally mounted. On 6 and 12 cylinder engines, the
oil pump is located on the front of the engine, below the Figure 2.30-5. 16 Cylinder Engine Oil Pump
crankshaft (see Figure 2.30-4). On 16 cylinder en-
gines, the oil pump is located on the right rear of the
OIL COOLER
engine, mounted on the flywheel housing (see
PO

Figure 2.30-5). NOTE: The oil cooler assembly is engine mounted on

6 cylinder engines, optionally mounted on 12 cylinder
engines and shipped loose on 16 cylinder engines.
Shipped loose oil cooler must be either skid or remote
mounted by the customer. The assembly consists of the
oil cooler, temperature control valve and pressure
regulating valve.
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The oil cooler (see Figure 2.30-6 and Figure 2.30-7) is a

tube and baffle type assembly. Coolant is pumped
through the cooler by the auxiliary water pump. While
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the coolant flows through a bundle of tubes in the oil

cooler, the lube oil circulates around them. Heat from the
OIL PUMP
oil passes through the tubes to the coolant which carries
it to a heat transfer device for dissipation.
Thermostatic valve(s) are enclosed in a housing
mounted at the oil cooler outlet (see Figure 2.30-6).
KR

GUARDS REMOVED
FOR CLARITY

Figure 2.30-4. 6 And 12 Cylinder Engine Oil Pump --

12 Cylinder Shown

2.30 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM DESCRIPTION

OIL STRAINER
The lube oil strainer contains one bypass pressure relief
valve. A pressure differential of 15 psi (103 kPa) opens
THERMOSTATIC VALVE the valve and allows the oil flow to bypass the strainer
element enroute to the main oil header (see

.
Figure 2.30-8).

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OIL COOLER

Figure 2.30-6. Oil Cooler -- 6 Cylinder Engine

OIL
STRAINER

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OIL COOLER
PO

Figure 2.30-7. Oil Cooler -- 12 Cylinder Engine

Figure 2.30-8. Lube Oil Strainer

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AF
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FORM 6277 Second Edition 2.30 -- 5

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 KRAFT POWER CORP.
LUBRICATION SYSTEM DESCRIPTION

SHUTOFF VALVE

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5 ft. (1.52 m) MAXIMUM

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2 in. (101.6 mm)
DRAIN CONNECTION
1/2 in. (12.7 mm)
SUPPLY

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12 in. (304.88 mm)
MINIMUM ABOVE
OIL LEVEL

CUSTOMER SUPPLIED

MICROSPIN CLEANABLE LUBE OIL FILTERING

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Figure 2.30-9. Microspin Centrifuge Assembly
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SYSTEM
The Microspin cleanable lube oil filtering system,
consists of two major components, cleanable oil filter
elements (see Figure 2.30-10), and a centrifuge using a
PO

removable paper insert (see Figure 2.30-9). The

Microspin system cleanable filter elements are installed
in the existing lube oil filtration canister. The centrifuge is
installed as a bypass system, working in conjunction Figure 2.30-10. Cleanable Oil Filter Elements
with the cleanable filter elements. The centrifuge is
driven by the engine’s oil pressure. The spinning action
of the centrifuge’s internal turbine assembly develops a
force that exceeds 2000 G’s, which compacts the
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contaminants against the turbine’s housing. The

centrifuge will remove oil contaminating particles as
small as 0.5 microns. The cleanable filter elements
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remove remaining particles as small as 25 microns

absolute. The Microspin system is more
environmentally friendly than systems that utilize
disposable elements. Cleaning the elements eliminates
the expense of replacement elements and the cost of
hazardous waste disposal. Refer to Service Bulletin
KR

12-2698D or latest revision, for further information.

SHUTOFF VALVE

Figure 2.30-11. Engine Mounted Microspin

Centrifuge Option

2.30 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM DESCRIPTION

PRELUBE PUSHBUTTON VALVE AIR/GAS

MOUNTING
The air/gas supply from the bulkhead is connected to the BRACKET INLET
the pushbutton valve (see Figure 2.30-12). Depressing IN-LINE
PRELUBE
the prelube pushbutton activates the prelube function. LUBRICATOR
PUMP

.
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From the bulkhead, all gas vented from the system
must be piped to a safe area in conformance with all
applicable codes. Improper venting may result in AIR/GAS VENT
(CUSTOMER
severe personal injury or death. TO OIL PUMP CONNECTION)

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PRELUBE
MOTOR

Figure 2.30-13. Prelube Motor/Pump Assembly --

START
PRELUBE Similar All Engines

PRELUBE VALVE
The prelube valve opens to admit air from a branch of
the main air/gas supply line, which turns the prelube

IGNITION
ER pump air motor to activate the prelube pump (see
Figure 2.30-14).

STARTER REMOVED
FOR CLARITY
Figure 2.30-12. Prelube Pushbutton Valve
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PRELUBE PUMP/MOTOR
PO

Oil drains back into the PRELUBE VALVE

oil sump after engine
shutdown, leaving a minimal amount of oil at key
wear points. Since the crankshaft starts to turn
before the oil pump begins to circulate oil, failure to
prelube the engine will result in “dry” starts,
MOUNTING
resulting in bearing damage and an accelerated BRACKET
wear rate.
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The function of the prelube pump/motor is to purge the

lubrication system of air and to ensure that all moving
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parts, especially the turbochargers, are properly lubri-

cated before the engine is started (see Figure 2.30-13).
Figure 2.30-14. Prelube Valve --
6 Cylinder Engine Shown
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FORM 6277 Second Edition 2.30 -- 7

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 KRAFT POWER CORP.
LUBRICATION SYSTEM DESCRIPTION

IN-LINE LUBRICATOR

OIL LEVEL
If high pressure gas is used to drive the air/gas INDICATOR

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prelube pump motor, vent the motor exhaust to a

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safe area in conformance with all applicable codes.
Improper venting may result in severe personal CONTACT
injury or death.

NOTE: The air/gas starting system also has a lubrica-

tion reservoir. See Section 4.45 Prelube And Starting
System Maintenance for information on this reservoir.

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The in-line lubricator injects oil into a stream of
compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated
prelube pump motor (see Figure 2.30-15).

Figure 2.30-16. Lube Oil Level Regulator

ER OIL LEVEL
INDICATOR

CONTACT
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PO

IN-LINE
LUBRICATOR

Figure 2.30-17. Lube Oil Level Regulator

If the oil level should drop for any reason, the float will
also drop, opening the float valve and allowing make-up
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oil to be added to the crankcase. A contact is available

Figure 2.30-15. In-line Lubricator for customer connection of a low oil warning or
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shutdown system.
LUBE OIL LEVEL REGULATOR -- OPTIONAL NOTE: The regulator should be adjusted so that when
The regulator, if equipped, is mounted on the left lower the engine lube oil is at the proper level, the regulator
side of the engine (see Figure 2.30-16 and sight glass is full to the midpoint.
Figure 2.30-17). The regulator will maintain the engine
crankcase lube oil to the correct level. Make-up oil at To prevent the regulator
KR

atmospheric pressure from a raised tank is supplied to from malfunctioning, the

the regulator inlet. inlet screen to the regulator should be cleaned
regularly.

2.30 -- 8 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 2.35

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EXHAUST SYSTEM DESCRIPTION

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EXHAUST SYSTEM DESCRIPTION EXHAUST MANIFOLD(S)
Each water-cooled exhaust manifold assembly is com-
prised of individual segments (see Figure 2.35-2). The
exhaust port of each cylinder head is connected to one
Do not inhale engine exhaust gases. Do not open water-jacketed segment of the exhaust manifold. Water
exhaust system while the engine is running. Ex- outlet elbows (see Figure 2.35-2) connect the water
haust gases are highly toxic and could cause severe outlet hole in each cylinder head with the exhaust
personal injury or death. manifold segments.

· Exhaust Manifolds

· Turbochargers (GSI and GL engines)

ER
The exhaust system consists of the following compo-
nents (see Figure 2.35-1):
NOTE: Valve cover and rocker arms shown removed.
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EXHAUST MANIFOLD SEGMENT
· Exhaust Wastegates (GSI and GL engines)

· Exhaust Piping and Flexible Connections

(customer supplied)
PO

EXHAUST
MANIFOLD

WATER OUTLET
ELBOW
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Figure 2.35-2. Water Outlet Elbows

AF

EXHAUST PIPING

TURBOCHARGER

WASTEGATE

Figure 2.35-1. Exhaust System Components

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FORM 6277 Second Edition 2.35 -- 1

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EXHAUST SYSTEM DESCRIPTION

TURBOCHARGER(S) WASTEGATE(S)
A wastegate-controlled turbocharger (see Figure 2.35-3) A water-cooled exhaust wastegate (see Figure 2.35-3)
is provided for each cylinder bank. The compressor side is mounted at the outlet of each exhaust manifold. The
of the turbocharger is part of the air induction system; wastegate is a load limiting device. At a predetermined
the turbine side is part of the exhaust system. When the point, intake manifold pressure counteracts the tension

.
turbine spins through the expansion of exhaust gases of a spring, and a valve opens to bypass a portion of the

RP
exiting the engine, the movement of the compressor engine exhaust around the turbocharger turbine. In this
wheel causes the air passing through the air cleaner way, the air intake boost pressure is held within an
enroute to the carburetor to be compressed. acceptable range.
Exhaust gases driving (or bypassing) the turbocharger
turbine, exit the engine through the exhaust stack.
Exhaust gases passing through the flexible exhaust

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connection are directed into the atmosphere through
customer supplied exhaust piping.
WASTEGATE

TURBOCHARGER
ER
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PO

Figure 2.35-3. Turbocharger and Wastegate --

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6 Cylinder Engine Shown

AF
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2.35 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 2.40

.
RP
CRANKCASE BREATHER SYSTEM DESCRIPTION

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CRANKCASE BREATHER SYSTEM The crankcase separator screen allows vapors to be
DESCRIPTION vented from the crankcase. It also serves to stop a
portion of the oil carried by these vapors from reaching
The purpose of the crankcase breather system is to the oil separator. As the oil mist and vapors pass out of
maintain a slight negative pressure in the crankcase. the crankcase, the expanded metal elements in the
The negative pressure rids the crankcase of harmful separator screen restrict the flow of much of the oil,
water vapors and combustion gases, and helps to dropping the surplus back into the oil pan.
prevent sludge buildup and oil contamination. The

atmosphere.
ER
breather system is also designed to separate the oil from
the vapors before the discharge is released into the

All engines are provided with manual crankcase pres-

sure adjustment. The adjustment is accomplished by
admitting more or less outside air into the breather
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system. All manual adjustment devices are externally
controlled and easily accessible.
The components of the crankcase breather system are
as follows:
PO

· Crankcase Separator Screen

(6 and 12 Cylinder Engines)
6 CYLINDER SEPARATOR
SCREEN LOCATION
· Oil Separators

· Vacuum Valve/Choke Valve Figure 2.40-1. Crankcase Separator Screen --

6 Cylinder Engine Shown
· Breather Regulator
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· Venturi Extractor
CYLINDER HEAD
· Crankcase Pressure Relief Valves
AF

SEPARATOR
SEPARATOR SCREEN MAINTENANCE SCREEN
Six and 12 cylinder engines have a crankcase separator
screen. On 6 cylinder engines, the separator screen is
located in the firing deck of the crankcase at the rear of
the engine (see Figure 2.40-1). On 12 cylinder engines,
KR

the separator screen is located in the rear right side of

the engine on the cylinder firing deck (see
Figure 2.40-2). Sixteen cylinder engines do not have
separator screens.

Figure 2.40-2. Crankcase Separator Screen --

12 Cylinder Engine Shown

FORM 6277 Second Edition 2.40 -- 1

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CRANKCASE BREATHER SYSTEM DESCRIPTION

OIL SEPARATOR(S)
Six cylinder and 12 cylinder G engines have one oil
separator located at the rear of the engine (see OIL SEPARATOR
Figure 2.40-3).

.
RP
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Figure 2.40-5. Oil Separator Assembly -- Left Front,
OIL SEPARATOR
12 Cylinder Engine Shown

Sixteen cylinder engines have one oil separator located

Figure 2.40-3. Oil Separator Assembly -- on the rear of the engine directly above the flywheel
6 Cylinder Engine Shown

The 12 cylinder GSI and GL engines have two oil

separators. One oil separator is connected by an elbow
ER
to the vent in the gear housing cover on the front left side
of the engine (see Figure 2.40-4). The second oil
(see Figure 2.40-6).

VENTURI EXTRACTOR
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separator is mounted above the crankcase at the rear
OIL SEPARATOR
right side of the engine (see Figure 2.40-5). This oil
separator is connected by a breather tube to the
crankcase separator screen in the top of the crankcase.
PO

OIL SEPARATOR
CHOKE VALVE
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Figure 2.40-6. Oil Separator Assembly --

16 Cylinder Engine Shown
AF
KR

Figure 2.40-4. Oil Separator Assembly -- Right Rear,

12 Cylinder Engine Shown

2.40 -- 2 FORM 6277 Second Edition

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CRANKCASE BREATHER SYSTEM DESCRIPTION

As the crankcase vapors and oil mist pass through the CHOKE VALVE/VACUUM VALVE
oil separator, much of the oil adheres to the steel mesh The choke valve/vacuum valve allows the crankcase
element contained in the inlet side of the separator pressure to be adjusted externally. Refer to Section 4.40
housing. This surplus oil condenses, drops into the base Crankcase Breather System Maintenance for proce-
of the separator and returns to the oil pan through a drain dures to adjust the crankcase pressure.

.
tube in the base of the separator housing (see
On 6 cylinder models, crankcase pressure is adjusted

RP
Figure 2.40-7). The crankcase vapors pass into the
venturi extractor where they are drawn into the exhaust with either a venturi/adjusting screw assembly
stack and discharged into the atmosphere. (see Figure 2.40-8), an ejector breather/adjusting valve
assembly (see Figure 2.40-9) or a vacuum valve
(see Figure 2.40-10).
CRANKCASE
VAPOR OUTLET

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RETAINING
CLIP VENTURI/ADJUSTING
SEPARATOR CELLULAR SCREW ASSEMBLY
LID FOAM

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O-RING

Figure 2.40-8. Venturi/Adjusting Screw Assembly --

6 Cylinder GSI Shown
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STEEL MESH
DRAIN ELEMENT

SEPARATOR
BODY
ADJUSTING VALVE
PO

CRANKCASE VAPOR
AND OIL INLET

Figure 2.40-7. Oil Separator --

6 And 12 Cylinder Engine

EJECTOR
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BREATHER
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Figure 2.40-9. Ejector Breather/Adjusting Valve

Assembly -- 6 Cylinder Shown
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FORM 6277 Second Edition 2.40 -- 3

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 KRAFT POWER CORP.
CRANKCASE BREATHER SYSTEM DESCRIPTION

On 12 cylinder models that are not equipped with On 16 cylinder engines, the crankcase pressure is
venturi extractor, the crankcase pressure is adjusted adjusted with a vacuum valve that is similar in appear-
with a vacuum valve assembly of which there are ance to the valve shown in Figure 2.40-8, or a venturi
different configurations (see Figure 2.40-10 and extractor/choke valve assembly similar to the one
Figure 2.40-11). On 12 cylinder models equipped with a shown in Figure 2.40-12.

.
venturi extractor, the choke valve is located on the end of
BREATHER REGULATOR

RP
the venturi extractor (see Figure 2.40-12).
The crankcase breather regulator assembly (see
Figure 2.40-13) automatically performs fine adjust-
BUTTERFLY VALVE
ments to maintain a negative crankcase pressure as the
HEX NUT
engine changes speed and load. Maintaining a negative
crankcase pressure is important to prevent oil leaks and
vacate harmful vapors, but too much pressure pulls in

CO
environmental dust and dirt.With less load, less vacuum
ADJUSTING is required to vacate crankcase vapors.
SCREW

BREATHER TUBE

Figure 2.40-10. Vacuum Valve Assembly

BUTTERFLY VALVE

HEX NUT
ER
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ADJUSTING BREATHER REGULATOR
SCREW
BREATHER TUBE
Figure 2.40-13. Breather Regulator
PO

Figure 2.40-11. Vacuum Valve Assembly

With an increase in load, the amount of compressor
discharge air from the turbochargers increases and the
plate within the regulator floats up. More outside air is
sucked in as the plate rises, which allows the breather
system to draw a greater vacuum.
VENTURI EXTRACTOR
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Some models are equipped with a venturi extractor (see

Figure 2.40-12). The venturi extractor creates a vacuum
at the exhaust pipe connection to draw the crankcase
AF

vapors from the oil separator(s) into the exhaust stack.

VENTURI
CHOKE VALVE EXTRACTOR
KR

Figure 2.40-12. Venturi Extractor/Choke Valve

Assembly -- 12 Cylinder GL Shown

2.40 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
CRANKCASE BREATHER SYSTEM DESCRIPTION

CRANKCASE PRESSURE RELIEF VALVES

(OPTION)

.
The number of pressure relief valves used on the

RP
engine depends on the volume of the crankcase.
When using this option never operate the engine
without proper number of valves on the engine. The
ability of the system to function is dependent upon
the proper number of relief valves. Operation
without the proper type and number of relief valves,
or if the relief valves are not properly maintained,

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can result in severe personal injury or death.

Some customers may require crankcase pressure relief Figure 2.40-14. Crankcase Pressure Relief Valve
valves as a safety precaution, in lieu of the standard oil
pan door (see Figure 2.40-14). The valves open fully The valve incorporates an internal flame trap to retard
when the pressure in the crankcase exceeds one pound the emission of flame while the valve is venting. The
per square inch (7 kPa) and close tightly and quickly to flame trap is of an oil-wetted wire gauze design. The
prevent the inflow of air after the internal pressure has cooling capacity of the gauze is doubled when oil-

vented, since no oxygen is allowed to enter the

crankcase to support new combustion. The valves do
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been relieved. The possibility of combustion is pre-

not prevent crankcase combustion, but only reduce the

peak pressures thereby minimizing damage.
wetted, a condition effected by the oil mist that normally
exists in the crankcase or by oil spray from the
connecting rod bearings. The valve incorporates the
flame trap as a single unit and the O-ring construction
eliminates oil leakage.
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PO
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FORM 6277 Second Edition 2.40 -- 5

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 KRAFT POWER CORP.

SECTION 2.45

.
RP
PRELUBE AND STARTING SYSTEM DESCRIPTION

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PRELUBE AND STARTING SYSTEM PRELUBE PUMP AND MOTOR
DESCRIPTION The prelube pump and motor (see Figure 2.45-2)
circulate the oil through the engine when the PRELUBE
· Prelube Pushbutton Valve pushbutton is pressed.
· Prelube Pump And Motor

· In-line Lubricator PRELUBE PUMP

· Start Pushbutton Valve

· Starter Motor(s) Air/Gas or Electric ER

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From the bulkhead, all gas vented from the system
must be piped to a safe area in conformance with all
applicable codes. Failure to comply could result in
IN-LINE
serious personal injury or death. PRELUBE MOTOR LUBRICATOR
PO

PRELUBE PUSHBUTTON VALVE

Figure 2.45-2. Prelube Pump And Motor
The PRELUBE pushbutton valve activates the prelube
system (see Figure 2.45-1). The prelube system circu- IN-LINE LUBRICATOR
lates oil through the engine and turbocharger(s) to
provide the engine adequate lubrication during startup. The in-line lubricator (see Figure 2.45-3 and
Figure 2.45-4) provides the prelube motor with lubrica-
tion during the starting sequence.
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START PRELUBE AIR/GAS INLET

AF

PRELUBE
PUMP
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IN-LINE
LUBRICATOR

AIR/GAS VENT
PRELUBE (CUSTOMER
MOTOR CONNECTION)
Figure 2.45-1. Start And Prelube Pushbutton Valves

Figure 2.45-3. In-line Lubricator, Prelube Pump And

Motor -- 12 Cylinder Engine Shown

FORM 6277 Second Edition 2.45 -- 1

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PRELUBE AND STARTING SYSTEM DESCRIPTION

STARTER MOTOR -- AIR/GAS

The air/gas pressure causes the starter pinion to shift
into engagement with the flywheel ring gear and
activates the starter motor (see Figure 2.45-5) to crank
the engine. A lubrication reservoir provides lubrication

.
to the air/gas starter during the starting sequence.

RP
RESERVOIR

CO
IN-LINE
LUBRICATOR

AIR/GAS STARTER

Figure 2.45-4. In-line Lubricator

START PUSHBUTTON VALVE

ER Figure 2.45-5. Air/Gas Starter

STARTER MOTOR -- ELECTRIC START

This system functions in much the same way as the
air/gas starting system with the difference being the use
The START pushbutton valve activates the starter motor
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of electric starting motors (Figure 2.45-6). An additional
system (see Figure 2.45-1). On air/gas starter systems
solenoid is added to the system to replace the signal
the START pushbutton valve activates a series of valves
normally provided by air/gas pressure.
that allow air/gas pressure to activate the air/gas starter
motor. On electric start systems, an additional solenoid
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is added to the system to replace the signal normally

provided by air/gas pressure.
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AF

ELECTRIC STARTER

Figure 2.45-6. Electric Starter

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2.45 -- 2 FORM 6277 Second Edition

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SECTION 2.50

.
RP
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION

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ENGINE PROTECTION SHUTDOWN
SYSTEM DESCRIPTION OPTIONS SENSOR CABLE STRAINER
ADAPTER
The control switches that make up the engine protection
shutdown system must be supplied by the customer.
Waukesha provides the following:
· Sensors and Thermocouples

· Thermocouple Junction Box

· Manual Shutdown Switches

ER TEMPERATURE
SENSOR

LUBE OIL
STRAINER
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Switches for alarms and automatic engine shut-
down must be supplied by the customer. The
sensors provided are for measuring and monitoring
temperatures and WILL NOT shut the engine down if
potentially harmful temperatures are reached. Wau- Figure 2.50-1. Lube Oil Inlet Temperature Sensor --
PO

kesha will not be responsible for any property 12 Cylinder Engine Shown
damage, personal injury or death, due to the failure
to follow these instructions.

NOTE: The customer supplied control switches must

be incorporated into the remote engine control panel
logic.
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K-TYPE THERMOCOUPLES
Thermocouples are used to measure lube oil (see
AF

Figure 2.50-1), jacket water (see Figure 2.50-2), and

intake manifold (left and right bank on Vee engines) air
temperature (see Figure 2.50-4). These thermocouples
are wired through the thermocouple junction box to a
remote mounted instrument panel (customer supplied
Figure 2.50-2. Jacket Water Temperature Sensor --
or as a Waukesha option). Additional thermocouples
12 Cylinder Engine Shown
(see Figure 2.50-3 and Figure 2.50-5) are used to
KR

measure exhaust temperature and turbine inlet

temperature.

FORM 6277 Second Edition 2.50 -- 1

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 KRAFT POWER CORP.
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION

LEFT BANK EXHAUST

MANIFOLD
SECTION
TURBO EXHAUST
INLET ELBOW
13 EXHAUST
THERMOCOUPLE

.
RP
12 9 7 5 3 1

REAR FRONT
14

11 10 8 6 4 2

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RETAINING CLIP

THERMOCOUPLE
THERMOCOUPLE CONDUIT
LEADS 14 13 12 11 10 98 7 6 54 32 1

RIGHT BANK

NOTE: Intake manifold temperature sensors are located

behind each manifold inlet adapter assembly below the
intake manifolds.
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Figure 2.50-3. Exhaust Thermocouples Arrangement -- 12 Cylinder Engine

EXHAUST MANIFOLD
END SECTION
THERMOCOUPLE
LEAD
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PO

THERMOCOUPLE
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Figure 2.50-5. Exhaust Thermocouple -- 12 Cylinder

Engine Rear Left
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Figure 2.50-4. Intake Manifold Temperature Sensor --

12 Cylinder Engine Shown
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2.50 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION

Additional K-Type thermocouples that may be found on THERMOCOUPLE JUNCTION BOX

the engine, are: The function of the thermocouple junction box (see
· Thermocouples used to monitor the main bearing Figure 2.50-7) is to serve as the main junction point for
temperatures (see Figure 2.50-6). All thermocouples the wiring of engine protection shutdowns.

.
end at the thermocouple junction box when shipped.
It is the customer’s responsibility to connect the

RP
GOVERNOR SPEED
wiring to the remote-mounted instrument panel. Main CONTROL LEVER
bearing sensor logic must be supplied by the
customer.

· Thermocouple used to monitor oil sump temperature.

THERMOCOUPLE
· Oxygen sensors mounted in the exhaust system. JUNCTION BOX

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· Detonation sensors (one for each cylinder) are used
to detect detonation in the combustion chambers.
Refer to Section 2.10 Ignition System Description for
information concerning the detonation sensors.

· Thermocouples for the compressor system.

Figure 2.50-7. Thermocouple Junction Box And

ER Governor Speed Control Lever

MANUAL SPEED CONTROL LEVER AND GOVER-

NOR SPEED CONTROL LEVER
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Always ensure that the fuel gas valve(s) are closed
after engine shutdown. Failure to close fuel gas
MAIN BEARING TEMPERATURE valve(s) could cause severe personal injury or death.
THERMOCOUPLES
PO

Figure 2.50-6. Main Bearing Temperature

Thermocouples -- 12 Cylinder Engine
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GOVERNOR
ROD
AF

MANUAL SPEED CONTROL LEVER

Figure 2.50-8. Manual Shutdown Lever

All engines have manual shutdown levers located on the

KR

right side carburetor (see Figure 2.50-8) and may also

have a governor speed control lever on the governor
(see Figure 2.50-7). These levers will return the engine
to idle speed. Under some conditions, the engine may
shut down completely when using these levers. After the
engine reaches idle speed, close the fuel gas valves to
completely shut down the engine. Always shut down the
fuel gas supply after the engine is shutdown.

FORM 6277 Second Edition 2.50 -- 3

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 KRAFT POWER CORP.
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION

IGNITION SWITCH(ES) CUSTOMER SUPPLIED CONTROL SWITCHES

Control switches must be supplied by the customer.
Control switches must include, but are not limited to; low
oil pressure, high coolant temperature, high lube oil
Always ensure that the fuel gas valve(s) are closed temperature, high intake manifold air temperature, and

.
after engine shutdown. Failure to close fuel gas an overspeed switch. Switches should be wired to an

RP
valve(s) could cause severe personal injury or alarm to warn of high temperatures and low pressure, as
death. well as provide for automatic engine shutdown if
IGNITION (Emergency Stop) button(s) are located on potentially harmful temperatures, pressure, or over-
the left and right sides of the engine on 12 cylinder speed conditions exist.
engines, and the right side only on 6 cylinder engines PRESSURE AND TEMPERATURE SWITCH
(see Figure 2.50-9). Depressing either IGNITION CALIBRATION

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(Emergency Stop) button(s) will stop the engine by
Calibrating and testing pressure and temperature
de-energizing the ignition and electrical fuel supply
solenoid valves. Always shut down the fuel gas supply switches should be performed by qualified service
technicians every 90 days.
after engine shutdown. To restart the engine after
depressing either IGNITION (Emergency Stop) but- OPTIONAL INSTRUMENT PANEL
ton(s), simply pull the depressed shutdown switch back
Waukesha Engine offers an optional instrument panel
out to its original position. The manual shutdown
(see Figure 2.50-11). The instrument panel is shipped
switches are wired to the main junction box.
loose and requires 24VDC power.

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PO

Figure 2.50-9. Control Panel -- Left Side

On 16 engines, the engine may be shut down by turning

the IGNITION switch, located on the control panel to the
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OFF position (see Figure 2.50-10). Always shut down

the fuel gas supply after engine shutdown. Figure 2.50-11. Optional Remote Instrument Panel
AF

The instrument panel includes switch gauges for jacket

water temperature, lube oil pressure, intake manifold
temperature and overspeed. Gauges are included for
individual exhaust thermocouples, pre and post turbine
temperature, intake manifold pressure, tachometer and
KR

hourmeter. An annunciator will display the cause of the

shutdown.

Figure 2.50-10. 16 Cylinder Control Panel

2.50 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION

DETONATION SENSING MODULE AND SENSORS

“ALARM” “SHUTDOWN”
“POWER”
For maximum engine protection, the DSM system

.
must be connected to a safety shutdown. The DSM

RP
system is considered a safety system and, as such,
must be connected to shutdown the engine if the
engine cannot be brought out of detonation. Disre-
garding this information could result in severe
personal injury or death.

The DSM module is equipped with several features to

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inform site personnel of system status. These features
include:
· “Power”, “Alarm”, and “Shutdown” lights (LED dis-
play) on the front panel of the DSM module (see
Figure 2.50-12 and Figure 2.50-13)

· A liquid crystal display (LCD) located inside the DSM

module which continually shows the current status of
the system through diagnostic codes (see
Figure 2.50-14)
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· The capability to drive remote alarms or lights
Figure 2.50-13. Detonation Sensing Module Front
Panel

INSIDE THE DSM MODULE

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P1B P1A
LCD
91 DISPLAY

ALARM +24V
SHUTDOWN +24V
GND
SENSOR 01
PO

GND
SENSOR 02
SENSOR 03
SENSOR 04 PWR LVL
SELECTOR
SENSOR 05
CLOCK
SENSOR 06
RESET
SENSOR 07
.5 DEG
SENSOR 08
IGNITION MODULE ELEC EN
SENSOR 09 DATA 5
SENSOR 10 DATA 4
DSM MODULE SENSOR 11 DATA 3
SENSOR 12 DATA 2
SENSOR 13 DATA 1
SENSOR 14 DATA 0
SENSOR 15 VSS
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SENSOR 16 MANUAL
AF

Figure 2.50-12. CEC IM and DSM Figure 2.50-14. Detonation Sensing Module
LCD Display
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FORM 6277 Second Edition 2.50 -- 5

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 KRAFT POWER CORP.
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION

One DSM sensor per cylinder is installed just below the

intake manifold (see Figure 2.50-15). These sensors
send their signals back to the DSM module.
Refer to Form 6268 (Version 5.3c) or Form 6278
(Version 6) Custom Engine Control Detonation Sensing

.
Module Installation Operation And Maintenance manual.

RP
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DETONATION
SENSOR

Figure 2.50-15. Detonation Sensors ER

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PO
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AF
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 KRAFT POWER CORP.
CHAPTER 3 -- ENGINE STARTUP AND SHUTDOWN

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RP
CONTENTS

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SECTION 3.00 -- ENGINE STARTUP AND SHUTDOWN

ER
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FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 3.00

.
RP
ENGINE STARTUP AND SHUTDOWN

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PRESTART INSPECTION
GUARDS

To avoid severe personal injury or death, be sure

that the clutch, circuit breaker or other main power
transmission device is disconnected.

ER
1. Inspect the entire cooling system to verify that all
control valves are properly opened and that all drain
cocks are completely closed.
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Always wear protective clothing when checking or
venting the cooling system on a heated engine.
Slowly loosen the air bleed petcock to relieve any Figure 3.00-1. Engine Guards -- 12 Cylinder Engine
excess pressure. Use the vent on the pressure cap Shown
PO

to allow pressure to escape. Escaping steam and/or

hot water can result in severe burns or death. 5. On 6 and 12 cylinder engines, check air cleaner
restriction indicator. If indicator shows red, clean
2. Check the coolant level; add coolant when neces- pre-cleaner and/or air cleaner elements (see
sary. If coolant is needed, open the cooling system air Figure 3.00-2). Sixteen cylinder engines have indicator
vents to allow trapped air to escape. gauges that are checked while the engine is running.

3. Check for lube oil and/or coolant leaks.

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4. Verify that all protective guards and shields on both

the engine (see Figure 3.00-1) and the driven equip-
ment are secure. Remove tools, rags, fittings or any
AF

other objects that may get caught by rotating parts.

KR

AIR
AIR RESTRICTION
CLEANER INDICATOR

Figure 3.00-2. Air Restriction Indicator/Filter --

6 Cylinder Engine Shown

FORM 6277 Second Edition 3.00 -- 1

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 KRAFT POWER CORP.
ENGINE STARTUP AND SHUTDOWN

8. Check UG-8 governor oil level in sight glass

(see Figure 3.00-5).
Make certain barring device is disengaged from
flywheel prior to starting engine. Remove all OIL FILLER CUP
wrenches from the barring device before engaging

.
starter. Failure to follow proper procedures could SIGHT

RP
cause severe personal injury or death. GLASS

6. Turn the the engine with the barring device over two
revolutions in a counterclockwise direction to verify that
nothing interferes with its rotation (see Figure 3.00-3).

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C
O M
M
A
P
E X
N
S
A
T M

BARRING DEVICE I
O
N
I
N

COMPENSATION
POINTER

ER
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OIL DRAIN
PLUG
Figure 3.00-3. Engine Barring Device --
12 Cylinder Engine
PO

7. Check the crankcase oil level daily before the engine

is started. The blade of the dipstick is marked “low” and
“full” (see Figure 3.00-4). Always maintain the oil level at
the “full” mark. Both marks on the dipstick are “static
lines.” The dipstick does not indicate where the level of ä UG-8L Governor
Figure 3.00-5. Woodwardä
the oil should be when the engine is running.
9. Examine the engine foundation for condition of grout,
tightness of hold down bolts and general alignment of
T

LOW FULL
driven equipment.
AF

O-RING

Figure 3.00-4. Dipstick

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3.00 -- 2 FORM 6277 Second Edition

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ENGINE STARTUP AND SHUTDOWN

ENGINE STARTUP PROCEDURES

1. Reset all engine protection switches and devices.

2. Press and hold down the PRELUBE button for

5 minutes to operate the prelube motor (see

.
Figure 3.00-6 and Figure 3.00-7). Check the lube oil MANUAL SPEED

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pressure gauge for a minimum of 5 psi (35 kPa). CONTROL LEVER

START
PRELUBE

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Figure 3.00-8. Manual Speed Control Lever --
6 Cylinder GSI Engine

IGNITION

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Figure 3.00-6. Control Panel -- 12 Cylinder Engine

MANUAL SPEED
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PRELUBE CONTROL LEVER

IGNITION
Figure 3.00-9. Manual Speed Control Lever --
12 Cylinder GL Engine
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START

Figure 3.00-7. Control Panel -- 16 Cylinder Engine

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3. Place the manual speed control lever in the open

position (see Figure 3.00-8, Figure 3.00-9 and
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Figure 3.00-10).
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MANUAL SPEED CONTROL

LEVER

Figure 3.00-10. Manual Speed Control Lever --

16 Cylinder GSI Engine

FORM 6277 Second Edition 3.00 -- 3

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 KRAFT POWER CORP.
ENGINE STARTUP AND SHUTDOWN

4. Place the governor speed control lever or dial

(SYNCHRONIZER) to 1/3 open position (see MANUAL (CUSTOMER
DISCONNECT SUPPLIED)
Figure 3.00-11 and Figure 3.00-12). KNOB

.
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LATCHING
VENT KNOB
PLUG

GOVERNOR SPEED
CONTROL LEVER
Figure 3.00-13. Fuel Shutoff Valve --
Customer Supplied

ER 6. On 6 and 12 cylinder engines, make sure that the

IGNITION (Emergency Stop) buttons are pulled out
(see Figure 3.00-6). On 16 cylinder engines turn the
ignition switch to the ON position (see Figure 3.00-7).

7. Press the START button until engine starts (see

Figure 3.00-6 and Figure 3.00-7).
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8. Check for oil pressure as soon as the engine
starts. Refer to Table 1.15-2 VHP Specifications in
Section 1.15 General Information for operating
Figure 3.00-11. Governor Speed Control Lever -- pressures.
PO

12 Cylinder Engine
If the lube oil pressure
gauge does not indicate
sufficient oil pressure within 15 seconds, shut the
GOVERNOR SPEED
CONTROL LEVER engine down immediately. Never operate the engine
without the proper oil pressure indication. Disre-
garding this information could result in product
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damage.

Turbocharged engines
AF

should not be idled for

extended periods. Accumulated carbon may dam-
age turbocharger. Shut down and restart when
needed.
9. Warm the engine by running with little or no load until
the oil pressure is normal and the coolant temperature
KR

Figure 3.00-12. Governor Speed Control Lever -- reaches 100° F (38° C). Refer to Table 1.15-2 VHP
16 Cylinder Engine Specifications in Section 1.15 General Information for
operating pressures and temperatures.

5. Open the fuel shutoff valve(s) (see Figure 3.00-13). 10. Gradually apply load to avoid overloading the
engine.

3.00 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
ENGINE STARTUP AND SHUTDOWN

NOTE: Engines that are required to start at tempera- 2. Check the air restriction indicator on the air cleaner
tures below 50° F (10° C) should be equipped with both while the engine is running. Refer to Section 4.15 Air
an oil and coolant heater. These devices allow the Intake System and clean/replace precleaner and/or
engine to be started with the proper oil flow. If the air cleaner elements if indicator shows red on 6 and
heaters are manually controlled, allow the engine to 12 cylinder engines (see Figure 3.00-16). On 16 cyl-

.
become warm enough for normal starting. inder engines, check that the air restriction gauge is

RP
showing in the green for both the prefilter and final
ENGINE DURING OPERATION CHECKS filter (see Figure 3.00-17). A toggle switch allows the
operator to select the filter reading desired. The toggle
Stop the engine immedi- switch should be left in the FINAL FILTER position
ately if the oil pressure is during engine operation.
low or fluctuating. Disregarding this information
could result in product damage. 3. Listen to the engine. Certain problems, such as

CO
occasional misfiring, turbocharger bearing failure, or
1. Observe and record the normal operating readings water pump problems may first be noticeable in the
for oil pressure, oil temperature, and water temperature engine sound.
on the engine instrument panel (see Figure 3.00-14) or
4. Visually examine fuel, water and lubrication lines for
optional remote instrument panel (see Figure 3.00-15).
signs of leaks, damage, or corrosion.
Refer to Table 1.15-2 VHP Specifications in
Section 1.15 General Information for operating 5. Observe the governor control rod. Engine misfire can
pressures and temperatures. be seen as an occasional “twitch” of the control rod.

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AIR
RESTRICTION
INDICATOR
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Figure 3.00-14. Control Panel -- 16 Cylinder Engine

AIR CLEANER
ASSEMBLY

Figure 3.00-16. Air Restriction Indicator --

12 Cylinder Engine
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AF

AIR RESTRICTION
GAUGE
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TOGGLE
SWITCH

Figure 3.00-15. Optional Remote Instrument Panel

Figure 3.00-17. Air Restriction Indicator --
16 Cylinder Engine

FORM 6277 Second Edition 3.00 -- 5

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 KRAFT POWER CORP.
ENGINE STARTUP AND SHUTDOWN

6. Monitor the DSM module (see Figure 3.00-18) for 9. Monitor the three diagnostic LEDs on front of the IM
system status. The DSM is equipped with several housing: “Power,” “Pickup,” and “Application” (see
features to inform site personnel of system status. Figure 3.00-19). These LEDs give operators visual
These features include: confirmation on (1) incoming power, (2) Hall-effect
pickup signal, and (3) proper application settings (see
· “Power,” “Alarm,” and “Shutdown” lights (LED dis-

.
Figure 3.00-19).
play) on the front panel of the DSM module.

RP
· The green “Power” LED is lit any time power is
· A liquid crystal display (LCD) located inside the DSM applied to the IM. The power LED confirms to the
module which continually shows the current status of operator that connection has been made to the IM
the system through diagnostic codes. from the VDC power supply.
· The capability to drive remote alarms or lights. · The red “Pickup” LED is lit when there is no Hall-effect

CO
pickup signal being detected by the IM due to a failed
pickup, an incorrect air gap setting, and/or incorrect
(bad) wiring. The pickup LED will also be lit when the
“ALARM” “SHUTDOWN” engine is at rest.
“POWER”
· The red “Application” LED is lit whenever the IM
detects a magnet pattern that does not match the
application for which the IM Selector Switch is set
(6 versus 8 cylinder) or when the incorrect IM model

ER is installed (inline IM model versus vee engine IM

model). Additionally, this LED will light when the
Hall-effect pickup is lost (disconnected or failed), or if
a magnet is lost or is very weak. The application LED
will also light when the Selector Switch is in the
“B” position (no application).
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PO

Figure 3.00-18. Detonation Sensing Module --

Front Panel

7. If red “Shutdown” light is illuminated, shut down the

engine if automatic devices have not already done so.
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Call a Waukesha certified technician for assistance.

8. The yellow “Alarm” light illuminates to indicate that DIAGNOSTIC

AF

sensor output has been lost or disconnected. Call a LEDS

Waukesha certified technician for assistance.
Figure 3.00-19. IM Diagnostic LEDs
NOTE: Refer to Form 6268 (Version 5.3c) or Form 6278
(Version 6 series) for Custom Engine Control Detonation
Sensing Module Installation, Operation, And Mainte-
nance Manual for information concerning the DSM.
KR

NOTE: Refer to Form 6253 (Previous Model) or

Form 6272 (Current Model) Custom Engine Control
Ignition Module Installation, Operation, And Mainte-
nance Manual for further information concerning the IM.

3.00 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.
ENGINE STARTUP AND SHUTDOWN

ENGINE SHUTDOWN PROCEDURES In the event of an emergency, the engine may be

shutdown by using the IGNITION switch or buttons. The
ROUTINE SHUTDOWN manual shutdown lever or governor speed lever/dial
may be used to return the engine to idle speed. In all
cases after engine shutdown, the fuel shutdown

.
valve(s) must be closed.
To avoid severe personal injury or death, allow the

RP
engine to cool for at least ten minutes after the NOTE: Some governors may not have a speed control
engine is stopped. Do not restart an overheated lever. The UG-8 dial governor is equipped with a dial
engine or an engine that has been shutdown by the speed control.
engine protection system until the reason for the
shutdown has been determined and corrected. Engine Shutdown Using Ignition
(Emergency Stop Button/Switch)

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6 & 12 Cylinder Engines
1. Gradually reduce engine load.
NOTE: CSA equipped engines have a similar
2. Place the governor speed control lever or dial in idle
IGNITION (Emergency Stop button/switch) located on a
speed position, and allow the engine to idle for 5 minutes
separate sealed box (see Figure 3.00-22).
to cool down engine temperatures.
1. On 6 and 12 cylinder engines, shut down the engine
by pushing in the IGNITION (Emergency Stop) button(s),
located on the control panel(s) and simultaneously close

after engine shutdown. Failure to close valve(s)

could cause severe personal injury or death.
ER
Always ensure that the fuel gas valve(s) are closed

3. Under normal operation, close the fuel valves to shut

the engine down.
the fuel shutdown valve(s). Twelve cylinder engines have
an ignition switch located on each side of the engine (see
Figure 3.00-20 and Figure 3.00-21) while 6 cylinder
engines have only one panel located on the right side of
the engine (see Figure 3.00-22).
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4. Press and hold the PRELUBE button for five minutes
to post-lube the engine. Always ensure that the fuel gas valve(s) are closed
after engine shutdown. Failure to close fuel gas
If the engine is being shut valve(s) could cause severe personal injury or death.
PO

down for an extended

period of time, cap the exhaust pipe to prevent
moisture or contaminants from entering the engine.
Failure to follow these instructions could cause
severe engine damage and/or personal injury.

EMERGENCY SHUTDOWN
T

IGNITION
To avoid severe personal injury or death, allow the
AF

engine to cool for at least ten minutes after the Figure 3.00-20. Control Panel --
engine is stopped. Do not restart an overheated 12 Cylinder Engine Right Side
engine or an engine that has been shutdown by the
engine protection system until the reason for the
shutdown has been determined and corrected.
KR

Always ensure that the fuel gas valve(s) are closed

after engine shutdown. Failure to close fuel gas IGNITION
valve(s) could cause severe personal injury or
death.
Figure 3.00-21. Control Panel --
12 Cylinder Engine Left Side

FORM 6277 Second Edition 3.00 -- 7

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 KRAFT POWER CORP.
ENGINE STARTUP AND SHUTDOWN

Using Manual Shutdown Lever Or Governor

Speed Control Lever To Return Engine To Idle
Speed
NOTE: Some governors may not have a speed control

.
lever. The UG-8 dial governor is equipped with a dial
speed control.

RP
1. The manual speed control lever (located on the right
side carburetor) (see Figure 3.00-24, Figure 3.00-25
IGNITION and Figure 3.00-26) or the governor speed control lever
or dial (SYNCHRONIZER) (see Figure 3.00-27) may be
used to return the engine to idle speed. Under some

CO
conditions, the engine may stop. In this case, close the
fuel shutdown valve(s). If the engine does not stop, push
in the IGNITION (Emergency Stop) button(s) on 6 and
Figure 3.00-22. CSA Control Panel -- 12 cylinder engines; on 16 cylinder engines turn the
6 Cylinder Engine Right Side IGNITION switch to the OFF position and simultaneous-
ly close the fuel shutdown valve(s) to shut down the
Engine Shutdown Using Ignition Switch -- engine.
16 Cylinder Engines
To shut down the engine using the IGNITION switch,
perform the following steps.
1. On 16 cylinder engines, shut down the engine by
turning the IGNITION switch located on the control
panel to the OFF position, and simultaneously close the
fuel shutdown valve(s) (see Figure 3.00-23).
ER
Always ensure that the fuel gas valve(s) are closed
after engine shutdown. Failure to close fuel gas
valve(s) could cause severe personal injury or
death.
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Always ensure that the fuel gas valve(s) are closed
PO

after engine shutdown. Failure to close fuel gas

valve(s) could cause severe personal injury or
death.

MANUAL SPEED
CONTROL LEVER
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IGNITION
AF

Figure 3.00-24. Manual Speed Control Lever --

6 Cylinder GSI Engine
KR

Figure 3.00-23. Control Panel -- 16 Cylinder Engine

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 KRAFT POWER CORP.
ENGINE STARTUP AND SHUTDOWN

GL MODEL SHOWN

.
RP
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MANUAL SPEED
CONTROL LEVER GOVERNOR SPEED
CONTROL LEVER

Figure 3.00-25. Manual Speed Control Lever --

12 Cylinder

ER
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Figure 3.00-27. Governor Speed Control Lever --
12 Cylinder Engine
PO

MAINTENANCE OF STANDBY UNITS

A generator set, or other standby unit, should be
exercised once each week. A record should be main-
tained of performance and servicing of both the engine
and driven equipment.

MANUAL SPEED CONTROL LEVER Turbocharged engines

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should not be idled for

extended periods. Accumulated carbon may dam-
Figure 3.00-26. Manual Speed Control Lever -- age turbocharger. Shut down and restart when
AF

16 Cylinder GSI Engine needed.

Always run the engine long enough to stabilize the oil

and water temperatures at the normal operating level
expected under load. Do not operate the engine under
no-load conditions for other than very brief periods.
Loads of at least one-third the normal rated capacity are
KR

recommended. Ordinarily, an exercise run of one to two

hours will be needed.

FORM 6277 Second Edition 3.00 -- 9

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 KRAFT POWER CORP.
ENGINE STARTUP AND SHUTDOWN

Some types of driven equipment cannot be operated

without fairly extensive procedures “to put them on the
line.”
Weekly exercise may have to consist of periods long
enough to check the engine’s ability to crank and start,

.
or check starting circuitry and safety equipment with the

RP
starter disabled. Special attention must be taken to
prevent internal corrosion, sticking and gumming of fuel
controls, and deteriorated starting batteries. Arrange-
ments should be made to run the engine and driven
equipment under load at least every 90 days.

ENGINE PERFORMANCE RECORD

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Engine operating information, recorded during regular
inspections, is necessary to apply proper Routine
Maintenance schedules. Accurate records help control
costs by avoiding unnecessary servicing, ensuring
needed servicing, and providing “trend” information on
general engine condition. It is recommended to keep a
record of the information listed in Section 4.60 Mainte-
nance Schedule “Engine Performance Record.”

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PO
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KR

3.00 -- 10 FORM 6277 Second Edition

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 KRAFT POWER CORP.
CHAPTER 4 -- ENGINE MAINTENANCE AND STORAGE

.
RP
CONTENTS

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SECTION 4.00 -- SPEED GOVERNING SYSTEM MAINTENANCE

SECTION 4.05 -- FUEL SYSTEM MAINTENANCE

SECTION 4.10 -- IGNITION SYSTEM MAINTENANCE

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SECTION 4.15 -- AIR INTAKE SYSTEM MAINTENANCE

SECTION 4.20 -- TURBOCHARGER SYSTEM MAINTENANCE

SECTION 4.25 -- COOLING SYSTEM MAINTENANCE

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SECTION 4.30 -- LUBRICATION SYSTEM MAINTENANCE

SECTION 4.35 -- EXHAUST SYSTEM MAINTENANCE

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SECTION 4.40 -- CRANKCASE BREATHER SYSTEM

MAINTENANCE

SECTION 4.45 -- PRELUBE AND STARTING SYSTEM

MAINTENANCE
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SECTION 4.50 -- ENGINE PROTECTION SYSTEM MAINTENANCE

AF

SECTION 4.55 -- VALVE ADJUSTMENT

SECTION 4.60 -- MAINTENANCE SCHEDULE

SECTION 4.65 -- ENGINE STORAGE

KR

FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 4.00

.
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SPEED GOVERNING SYSTEM MAINTENANCE

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SPEED GOVERNING SYSTEM OIL FILLER CUP
MAINTENANCE
SIGHT
GOVERNOR MAINTENANCE GLASS
Check oil level in sight glass daily (see Figure 4.00-1).
Change oil every 8000 hours. Use the same lubricating
oil used in the engine crankcase.
WOODWARD

ER C
O
M
P
E
N
S
A
T
M
A
X

M
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I I
O
N
N

COMPENSATION
POINTER
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Figure 4.00-1. Governor Oil Level Sight Glass

Governor Oil Change And Fill (UG-8L Governor)

OIL DRAIN
1. Place a small oil pan beneath the governor. PLUG

2. Remove oil drain plug from governor and allow oil to

T

drain (see Figure 4.00-2).

3. Replace oil drain plug.

AF

4. Lift up oil filler cap and slowly add oil until the oil
appears at the line marked on the sight glass.
ä UG-8L Governor
Figure 4.00-2. Woodwardä
NOTE: Use the same oil as used in the engine
crankcase.
KR

FORM 6277 Second Edition 4.00 -- 1

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 KRAFT POWER CORP.
SPEED GOVERNING SYSTEM MAINTENANCE

GOVERNOR ROD MAINTENANCE

Governor Rod Inspection And Lubrication
1. Inspect that the jam nuts on both ends of the
governor rod are secure (see Figure 4.00-3).

.
RP
2. Inspect the governor rod for straightness and
damage.

3. Lubricate the grease fittings on both ends of the

governor rod at each oil change. Clean off any excess
grease.

CO
GOVERNOR ROD END BEARING
ROD JAM NUT
GOVERNOR ROD ROD END
JAM NUT BEARING

RIGHT
HAND
THREADS
LEFT
HAND
THREADS
GREASE
FITTING

Figure 4.00-3. Governor Rod Assembly

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KR

4.00 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 4.05

.
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FUEL SYSTEM MAINTENANCE

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FUEL SYSTEM MAINTENANCE
NOTE: The AFM system is programmed at the engine
site and is customized for the engine based on site
specific information with a personal computer (PC).
Form 6286, Custom Engine Control Air/Fuel Module FILTER HEAD
First Edition, provides information on the operation and HEX NUT
FILTER BODY
programming of the AFM for VHP engines. ASSEMBLY

REGULATOR FILTER CLEANING

AND INSPECTION
ER
Clean or replace the filter of the main fuel gas pressure
regulators annually. If clogging is suspected in the
upstream regulator passages, more frequent cleaning
PILOT CHAMBER
SUPPLY TUBE
W
may be required.
Filter Element Removal
ä 99 Regulator Fuel Gas Filter
Figure 4.05-1. Fisherä
PO

2. Remove 1-1/8 in. filter head hex nut from pilot

Ensure that the fuel source is completely shut off chamber orifice pipe nipple.
prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated 3. Remove filter assembly. Disassemble as follows:
gas before performing any maintenance work on
the fuel system or severe personal injury or death A. Remove 1-1/8 in. filter head hex nut from filter
could result. body.

B. Remove machine screw securing filter element to

T

1. Disconnect the pilot chamber supply tube (see

filter head.
Figure 4.05-1) from body of filter assembly.
C. Remove two flat washers and filter element.
AF

Cleaning/Inspection/Replacement
1. Thoroughly wash all parts of filter assembly in a
non-volatile cleaning solution or solvent. Blow dry with
low pressure compressed air.
KR

2. Inspect filter element for stubborn deposits, peeling

or flaking. Replace as necessary.

Filter Element Installation

1. Reassemble filter assembly as follows (see
Figure 4.05-2):

FORM 6277 Second Edition 4.05 -- 1

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

A. Place flat washer on support flange inside filter EXHAUST GAS ANALYSIS FOR
head. WAUKESHAâ ENGINES

B. Center filter element on top of washer. NOTE: For specific engine adjustments, see the ap-
C. Center second flat washer on top of filter element. propriate fuel system adjustment instruction in section.

.
A carbon monoxide (CO) analyzer is required when

RP
D. Slide machine screw through center of filter setting a GSI (rich burn) engine. And when used with an
element. Thread screw into filter head. oxygen (O2) analyzer, provides an even more accurate
E. Thread filter head hex nut onto filter body. method of setting a GSI (rich burn) engine.
An oxygen (O2) analyzer is a mandatory piece of
equipment to ensure correct air/fuel ratio settings on GL
(lean burn) engines.

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ADMISSION VALVE MAINTENANCE
Admission Valve Removal -- GL
FILTER HEAD
HEX NUT

Ensure that the fuel source is completely shut off

prior to working on fuel system components. Clear
FILTER
ELEMENT
FLAT
WASHERS
ER the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe injury or death could result.

NOTE: This procedure applies only to the P/N 211587C

admission valve. Refer to Service Bulletin 9-2574D or
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latest edition for information on previous admission
valves.

1. Disconnect the fuel supply tube from the admission

valve body (see Figure 4.05-3).
PO

MACHINE
SCREW

FILTER
BODY
ADMISSION
T

VALVE
AF

ä 99 Regulator Filter
Figure 4.05-2. Fisherä
KR

2. Thread other end of filter head hex nut onto pilot

chamber orifice pipe nipple.
Figure 4.05-3. GL Admission Valve Location
3. Apply Perma-Lokâ Heavy Duty Pipe Sealant with
Teflonâ to threads of fittings and connect pilot chamber
supply tube (see Figure 4.05-1) to body of filter assem-
bly.

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

2. Remove the admission valve from the engine by 1. Remove the lock nut from the end of the admission
turning counter clockwise. Remove and discard the valve body using a 1/4 inch Allen wrench.
O-ring from the valve body (see Figure 4.05-5 and
Figure 4.05-4). 2. Remove the tube assembly. Remove the tube seat.
Strike the admission valve body sharply against a piece

.
3. Remove the stainless steel washer at the bottom of of wood to free the tube and tube seat, if necessary.
the admission valve bore using the seal remover (Tool

RP
P/N 494385) or an O-ring pick. Discard this washer. 3. Remove the contents of the tube. Remove the spring
and cold poppet from one end. Remove the hot poppet
from the other.

4. Remove and discard the O-ring from the admission

valve body.

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Admission Valve Clean And Inspect -- GL
1. Place the valve in a vise equipped with soft jaws. Use
a 1/4 inch hex socket to loosen and remove the lock nut
from the end from the valve body. Remove the internal
parts (see Figure 4.05-5).
2. Remove any loose carbon using a rag or soft
nonmetallic bristle brush.

Figure 4.05-4. Admission Valve

Admission Valve Disassembly -- GL

ER 3. Boil all parts in a solution of one cup laundry
detergent to one gallon of water for 30 -- 45 minutes.
4. After boiling, rinse the parts in cold water and wipe
dry.
5. Inspect the threads inside the admission valve body,
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where the lock nut threads in, and the threads on the
Intermixing components outside of the admission valve body where the valve will
with those of other be threaded into the cylinder head. If the threads are
valves is not permitted. Admission valves (and damaged, they may be repaired using the appropriate
rebuild kits) are inspected as assemblies during
PO

tap and die sizes listed below in Table 4.05-1.

manufacture. Disregarding this information could
result in product damage and/or personal injury. Table 4.05-1. Thread Sizes
THREAD LOCATION SIZE
Outside of the admission valve 13/16² -- 16 UN-2A
If a vise is needed to
body where the valve will be
remove the lock nut,
threaded into the cylinder head.
install a pair of brass jaw inserts to avoid damaging
the assembly. Inside the admission valve body 9/16² -- 18 NF
T

where the lock nut threads in.

AF

STAINLESS ADMISSION VALVE BODY

STEEL WASHER HOT POPPET COLD POPPET
TUBE SPRING SEAT O-RING
LOCKNUT
KR

SERVICE KIT

Figure 4.05-5. Admission Valve Assembly

FORM 6277 Second Edition 4.05 -- 3

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

LOCK NUT REPLACEMENT P/N 211587 HOT COLD

AND P/N 211587A ADMISSION VALVES POPPET POPPET
SPRING
1. Measure lock nut. The current dimension is
0.504 in. ±0.005 in. (12.802 mm ±0.127 mm) (see

.
Figure 4.05-6).

RP
2. Discard previous lock nut and replace with current
lock nut P/N 211942 (see Figure 4.05-6).
Figure 4.05-7. Spring Depth In Cold Poppet

CURRENT DIMENSION
1. Hold the valve body upright, with the hex head up,
0.504² ±0.005² and install the kit parts from below in the following steps:

CO
12.802 MM ±0.127MM
A. Position hot poppet on level surface with pointed
LOCK NUT
end facing up.
B. Slide black hot tube down over hot poppet.
C. With small round protrusion facing up, slide
spring seat down into hot tube until raised flange
on spring seat contacts upper circumference of

Figure 4.05-6. Current Dimension

ADMISSION VALVE SERVICE KIT

ER hot poppet. Protrusion must face cold tube.
D. Install spring on the small round protrusion on
end of spring seat.
E. Position cold poppet over spring with pointed end
up.
INSTALLATION
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F. With WED label end of cold tube at the top, slide
cold tube down over cold poppet, spring and
Do not mix parts from spring seat until it contacts raised flange on
various admission spring seat.
PO

valves. Components are in matched sets. Current G. With smaller circumference positioned towards
repair kit P/N211665E is designed only for VHP the cold tube, position seat on top of cold tube.
applications. Do not use parts from ATGL admis-
sion valve kits. NOTE: If parts are assembled properly, WED label on
cold tube will be inserted into the admission valve body
NOTE: The parts in the service kit are assembled in the first.
proper order for installation in the valve body (see H. Holding thumb and forefinger over ends of
Figure 4.05-5). The service kit parts may separate after assembled parts, insert them into admission
T

the packaging is removed. If the parts become sepa- valve body from bottom.
rated, an easy way to identify the hot and cold poppets is
to visually inspect the inside of the poppets (see
Do not over-torque the
AF

Figure 4.05-7). Another way to identify the poppets is to

lock nut or the tube may
install the spring. The spring will extend farther out of the
be permanently damaged. Disregarding this infor-
cold poppet (see Figure 4.05-7). The protrusion on the
mation could result in product damage.
spring seat must face the cold tube. The end of the cold
tube that is marked with the WED label is inserted into 2. Use an inch pound torque wrench and hex socket to
the admission valve body first. Proper assembly is tighten the lock nut to 70 -- 90 in-lb (8 -- 10 N×m).
KR

required.
3. Install a new O-ring P/N 209992 on the admission
valve body. To prevent tears when the assembly is
inserted into the cylinder head admission valve bore,

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

lubricate the O-ring with Parker Super O-Lubeä 4. Insert the cold poppet (spring end first) into the tube
P/N 475029. until the end of the spring contacts the spring seat. Verify
that the tip of the poppet sticks out slightly.
Admission Valve Assembly -- GL
NOTE: If the entire poppet fits within the tube, then the

.
The service kit parts may wrong (hot) end of the tube has been selected. Fit the
separate after the pack- cold poppet into the other end of the tube.

RP
aging is removed. There are internal differences
between the hot and cold poppets, as well as the hot 5. Install the hot poppet into the opposite end of the
(flame trap) and cold (check valve) sides of the tube. tube. The flat side of the poppet must face toward the
The valve will not function properly if incorrectly open end of the tube, so that the tip of the poppet seats
assembled. Disregarding this information could inside the counterbore.
result in product damage and/or personal injury.
6. Hold the tube assembly upright in one hand with the

CO
tip of the cold poppet pointing upward. Use a finger to
Do not mix parts from keep the hot poppet in the other end of the tube.
various admission valves,
components are in matched sets. Disregarding this 7. Place the tube seat over the tip of the cold poppet, so
information could result in product damage and/or that the lip on the seat fits within the tube ID.
personal injury.
8. With the long hex on top, slide the admission valve
body over the cold poppet end of the tube until the entire
NOTE: Before assembling, all parts must be dry and oil
free.

ER
1. Look into both poppets. Note that the bore of the hot
poppet is approximately 1/8 inch deeper than the cold
poppet.
assembly fits easily within the valve body.

9. Finger tighten the lock nut into the end of the

admission valve body.

Do not over-torque the

NOTE: The parts in the service kit are assembled in the lock nut or the tube may
W
proper order for installation in the valve body (see be permanently damaged. Disregarding this in-
Figure 4.05-8). The service kit parts may separate after formation could result in product damage.
the packaging is removed. If the parts become sepa-
rated, an easy way to identify the hot and cold poppets is 10. Use an inch pound torque wrench and Allen socket
PO

to visually inspect the inside of the poppets (see to tighten the lock nut to 70 -- 90 in-lb (8 -- 10 N×m).
Figure 4.05-8). Another way to identify the poppets is to
install the spring. The spring will extend farther out of the 11. Install a new O-ring on the admission valve body. To
cold poppet (see Figure 4.05-8). The cold poppet and prevent tears when the assembly is inserted into the
spring are installed in the end of the tube that is marked cylinder head admission valve bore, lubricate the O-ring
with the WED label. Proper assembly is required. with Parker Super O-Lubeä.

Admission Valve Installation -- GL

T

HOT COLD
POPPET POPPET 1. Clean the washer seat at the bottom of the cylinder
SPRING head admission valve bore.
AF

NOTE: Previous production admission valves use a

copper washer.

2. Install a new stainless steel washer at the bottom of the

cylinder head admission valve bore (see Figure 4.05-9).
Figure 4.05-8. Spring Seats In Cold Poppets
KR

During installation
2. Install the spring in the open end of the cold poppet. of a P/N 211587C,
(see Figure 4.05-8). P/N 211587B, P/N 211587A or an upgraded
P/N 211587 valve, make sure only a stainless steel
3. Look into each end of the tube. Note that one end has washer is used and is seated flat against the seating
a larger diameter counterbore (to fit the tip of the hot surface in the cylinder head. If the stainless steel
poppet), while the other end of the tube has a small washer is damaged, fuel leaks will occur.
opening encircled with a lip (spring seat).

FORM 6277 Second Edition 4.05 -- 5

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

FUEL SYSTEM ADJUSTMENT GENERAL

ADMISSION
VALVE
INFORMATION
EXHAUST GAS ANALYSIS FOR
WAUKESHA ENGINES

.
RP
NOTE: For specific engine adjustments, see the
appropriate fuel system adjustment instruction section.
A carbon monoxide (CO) analyzer is required when
STAINLESS STEEL
WASHER
setting a GSI (rich burn) engine and when used with an
oxygen (O2) analyzer, provides an even more accurate
method of setting a GSI (rich burn) engine.

CO
Figure 4.05-9. Install Stainless Steel Washer In An oxygen (O2) analyzer is a mandatory piece of
Cylinder Head equipment to ensure correct air/fuel ratio settings on GL
(lean burn) engines.
Do not use copper The oxygen analyzer should be capable of measuring
washer P/N 16409 with oxygen in 0.1% increments up to 25%.
P/N 211587A admission valve or with a P/N 211587
valve that has been upgraded by machining the The uses of an exhaust gas analyzer are numerous:
lock nut. If the copper washer is used, the new · Proper adjustment of GL series engines
assembly torque will drive the admission valve
through the washer, causing damage.

3. Install the admission valve in the cylinder head bore.

Do not over tighten the

ER · Troubleshooting engine problems
Waukesha has assembled all of the components you
need to properly test emissions. They are listed in the
Waukesha Special Tool Catalog Form No. 393. Con-
tact your Distributor for pricing information.
W
admission valve or the Figure 4.05-10 shows an emissions sampling system.
valve may become damaged.

4. Tighten the valve to a torque of 65 -- 70 ft-lb

(88 -- 95 N×m) dry.
PO

5. Reattach both ends of the prechamber fuel inlet tube

on the prechamber manifold and the admission valve
assembly. Finger tighten the ferrule nuts. Use a wrench
to tighten the ferrule nuts. Inspect for fuel leaks.
T
AF
KR

4.05 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

PROBE PROBE

.
RP
EXHAUST ELBOW EXHAUST ELBOW

TEMPERATURE CONTROLLER AND

EXHAUST ANALYZER AVAILABLE
IN 110 OR 120 VOLT

IMPORTANT: ALL OPTIONAL TEMPERATURE CONTROLLER

CO
TUBING CONNECTIONS AND HEATED SAMPLE LINE FOR AMBIENT
MUST BE LEAK FREE TEMPERATURES BELOW 32° F (0° C).

OXYGEN ANALYZER
FLOWMETER FLOWMETER CO METER

WATER TRAP
ER
W
Figure 4.05-10. Exhaust Gas Analyzer Tool Kit Plumbing Schematic

OXYGEN ANALYZER Over pressure could happen very easily while sampling
The primary service tool for the Waukesha GL fuel the GSI or GL engine. The rather high boost pressures
needed for normal engine operation dictate correspond-
PO

system is an oxygen analyzer. All GL engine fuel system

adjustments are made by measuring the oxygen ingly high exhaust back pressures before the turbochar-
content in the exhaust manifold. GL fuel system ger. It is not uncommon to see pressures over 30 psi
checking and adjustment is not possible without an (207 kPa). Pressures in excess of 2 psi (14 kPa) to the
oxygen analyzer. analyzer will cause severe analyzer damage and
erroneous readings. To obtain good results, the sample
A number of precautions must be observed to ensure pressure should be maintained at approximately 2
accurate test results and to prevent equipment damage. inches (51 mm) H2O pressure with a flow rate of 2
The analyzer must be protected from water entry, over SCFH.
T

pressure, and high temperature. High sample temperatures can also be very detrimental
Water is a natural by-product of combustion and is to good analyzer performance. Common causes of high
AF

always present in the exhaust system. When the sample temperature are very short sample lines and excessive-
gas is routed out of the exhaust manifold, cooling ly high sample flow rates. Maintaining 2 SCFH flow
occurs. This causes the water vapor to condense. If this makes it easy to maintain an acceptable temperature.
condensate were allowed to enter the analyzer, inaccu-
rate readings and possible analyzer corrosion would
occur.
KR

FORM 6277 Second Edition 4.05 -- 7

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

The following summarizes the requirements of an RICH BURN (GSI)

acceptable emissions sampling system: When setting a VHP GSI Waukesha engine, reference
· A filter to separate water (compatible with corrosive is made to finding the lowest intake manifold pressure
exhaust gases). and turning the carburetor mixture adjustment screw
in to increase the pressure or lower the vacuum by

.
· A flowmeter and/or regulator to control sample 1.5² Hg. These two settings are Best Power (BP) and

RP
pressure and flow to 2 inches (51 mm) H2O at Best Economy (BE) settings. See Figure 4.05-11.
2 SCFH.

· Sample lines properly designed to prevent exces-

sively hot or cold samples. The sample temperature
entering the analyzer must be more than 36° F, but

PRESSURE
less than 100° F (2° C, but less than 38° C).

CO
GAUGE
1.5² Hg
0.5, Hg
· An analyzer capable of producing reliable and
accurate test results. ATMOSPHERIC (30, HgA) TURBO

Careful attention to the preceding recommendations RICH 15. 5:1 STOICH. 17. 0:1 LEAN
B.P. 16.09 B.E.
will give you a sample system ready to measure
emissions. Because of the numerous types of analyz- AIR/FUEL RATIO*
ers in use today, the following operating procedures are
generalized. In all cases, read and closely follow the
operators manual supplied by the analyzer manufac-
turer.
Almost all of the oxygen analyzers in use are designed
around the fuel cell principle. With the presence of
oxygen, a chemical reaction occurs, producing a small
ER *ACTUAL AIR/FUEL RATIO VALUES WILL DEPEND ON
FUEL COMPOSITION.

Figure 4.05-11. Air/Fuel Ratio Settings

electrical voltage that is scaled to read in percent of Best Power (lowest manifold pressure) 15.5:1
W
oxygen. The range of a normal oxygen analyzer is Nominal Catalyst Setting 15.95:1
0 -- 25%. The reason for this range is normal atmo- Best Economy (1.5² Hg) 17.0:1
sphere contains 20.9% oxygen.
NOTE: The Best Economy level of 17:1 air/fuel ratio
Atmosphere is used as the calibration gas for the
PO

may not be obtainable depending upon engine condi-

oxygen analyzer. After exposing the sensing cell to tion, ignition system capability, load, and fuel quality
surrounding air, the meter’s span adjustment is set to (detonation resistance).
20.9% and the analyzer is ready to use. The oxygen
sensor continually produces voltage until all available The Waukesha preferred and most accurate method of
oxygen is consumed. If this cell was continuously setting an engine is by the use of exhaust gas analysis.
exposed to the surrounding atmosphere, cell life would For example, if an engine is to be set to the Best
be approximately six months. Sealing the cell from Economy setting, the carburetor screw is simply ad-
surrounding atmosphere can greatly extend cell life justed to obtain the observed oxygen (O2) and carbon
T

during periods of storage. This is easily accomplished monoxide (CO) readings for the engine model being
by connecting the analyzer inlet port to its own outlet used. Figure 4.05-12 shows the relationship between
percent of oxygen (O2) and carbon monoxide (CO) in
AF

port, effectively sealing the unit. This procedure should

be followed when the analyzer is not in use. the exhaust and their associated air/fuel ratio.
Table 4.05-2 indicate typical levels of emissions which
are attainable by an engine in good operating condition
running on commercial quality natural gas of 90 WKI
value.
KR

4.05 -- 8 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

Table 4.05-2. VHP Emission Levels

GRAMS/HP-HR % OBSERVED DRY MASS VOLUME EXCESS
MODEL CARBURETOR
AIR
SETTING NOX CO NMHC THC CO O2 AFR AFR RATIO
Lowest Manifold
8.5 32.0 0.35 2.3 1.15 0.30 15.5:1 9.3:1 0.97

.
(Pest Power)
Equal NOX & CO 12.0 12.0 0.35 2.3 0.45 0.30 15.9:1 9.6:1 0.99

RP
G, GSI Catalytic Conv.
13.0 9.0 0.30 0.20 0.38 0.30 15.95:1 9.6:1 0.99
Input (3-way)
Standard
22.0 1.5 0.25 1.5 0.02 1.35 17.0:1 10.2:1 1.06
(Best Economy)
GL Standard 1.5 2.65 1.0 5.5 0.06 9.8 28.0:1 16.8:1 1.74

CO
NOTE: The table above indicates emission levels that are valid for new engines for the duration of the standard warranty period and are attainable
by an engine in good operating condition running on commercial quality natural gas of 900 BTU/ft3 (35.38 MJ/m3 [25, V(0; 101.325)]) SLHV, WKI
value of 91 or higher, 93% methane content by volume, and at ISO standard conditions. Emissions are based on standard engine timing at WKI
value of 91 with an absolute humidity of 42 grains/lb. Refer to engine specific WKI Power & Timing curves for standard timing. Unless otherwise
noted these emission levels can be achieved across the continuous duty speed range and from 75% to 110% of the ISO Standard Power
(continuous duty) rating. Contact your local Waukesha representative or Waukesha’s Sales Engineering Department for emission values which
can be obtained on a case-by-case basis for specific ratings, fuels, and site conditions.

These emission levels can be achieved using commer-

THIS CURVE PLOTTED FOR LABORATORY FUEL.
ACTUAL AIR/FUEL RATIO VALUES WILL DEPEND cial quality natural gas fuel across the continuous duty

4
UPON FUEL COMPOSITION, BUT RELATIONSHIPS
FOR CO AND O2 WILL REMAIN CONSTANT.

ER speed range and from 75% to 110% of the continuous

duty horsepower (ISO Standard Power). It should be
noted that these values are based on laboratory data.
Limited trade offs can be made to change emission
levels or fuel economy. Emission levels for constant
speed applications, certified performance and emission
values can be obtained on a case-by-case basis for
W
CARBON MONOXIDE OXYGEN
specific ratings, fuels and site conditions. Contact
3 Waukesha’s Sales Engineering Department or your
CATALYST SETPOINT A/F = 15.95

local Waukesha Distributor.

The main fuel gas regulator external adjustment
DRY VOLUME PERCENT

PO

changes the spring tension in the lower housing (see

Figure 4.05-13).
2
T

1
SPRING SEAT
AF

.38 RUBBER SEAL

STOICHIOMETRIC A/F = 16.09
DYNA SEAL
WASHER
CLOSING CAP
0 LOCK NUT
14 15 16 17 18 19 20 21
ADJUSTING SCREW
KR

RICH SPINDT A/F LEAN

Figure 4.05-13. Main Fuel Gas Pressure Regulators,
EMISSION LEVELS ARE GIVEN FOR External Adjustment
PRE-CATALYST MEASUREMENTS.

Figure 4.05-12. Standard Natural Gas Oxygen And

Carbon Monoxide

FORM 6277 Second Edition 4.05 -- 9

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

Water manometer connections on the fuel regulator(s) The exhaust oxygen probe (O2) is installed in the
are shown in Figure 4.05-14 and Figure 4.05-15. exhaust manifold turbocharger exhaust inlet elbow (see
Figure 4.05-16).

WATER MANOMETER

.
CONNECTION POINTS

RP
INSTALL PROBE

CO
Figure 4.05-14. Water Manometer Connections --
Right Bank
Figure 4.05-16. Turbocharger Exhaust Inlet Elbow --

ER Right Bank
W
PO
T
AF

WATER MANOMETER
CONNECTIONS

Figure 4.05-15. Water Manometer Connections --

Left Bank
KR

4.05 -- 10 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

RICH BURN APPLICATIONS (114.3 á12.7 mm) of H2O above carburetor air horn
pressure at no load. On Vee engines, banks to be within
1/2 in. (12.7 mm) of H2O. Normally, the spring adjust-
NATURALLY ASPIRATED ENGINES
ment should be screwed down only far enough to clear
WITH IMPCO MODEL 600 AND 600D the cap.

.
CARBURETORS
CARBURETOR ADJUSTMENT

RP
The following adjustment procedures apply to engines
(6 CYLINDER ENGINE)
using 875 -- 1000 BTU/ft3 (34 -- 39 MJ/m3) SLHV gas.
1. Turn the carburetor mixture adjustment screw six (6)
NOTE: Before making any fuel mixture or regulator
full turns counterclockwise from the full clockwise
adjustments on a Vee block engine, both governor
position.
controlled throttle plates and the hand throttle located in
the carburetors must be balanced. Each pair of butterfly 2. Apply rated load at rated speed, or maximum

CO
plates must fully close or open in unison. If adjustments available load if less than rated. A load that produces
are required, loosen the capscrews holding the univer- 3 -- 6 in. (76.2 -- 152.4 mm) of mercury (Hg) intake
sal joint discs in the cross shaft assembly, reposition the manifold vacuum is preferred for response to mixture
discs, and tighten the capscrews. When checking the adjustment(s).
carburetor butterfly in the closed position, back off the
idle adjusting screw to allow the butterfly plate to fully
Always verify that all cyl-
close. When the governor goes to full stroke, the
inders are firing before
carburetor butterfly plate must not over travel the wide
adjusting the carburetor. Individual exhaust ther-
open, straight up and down position. Up to 5° lean

ER
toward closing is acceptable. The results of the above
static adjustments can be observed when the engine is
running by comparing the manifold vacuum between
banks. Readjust the idle adjusting screw.
mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage.

For Best Power: l 0.97, 15.5:1 Air/Fuel Ratio (AFR)

3. Turn the mixture adjustment screw clockwise (to-
PHYSICAL REQUIREMENTS
W
ward lean) until the intake manifold vacuum just begins
· A 2 inch pipe size Fisherä S-201 regulator. Two to decrease. Note the highest vacuum reading.
regulators on the 12 and 16 cylinder engines.
For Stoichiometric and Best Economy
· The regulator must have a 1 inch orifice. (Intermittent Duty Rating): l 1.0, 16.09:1 AFR
PO

· The regulator has the red spring, 3-1/2 -- 6-1/2 in. 4. Complete Step 3 (Best Power Adjustment). Continue
(88.9 -- 165.1 mm) of water column (H2O). to turn the mixture adjustment screw clockwise far
enough to decrease the intake manifold vacuum by
· The regulator is to be mounted as close to the 1/2 in. (12.7 mm) of Hg.
carburetor as possible.
For Best Economy
(Continuous Duty Rating): l 1.06, 17.0:1 AFR
T

5. Complete Step 3 (Best Power Adjustment). Continue

Do not inhale gaseous fuels. Some components of to turn the load adjustment screw clockwise far enough
fuel gas are odorless, tasteless, and highly toxic. to decrease the intake manifold vacuum by 1-1/2 in.
AF

Inhalation of gaseous fuels can cause severe (38.1 mm) of Hg.

personal injury or death.
NOTE: The carburetor load adjustment screw setting
REGULATOR SETTING called for in Step 1 is intended to be over rich. As it is
adjusted toward lean, there will be a distinct loss of
1. Set the primary, or “line” regulator to provide 5 -- 10 power when leaned beyond the Best Power air/fuel
psi (34.5 -- 69 kPa) at the inlet to the engine mounted
KR

ratio. If the engine is operating under governor control

regulator(s). with less than wide open butterfly plates, the power loss
can be recognized by a decrease of intake manifold
2. Adjust the engine mounted regulator(s) so that the
vacuum with a naturally aspirated engine.
gas pressure at the carburetor inlet is 4-1/2 á1/2 in.

FORM 6277 Second Edition 4.05 -- 11

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

NOTE: Leaning the mixture in accordance with Step 4 NOTE: The carburetor load adjustment screw setting
may reduce the ability of the engine to respond to load called for in Step 1 is intended to be over rich. As it is
changes. Response may be improved by readjusting adjusted toward lean, there will be a distinct loss of
the mixture toward rich (counterclockwise) to approach power when leaned beyond the Best Power air/fuel
the intake manifold vacuum noted in Step 3 in Carbure- ratio. If the engine is operating under governor control

.
tor Adjustment (6 Cylinder Engines), and Step 3 in with less than wide open butterfly plates, the power loss

RP
Carburetor Adjustment (Each Bank For 12 or 16 Cylin- can be recognized by a decrease of intake manifold
der Engines). Increased fuel consumption will result; vacuum with a naturally aspirated engine.
therefore, a compromised setting toward the leaner
mixture is recommended. VEE ENGINE INTAKE MANIFOLD VACUUM
BALANCE
CARBURETOR ADJUSTMENT
(EACH BANK FOR 12 OR 16 CYLINDER ENGINE) 1. Check the intake manifold vacuum on both banks at

CO
rated load and speed. If the difference is greater than
1. Turn both banks’ carburetor mixture adjustment 1/2 in. (12.7 mm) of Hg, check/adjust the fuel settings.
screw six (6) full turns counterclockwise from the full
clockwise position. Never attempt to equalize
bank to bank intake man-
2. Apply rated load at rated speed, or maximum
ifold vacuum readings by adjusting the governor
available load if less than rated. A load that produces
butterfly plates out of mechanical synchronism.
3 -- 6 in. (76.2 -- 152.4 mm) of Hg intake manifold
vacuum is preferred for response to mixture adjustment.

Always verify that all cyl-

inders are firing before
adjusting the carburetor. Individual exhaust ther-
mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage.
ER NOTE: Gas pressure to the carburetor(s) may be
somewhat less at full load than the initial no load setting.
If the pressure drop is more than 3 in. (76.2 mm) of H2 O,
then there could be insufficient gas supply pressure to
the regulator, undersize piping, incorrect regulator
orifice size, or inadequate regulator capacity.
W
For Best Power: l 0.97, 15.5:1 AFR
3. On either bank, turn the carburetor load adjustment
screw clockwise (toward lean) until the intake manifold
PO

vacuum begins to decrease, then slightly counterclock-

wise to return to maximum vacuum. Note the highest
vacuum reading. Do the same on the other bank.

For Stoichiometric and Best Economy

(Intermittent Duty Rating Best): l 1.0, 16.09:1 AFR
4. Complete Step 3 (Best Power Adjustment). On one
T

bank at a time, continue to turn the mixture adjustment

screw clockwise until the intake manifold vacuum
decreases 1/4 in. (6.35 mm) of Hg.
AF

For Best Economy

(Continuous Duty Rating): l 1.06, 17.0:1 AFR
5. Complete Step 3 (Best Power Adjustment). On one
bank at a time, turn the mixture adjustment screw
clockwise until the intake manifold vacuum decreases
KR

3/4 in. (19.05 mm) of Hg.

4.05 -- 12 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

TURBOCHARGED ENGINES WITH IMPCO CARBURETOR ADJUSTMENT

MODEL 600 AND 600D CARBURETORS (6 CYLINDER ENGINE)

The following adjustment procedures apply to engines 1. Turn the carburetor mixture adjustment screw six (6)
using 875 -- 1000 BTU/ft3 (34 -- 39 MJ/m3) SLHV gas. full turns counterclockwise from the full clockwise

.
position.
NOTE: Before making any fuel mixture or regulator

RP
adjustments on a Vee block engine, both governor 2. Apply rated mixture at rated speed, or maximum
controlled throttle plates and the hand throttle located in available load if less than rated. A load that produces a
the carburetors must be balanced. Each pair of butterfly positive intake manifold pressure is preferred for
plates must fully close or open in unison. If adjustments response to mixture adjustments.
are required, loosen the capscrews holding the univer-
sal joint discs in the cross shaft assembly, reposition the Always verify that all cyl-

CO
discs, and tighten the capscrews. When checking the inders are firing before
carburetor butterfly in the closed position, back off the adjusting the carburetor. Individual exhaust ther-
idle adjusting screw to allow the butterfly plate to fully mocouples have been provided for this purpose.
close. When the governor goes to full stroke, the Failure to do so may cause serious engine damage.
carburetor butterfly plate must not over travel the wide
open, straight up and down position. Up to 5° lean For Best Power: l 0.97, 15.5:1 AFR
toward closing is acceptable. The results of the above
static adjustments can be observed when the engine is 3. Turn the mixture adjustment screw clockwise (to-
running by comparing the manifold vacuum between ward lean) until the intake manifold pressure just begins
banks. Readjust the idle adjusting screw.

PHYSICAL REQUIREMENTS
· A 2 inch pipe size Fisherä 99 regulator. Two
regulators on the 12 and 16 cylinder engines.
ER to increase. Note the lowest pressure reading.

For Stoichiometric and Best Economy

(Intermittent Duty Rating): l 1.0, 16.09:1 AFR
4. Complete Step 3 (Best Power Adjustment). Contin-
ue to turn the mixture adjustment screw clockwise far
W
· The regulator must have a 1-1/8 inch orifice. enough to increase the intake manifold pressure by
1/2 in. (12.7 mm) of mercury (Hg).
· The regulator has a cadmium spring, 3 -- 12 in.
(76.2 -- 304.8 mm) of water column (H2O). For Best Economy
(Continuous Duty Rating): l 1.06, 17.0:1 AFR
PO

· The regulator is to be mounted as close to the

carburetor as possible. 5. Complete Step 3 (Best Power Adjustment). Continue
to turn the mixture adjustment screw clockwise far
enough to increase the intake manifold pressure by
1-1/2 in. (38.1 mm) of Hg.
Do not inhale gaseous fuels. Some components of
fuel gas are odorless, tasteless, and highly toxic. NOTE: The carburetor mixture adjustment screw set-
Inhalation of gaseous fuels can cause severe ting called for in Step 1 is intended to be over rich. As it is
T

personal injury or death. adjusted toward lean, there will be a distinct loss of
power when leaned beyond the Best Power air/fuel
REGULATOR SETTING ratio. If the engine is operating under governor control
AF

with less than wide open butterfly plates, the power loss
1. Set the primary, or “line” regulator to provide 25 -- 50 can be recognized by an increase of intake manifold
psi (172 -- 345 kPa) at the inlet to the engine mounted pressure with a turbocharged engine.
regulator(s).

2. Adjust the engine mounted regulator(s) so that the

KR

gas pressure at the carburetor inlet is 4-1/2á1/2 in.

(114.3 á12.7 mm) of H2O above the carburetor air horn
pressure at no load. On Vee engines, banks should be
within 1/2 in. (12.7 mm) of H2O. Normally, the spring
adjustment should be screwed down only far enough to
clear the cap.

FORM 6277 Second Edition 4.05 -- 13

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

NOTE: Leaning the mixture in accordance with Step 4 NATURALLY ASPIRATED ENGINES
may reduce the ability of the engine to respond to load OPERATING ON LOW BTU GAS WITH
changes. Response may be improved by readjusting
(SINGLE FUEL) IMPCO MODEL 600
the mixture toward rich (counterclockwise) to approach
the intake manifold pressure noted in Step 3 in SERIES CARBURETORS

.
Carburetor Adjustment (6 Cylinder Engines), and Step 3 The following adjustment procedures apply to engines
using 400 -- 800 BTU/ft3 (15.7 -- 31.5MJ/m3) SLHV gas.

RP
in Carburetor Adjustment (Each Bank For 12 Or 16
Cylinder Engines). Increased fuel consumption will
result; therefore, a compromised setting toward the NOTE: Before making any fuel mixture or regulator
leaner mixture is recommended. adjustments on a Vee block engine, both governor
controlled throttle plates and the hand throttle located in
CARBURETOR ADJUSTMENT the carburetors must be balanced. Each pair of butterfly
(EACH BANK FOR 12 OR 16 CYLINDER ENGINE) plates must fully close or open in unison. If adjustments

CO
are required, loosen the capscrews holding the univer-
1. Turn the carburetors’ mixture adjustment screw six sal joint discs in the cross shaft assembly, reposition the
(6) full turns counterclockwise from the full clockwise discs, and tighten the capscrews. When checking the
position. carburetor butterfly in the closed position, back off the
idle adjusting screw to allow the butterfly plate to fully
2. Apply rated load at rated speed, or maximum
close. When the governor goes to full stroke, the
available load if less than rated. A load that produces a
carburetor butterfly must not over travel the wide open,
positive intake manifold pressure is preferred for
straight up and down position. Up to 5° lean toward
response to mixture adjustment.

Always verify that all cyl-

inders are firing before
adjusting the carburetor. Individual exhaust ther-
mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage.
ER closing is acceptable. The results of the above static
adjustments can be observed when the engine is
running by comparing the manifold vacuum between
banks. Readjust the idle adjusting screw.

PHYSICAL REQUIREMENTS
· Based on the fuel’s Saturated Low Heating Value
W
For Best Power: l 0.97, 15.5:1 AFR (SLHV), Table 4.05-3 states the required regulator
and gas pressure.
3. On either bank, turn the carburetor mixture adjust-
ment screw clockwise (toward lean) until the intake · Two regulators are installed on the 12 and 16 cylinder
PO

manifold pressure begins to increase, then slightly engines.

counterclockwise to return to minimum pressure. Note
· The regulator(s) is to be mounted as close to the
lowest pressure reading. Do the same on the other bank.
carburetor as possible.
For Stoichiometric and Best Economy Table 4.05-3. Low BTU Regulator And Pressure
(Intermittent Duty Rating): l 1.0, 16.09:1 AFR Requirements
4. Complete Step 3 (Best Power Adjustment). On one FUEL AVAILABLE
SLHV REQUIRED SUPPLY REGULATOR
T

bank at a time, continue to turn the mixture adjustment BTU/FT3 PRESSURE PRESSURE @ MAKE &
screw clockwise until the intake manifold pressure (MJ/m3) @ CARB. REGULATOR MODEL
increases 1/4 in. (6.35 mm) of Hg. 1 -- 5 psi Fisherä 66
AF

400 -- 450 25 -- 26² H2O

For Best Economy (15.7--17.7) 5 -- 10 psi Fisherä S-201
Dark Green Spring
(Continuous Duty Rating): l 1.06, 17.0:1 AFR
20² H2O -- 5 psi Fisherä 66
5. Complete Step 3 (Best Power Adjustment). On one 451 -- 500 15 -- 16² H2O
(17.8--19.7) 5 -- 10 psi Fisherä S-201
bank at a time, turn the mixture adjustment screw farther Gray Spring
clockwise until the intake manifold pressure increases 8 -- 20² H2O IMPCO 91
KR

3/4 in. (19.05 mm) of Hg.

501 -- 800 20² H2O -- 5 psi Fisherä 66
(19.8--31.4)
(19 8 31 4) 5 -- 6² H2O
VEE ENGINE INTAKE MANIFOLD VACUUM 5 -- 10 psi Fisherä S-201
Red Spring
BALANCE
1. Check the intake manifold pressure on both banks at
rated load and speed. If the difference is greater than
1/2 in. (12.7 mm) of Hg, check/adjust the fuel settings.

4.05 -- 14 FORM 6277 Second Edition

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

to decrease the intake manifold vacuum by 1-1/2 in

(38.1 mm) of Hg.
Do not inhale gaseous fuels. Some components of NOTE: The carburetor mixture adjustment screw set-
fuel gas are odorless, tasteless, and highly toxic. ting called for in Step 1 is intended to be over rich. As it is
Inhalation of gaseous fuels can cause severe

.
adjusted toward lean, there will be a distinct loss of
personal injury or death. power when leaned beyond the Best Power air/fuel

RP
ratio. If the engine is operating under governor control
REGULATOR SETTING with less than wide open butterfly plates, the power loss
(6 CYLINDER ENGINE AND/OR EACH BANK OF 12 can be recognized by a decrease of intake manifold
OR 16 CYLINDER ENGINE) vacuum with a naturally aspirated engine.
1. Verify the supply pressures to regulator(s) meet the
NOTE: Leaning mixture in accordance with Step 4 may
requirements of Table 4.05-3.

CO
reduce the ability to respond to load changes. Response
2. Adjust the regulator(s) with the engine at no load to may be improved by readjusting the mixture toward rich
obtain the required gas pressure at the carburetor inlet (counterclockwise) to approach the intake manifold
in accordance with Table 4.05-3. pressure noted in Step 3 in Carburetor Adjustment (6
Cylinder Engine), and Step 3 in Carburetor Adjustment
CARBURETOR ADJUSTMENT (Each Bank For 12 Or 16 Cylinder Engine). Increased
(6 CYLINDER ENGINES) fuel consumption will result; therefore, a compromised
setting toward the leaner mixture is recommended.
1. Turn the carburetor mixture adjustment screw five (5)
full turns counterclockwise from the full clockwise

ER
position in both carburetors. If engine is difficult to start
at this setting, turn both adjusting screws clockwise in
equal increments until the engine starts.

2. Apply rated load at rated speed, or maximum

CARBURETOR ADJUSTMENT
(EACH BANK FOR 12 OR 16 CYLINDER ENGINE)
1. Turn both banks’ carburetor mixture adjustment
screw five (5) full turns counterclockwise from the full
clockwise position.
available load if less than rated load. A load that
W
produces 3 -- 6 in. (76.2 -- 152.4 mm) of mercury (Hg) 2. Apply rated load at rated speed, or maximum load if
intake manifold vacuum is preferred for response to less than rated. A load that produces 3 -- 6 in. (76.2 --
mixture adjustments. 152.4 mm) of Hg intake manifold vacuum is preferred
for response to mixture adjustment.
PO

Always verify that all cyl-

inders are firing before Always verify that all cyl-
adjusting the carburetor. Individual exhaust ther- inders are firing before
mocouples have been provided for this purpose. adjusting the carburetor. Individual exhaust ther-
Failure to do so may cause serious engine damage. mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage.
For Best Power: l 0.97, 15.5:1 AFR
For Best Power: l 0.97, 15.5:1 AFR
T

3. Turn the mixture adjustment screw clockwise in

equal increments on both carburetors (toward lean) until 3. On either bank, turn the carburetor load adjustment
the intake manifold vacuum just begins to decrease. screw clockwise (toward lean) until the intake manifold
AF

Note the highest vacuum reading. vacuum begins to decrease, then slightly counterclock-
wise to return to maximum vacuum. Note the highest
For Stoichiometric and Best Economy vacuum reading. Do the same on the other bank.
(Intermittent Duty Rating): l 1.0, 16.09:1 AFR
4. Complete Step 3 (Best Power Adjustment). Contin-
ue to turn the mixture adjustment screws clockwise far
KR

enough to decrease the intake manifold vacuum by

1/2 in. (12.7 mm) of Hg.

For Best Economy

(Continuous Duty Rating): l 1.06, 17.0:1 AFR
5. Complete Step 3 (Best Power Adjustment). Continue
to turn the load adjustment screws clockwise far enough

FORM 6277 Second Edition 4.05 -- 15

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

For Stoichiometric and Best Economy TURBOCHARGED ENGINES

(Intermittent Duty Rating): l 1.0, 16.09:1 AFR OPERATING ON LOW BTU GAS
4. Complete Step 3 (Best Power Adjustment). On one (SINGLE FUEL) WITH IMPCO MODEL 600
bank at a time, continue to turn the mixture adjustment CARBURETORS

.
screw clockwise until the intake manifold vacuum The following adjustment procedures apply to engines
decreases 1/4 in. (6.35 mm) of Hg. using 400 -- 800 BTU/ft3 (15.7 -- 31.5MJ/m3) SLHV gas.

RP
For Best Economy NOTE: Before making any fuel mixture or regulator
(Continuous Duty Rating): l 1.06, 17.0:1 AFR adjustments on a Vee block engine, both governor
5. Complete Step 3 (Best Power Adjustment). On one controlled throttle plates and the hand throttle located in
bank at a time, turn the mixture adjustment screw farther the carburetors must be balanced. Each pair of butterfly
clockwise until the intake manifold vacuum decreases plates must fully close or open in unison. If adjustments

CO
3/4 in. (19.05 mm) of Hg. are required, loosen the capscrews holding the univer-
sal joint discs in the cross shaft assembly, reposition the
NOTE: The carburetor mixture adjustment screw set- discs, and tighten the capscrews. When checking the
ting called for in Step 1 is intended to be over rich. As it is carburetor butterfly in the closed position, back off the
adjusted toward lean, there will be a distinct loss of idle adjusting screw to allow the butterfly plate to fully
power when leaned beyond the Best Power air/fuel close. When the governor goes to full stroke, the
ratio. If the engine is operating under governor control carburetor butterfly must not over travel the wide open,
with less than wide open butterfly plates, the power loss straight up and down position. Up to 5° lean toward
can be recognized by a decrease of intake manifold
vacuum with a naturally aspirated engine.

VEE ENGINE INTAKE MANIFOLD VACUUM

BALANCE
1. Check the intake manifold vacuum on both banks at
ER closing is acceptable. The results of the above static
adjustments can be observed when the engine is
running by comparing the manifold vacuum between
banks. Readjust the idle adjusting screw.

PHYSICAL REQUIREMENTS
· 25 -- 50 psi (172 -- 345 kPa) line pressure to Fisherä
W
rated load and speed. If the difference is greater than
1/2 in. (12.7 mm) of Hg, recheck/adjust the fuel settings. 99 regulator(s).

· A 2 in. (5.1 cm) pipe size regulator. Two regulators on

Never attempt to equalize
the 12 and 16 cylinder engines.
PO

bank to bank intake man-

ifold vacuum readings by adjusting the governor · The regulator must have a 1.125 in. (28.5 cm) orifice.
butterfly plates out of mechanical synchronism.
· The regulator spring is determined by fuel’s lower
NOTE: Gas pressure to the carburetor(s) may be heating value (SLHV). See Table 4.05-4.
somewhat less at full load than the initial no load setting.
Table 4.05-4. Regulator Spring And Gas/Air
If the pressure drop is more than 3 in. (76.2 mm) of H2 O, Requirements
an insufficient gas supply pressure to the regulator,
FUEL SLHV
T

undersize piping, incorrect regulator orifice size, or BTU/FT3 GAS/AIR* REGULATOR

inadequate regulator capacity could be the root cause. (MJ/m3) SPRING

400 -- 450
AF

(15.7 -- 17.7) 25 -- 26 Red

451 -- 500
(17.8 -- 19.7) 15 -- 16 Red

501 -- 800 Cadmium

(19.8 -- 31.4) 5 -- 6 (Pink on P9390GSI)
NOTE: Gas over air pressure differential - Inches water column
KR

· 0.38 in. (9.7mm) lD minimum balance line to carbure-

tor air horn on first carburetor (carburetor closest to
intercooler).

· Regulators are to be mounted as close to carburetors

as possible.

4.05 -- 16 FORM 6277 Second Edition

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

For Best Economy

(Continuous Duty Rating): l 1.06, 17.0:1 AFR
Do not inhale gaseous fuels. Some components of 5. Complete Step 3 (Best Power Adjustment). Continue
fuel gas are odorless, tasteless, and highly toxic. to turn the mixture adjustment screws in equal incre-
Inhalation of gaseous fuels can cause severe

.
ments clockwise to increase the intake manifold pres-
personal injury or death. sure by 1-1/2 in. (38.1 mm) of Hg.

RP
REGULATOR SETTING NOTE: The carburetor mixture adjustment screw set-
(6 CYLINDER ENGINE AND/OR EACH BANK OF 12 ting called for in Step 1 is intended to be over rich. As it is
OR 16 CYLINDER ENGINE) adjusted toward lean, there will be a distinct loss of
power when leaned beyond the Best Power air/fuel
1. Verify that the available supply pressure to the ratio. If the engine is operating under governor control
regulator(s) is 25 -- 50 psi (172 -- 345 kPa).

CO
with less than wide open butterfly plates, the power loss
2. Adjust the engine mounted Fisherä regulator(s) with can be recognized by an increase of intake manifold
the engine at no load to obtain the required gas over air pressure on a turbocharged engine.
(gas/air) pressure based on the fuel’s SLHV listed in NOTE: Leaning the mixture in accordance with Step 4
Table 4.05-4. may reduce the ability of the engine to respond to load
NOTE: Gas/air is only measured at the first carburetor changes. Response may be improved by readjusting
(closest to the air cleaner). On Vee engines, banks to be the mixture toward rich (counterclockwise) to approach
within 1/2 in. (12.7 mm) of water column (H2 O). the intake manifold pressure noted in Step 3 in

CARBURETOR ADJUSTMENT
(6 CYLINDER ENGINES) ER
1. Turn the carburetor mixture adjustment screw five (5)
full turns counterclockwise from the full clockwise
Carburetor Adjustment (6 Cylinder Engine), and Step 3
in Carburetor Adjustment (Each Bank For 12 Or 16
Cylinder Engine). Increased fuel consumption will
result; therefore, a compromised setting toward the
leaner mixture is recommended.

position on both carburetors. If engine is difficult to start CARBURETOR ADJUSTMENT

W
at this setting, turn both adjusting screws clockwise in (EACH BANK FOR 12 CYLINDER ENGINE)
equal increments until the engine starts.
Always verify that all cyl-
2. Apply rated load at rated speed, or maximum inders are firing before
PO

available load if less than rated load. A load that adjusting the carburetor. Individual exhaust ther-
produces a positive intake manifold pressure is pre- mocouples have been provided for this purpose.
ferred for response to mixture adjustment. Failure to do so may cause serious engine damage.

Always verify that all cyl- 1. Turn the carburetor mixture adjustment screw five (5)
inders are firing before full turns counterclockwise from the full clockwise
adjusting the carburetor. Individual exhaust ther- position on all four carburetors. If engine is difficult to
mocouples have been provided for this purpose. start at this setting, turn all adjusting screws clockwise in
T

Failure to do so may cause serious engine damage. equal increments until the engine starts.

For Best Power: l 0.97, 15.5:1 AFR 2. Apply rated load at rated speed, or maximum
AF

available load if less than rated load. A load that

3. Turn the mixture adjustment screw clockwise in produces a positive intake manifold pressure is pre-
equal increments on both carburetors (toward lean) until ferred for response to mixture adjustment.
the intake manifold pressure just begins to increase.
Note the lowest pressure reading. For Best Power: l 0.97, 15.5:1 AFR

For Stoichiometric and Best Economy 3. On either bank, turn the mixture adjustment screw
KR

(Intermittent Duty Rating): l 1.0, 16.09:1 AFR clockwise in equal increments on both carburetors
(toward lean) until the intake manifold pressure just
4. Complete Step 3 (Best Power Adjustment). Continue begins to increase, then back off slightly to return to
to turn the mixture adjustment screws in equal incre- minimum pressure. Note the lowest pressure reading.
ments clockwise to increase the intake manifold pres- Do the same on the other bank.
sure by 1/2 in. (12.7 mm) of mercury (Hg).

FORM 6277 Second Edition 4.05 -- 17

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

For Stoichiometric and Best Economy NATURALLY ASPIRATED ENGINES

(Intermittent Duty Rating): l 1.0, 16.09:1 AFR OPERATING ON LOW BTU GAS AND
4. Complete Step 3 (Best Power Adjustment). Continue NATURAL GAS (DUAL FUEL)
to turn the mixture adjustment screws in equal incre- CARBURETION

.
ments clockwise to increase the intake manifold pres- The following adjustment procedures are for dual fuel
sure by 1/4 in. (6.35 mm) of Hg. engines with the gas BTU/ft3 value of 400 -- 800

RP
For Best Economy (15.7 -- 31.5MJ/m3) and 875 -- 950 (34.4 -- 37.4MJ/m3)
(Continuous Duty Rating): l 1.06, 17.0:1 AFR SLHV.

5. Complete Step 3 (Best Power Adjustment). Continue NOTE: Before making any fuel mixture or regulator
to turn the mixture adjustment screws in equal incre- adjustments on a Vee block engine, both governor
ments clockwise to increase the intake manifold pres- controlled throttle plates and the hand throttle located in

CO
the carburetors must be balanced. Each pair of butterfly
sure by 3/4 in. (19.05 mm) of Hg.
plates must fully close or open in unison. If adjustments
NOTE: The carburetor mixture adjustment screw set- are required, loosen the capscrews holding the univer-
ting called for in Step 1 is intended to be over rich. As it is sal joint discs in the cross shaft assembly, reposition the
adjusted toward lean, there will be a distinct loss of discs, and tighten the capscrews. When checking the
power when leaned beyond the Best Power air/fuel carburetor butterfly in the closed position, back off the
idle adjusting screw to allow the butterfly plate to fully
ratio. If the engine is operating under governor control
close. When the governor goes to full stroke, the
with less than wide open butterfly plates, the power loss
carburetor butterfly plate must not over travel the wide
can be recognized by an increase of intake manifold
pressure on a turbocharged engine.

NOTE: Leaning the mixture in accordance with Step 4

may reduce the ability of the engine to respond to load
changes. Response may be improved by readjusting
the mixture toward rich (counterclockwise) to approach
ER open, straight up and down position. Up to 5° lean
toward closing is acceptable. The results of the above
static adjustments can be observed when the engine is
running by comparing the manifold vacuum between
banks. Readjust the idle adjusting screw.

PHYSICAL REQUIREMENTS
W
the intake manifold pressure noted in Step 3 in
Carburetor Adjustment (6 Cylinder Engines), and Step 3 · Natural Gas Regulator Requirements
in Carburetor Adjustment (Each Bank For 12 Or 16
·· 5 -- 10 psi (34.5 -- 69.0 kPa) line pressure to
Cylinder Engines). Increased fuel consumption will
Fisherä S-201 regulator.
PO

result; therefore, a compromised setting toward the

leaner mixture is recommended. ·· 2 in. (5.1 cm) pipe size regulator. Two regulators
VEE ENGINE INTAKE MANIFOLD PRESSURE on the 12 and 16 cylinder engines.
BALANCE ·· 1 in. (2.54 cm) orifice for regulator.
1. Check the intake manifold pressure on both banks at
·· Red spring [3-1/2 -- 6-1/2 in. (88.9 -- 165.1 mm) of
rated load and speed. If the difference is greater than
water column (H2O)].
1/2 in. (12.7 mm) of Hg, check/adjust the fuel settings.
T

· Low BTU gas regulator selection is based on the

Never attempt to equalize fuel’s Lower Heat Value (SLHV). Refer to
Table 4.05-5.
AF

bank to bank intake man-

ifold pressure readings by adjusting the governor
butterfly plates out of mechanical synchronism. · Regulator(s) are to be mounted as close to carbure-
tors as possible.
NOTE: Gas pressure to the carburetor(s) may be
somewhat less at full load than the initial no load setting.
If the drop is more than 3 in. (76.2 mm) of H2 O, an
KR

insufficient supply pressure to the regulator, undersize

piping, incorrect regulator orifice size, or inadequate
regulator capacity could be the cause.

4.05 -- 18 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

Table 4.05-5. Low BTU Regulator And Pressure CARBURETOR ADJUSTMENT FOR NATURAL
Requirements GAS OPERATION (6 CYLINDER ENGINE)
FUEL REQUIRED AVAILABLE REGULATOR
SLHV SUPPLY NOTE: All adjustments in this section refer to the
PRESSURE MAKE &
BTU/FT3 @ CARB. PRESSURE @ MODEL natural gas carburetor only (second carburetor - closest
(MJ/m3) REGULATOR

.
to intake manifold).
1 -- 5 psi Fisherä 66

RP
400 450
400--450 25 -- 26² H2O
(15.7--17.7) Fisherä S-201 Always verify that all cyl-
5 -- 10 psi Dark Green Spring
inders are firing before
20² H2O -- 5 psi Fisherä 66 adjusting the carburetor. Individual exhaust ther-
451 -- 500 15 -- 16² H2O
(17.8--19.7) 5 -- 10 psi
Fisherä S-201 mocouples have been provided for this purpose.
Gray Spring
Failure to do so may cause serious engine damage.
8 -- 20² H2O IMPCO 91

CO
501 -- 800 20² H2O -- 5 psi Fisherä 66 1. Turn the carburetor mixture adjustment screw six (6)
(19.8--31.4)
(19 8 31 4) 5 -- 6² H2O
Fisherä S-201 full turns counterclockwise from the full clockwise
5 -- 10 psi Red Spring position.

2. Apply rated load at rated speed, or maximum

available load if less than rated. A load that produces
3 -- 6 in. (76.2 -- 152.4 mm) of mercury (Hg) intake
Do not inhale gaseous fuels. Some components of
manifold vacuum is preferred for response to mixture
fuel gas are odorless, tasteless, and highly toxic.
Inhalation of gaseous fuels can cause severe
personal injury or death.

REGULATOR SETTING FOR NATURAL GAS

OPERATION (6 CYLINDER AND/OR EACH BANK
FOR 12 OR 16 CYLINDER ENGINE)
ER adjustment.

For Best Power: l 0.97, 15.5:1 AFR

3. Turn the mixture adjustment screw clockwise (to-
ward lean) until the intake manifold vacuum just begins
to decrease. Note the highest vacuum reading.
W
1. Set the primary, or “line” regulator to provide 5 -- 10 For Stoichiometric and Best Economy
psi (34.5 -- 69.0 kPa) at the inlet to the engine mounted (Intermittent Duty Rating): l 1.0, 16.09:1 AFR
regulator(s).
4. Complete Step 3 (Best Power Adjustment). Continue
PO

2. Adjust the engine mounted regulator(s) with the to turn the mixture adjustment screw clockwise far
engine at no load so that the gas pressure at the second enough to decrease the intake manifold vacuum by
carburetor inlet (carburetor closest to the intake man- 1/2 in. (12.7 mm) of Hg.
ifold) is 4-1/2 á1/2 in. (114.3 á12.7 mm) of H2O.
For Best Economy
REGULATOR SETTING FOR LOW BTU GAS (Continuous Duty Rating): l 1.06, 17.0:1 AFR
OPERATION (6 CYLINDER AND/OR EACH BANK 5. Complete Step 3 (Best Power Adjustment). Continue
FOR 12 OR 16 CYLINDER ENGINE) to turn the mixture adjustment screw clockwise far
T

1. Verify that supply pressure to regulator(s) meets the enough to decrease the intake manifold vacuum by
requirements of Table 4.05-5 for the fuel used. 1-1/2 in. (38.1 mm) of Hg.
AF

2. Adjust the regulator(s) with the engine at no load to

obtain the required gas pressure at the carburetor inlet
based on the requirements of Table 4.05-5 for the fuel
used.
KR

FORM 6277 Second Edition 4.05 -- 19

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

CARBURETOR ADJUSTMENT FOR NATURAL CARBURETOR ADJUSTMENT FOR LOW BTU GAS
GAS OPERATION (EACH BANK FOR 12 OR 16 OPERATION (6 CYLINDER ENGINE)
CYLINDER ENGINE)
NOTE: All adjustments in this section refer to the first
NOTE: All adjustments in this section refer to the carburetor only (carburetor closest to the air cleaner).
natural gas carburetor only (second carburetor - closest Do not readjust the second carburetor from settings

.
to intake manifold). determined in Carburetor Adjustment For Natural Gas

RP
Operation (6 Cylinder Engines).
Always verify that all cyl-
NOTE: Steps in Carburetor Adjustment For Natural
inders are firing before
Gas Operation (6 Cylinder Engines) must be completed
adjusting the carburetor. Individual exhaust ther-
before performing the low BTU gas carburetor adjust-
mocouples have been provided for this purpose.
ment.
Failure to do so may cause serious engine damage.

CO
1. Turn both banks’ carburetor load adjustment screw Always verify that all cyl-
six (6) full turns counterclockwise from the full clockwise inders are firing before
position. adjusting the carburetor. Individual exhaust ther-
mocouples have been provided for this purpose.
2. Apply rated load at rated speed, or maximum Failure to do so may cause serious engine damage.
available load if less than rated. A load that produces
3 -- 6 in. (76.2 -- 152.4 mm) of Hg intake manifold 1. Turn the carburetor mixture adjustment screw five (5)
vacuum is preferred for response to mixture adjust- full turns counterclockwise from the full clockwise
ment.

For Best Power: l 0.97, 15.5:1 AFR

3. On either bank, turn the carburetor mixture adjustment
screw clockwise (toward lean) until the intake manifold
ER position. If engine is difficult to start at this setting, turn
adjusting screw clockwise until the engine starts.

2. Apply rated load at rated speed, or maximum

available load if less than rated load. A load that
produces 3 -- 6 in. (76.2 -- 152.4 mm) of Hg intake
vacuum begins to decrease, then slightly counterclock-
W
manifold vacuum is preferred for response to mixture
wise to return to maximum vacuum. Note the highest adjustments.
vacuum reading. Do the same on the other bank.
For Best Power: l 0.97, 15.5:1 AFR
For Stoichiometric and Best Economy
PO

(Intermittent Duty Rating): l 1.0, 16.09:1 AFR 3. Turn the mixture adjustment screw clockwise (to-
ward lean) until the intake manifold vacuum just begins
4. Complete Step 3 (Best Power Adjustment). On one to decrease. Note the highest vacuum reading.
bank at a time, continue to turn the mixture adjustment
screw clockwise until the intake manifold vacuum For Stoichiometric and Best Economy
decreases 1/4 in. (6.35 mm) of Hg. (Intermittent Duty Rating): l 1.0, 16.09:1 AFR
For Best Economy 4. Complete Step 3 (Best Power Adjustment). Continue
(Continuous Duty Rating): l 1.06, 17.0:1 AFR to turn the mixture adjustment screw clockwise far
T

enough to decrease the intake manifold vacuum by

5. Complete Step 3 (Best Power Adjustment). On one 1/2 in. (12.7 mm) of Hg.
bank at a time, turn the mixture adjustment screw farther
AF

clockwise until the intake manifold vacuum decreases For Best Economy
3/4 in. (19.05 mm) of Hg. (Continuous Duty Rating): l 1.06, 17.0:1 AFR
6. The intake manifold vacuum on each bank should 5. Complete Step 3 (Best Power Adjustment). Continue
now be 1-1/2 in. (38.1 mm) of Hg less than the readings to turn the mixture adjustment screw clockwise far
noted for Step 3. If not, adjust each bank by half the enough to decrease the intake manifold vacuum by
KR

difference until the values are correct. 1-1/2 in. (38.1 mm) of Hg.

4.05 -- 20 FORM 6277 Second Edition

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

CARBURETOR ADJUSTMENT For Best Economy

FOR LOW BTU GAS OPERATION (Continuous Duty Rating): l 1.06, 17.0:1 AFR
(EACH BANK FOR 12 OR 16 CYLINDER ENGINE) 5. Complete Step 3 (Best Power Adjustment). On one
NOTE: All adjustments in this section refer to the first bank at a time, turn the mixture adjustment screw farther
carburetor only (carburetor closest to the air cleaner). clockwise until the intake manifold vacuum decreases

.
Do not readjust the second carburetor from settings 3/4 in. (19.05 mm) of Hg.

RP
determined in Carburetor Adjustment For Natural Gas
Operation (Each Bank For 12 Or 16 Cylinder Engines). 6. Intake manifold vacuum on each bank should now be
1-1/2 in. (38.1 mm) of Hg less than the readings noted
NOTE: The Carburetor Adjustment For Natural Gas for Step 3. If not, adjust each bank by half the difference
Operation (Each Bank For 12 Or 16 Cylinder Engines) until the values are correct.
must be completed before performing the low BTU gas
carburetor adjustment. VEE ENGINE INTAKE MANIFOLD VACUUM

CO
BALANCE
Always verify that all cyl- 1. Check the intake manifold vacuum on both banks at
inders are firing before rated load and speed. If the difference is greater than
adjusting the carburetor. Individual exhaust ther- 1/2 in. (12.7 mm) of Hg, check/adjust the fuel settings.
mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage.
Never attempt to equalize
bank to bank intake man-
1. Turn both banks’ carburetor mixture adjustment
ifold vacuum readings by adjusting the governor

in equal increments until the engine starts.

ER
screw five (5) full turns counterclockwise from the full
clockwise position. If engine is difficult to start at this
setting, turn both carburetors adjusting screw clockwise

2. Apply rated load at rated speed, or maximum load if

butterfly plates out of mechanical synchronism.

NOTE: Gas pressure to the carburetor(s) may be

somewhat less at full load than the initial no load setting.
If the pressure drop is more than 3 in. (76.2 mm) of H2 O,
an insufficient gas supply pressure to the regulator,
less than rated. A load that produces 3 -- 6 in.
W
(76.2 -- 152.4 mm) of Hg intake manifold vacuum is undersize piping, incorrect regulator orifice size, or
preferred for response to mixture adjustment. inadequate regulator capacity could be the cause.

For Best Power: l 0.97, 15.5:1 AFR NOTE: The carburetor mixture adjustment screw set-
tings are intended to be over rich. As it is adjusted
PO

3. On either bank, turn the carburetor mixture adjust- toward lean, there will be a distinct loss of power when
ment screw clockwise (toward lean) until the intake leaned beyond the Best Power air/fuel ratio. If the
manifold vacuum begins to decrease, then slightly engine is operating under governor control with less
counterclockwise to return to maximum vacuum. Note than wide open butterfly plates, the power loss can be
highest vacuum reading. Do the same on the other recognized by a decrease of intake manifold vacuum
bank. with a naturally aspirated engine.
For Stoichiometric and Best Economy NOTE: Leaning the mixture may reduce the ability of
T

(Intermittent Duty Rating): l 1.0, 16.09:1 AFR the engine to respond to load changes. Response may
be improved by readjusting the mixture toward rich
4. Complete Step 3 (Best Power Adjustment). On one
(counterclockwise). Increased fuel consumption will
AF

bank at a time, continue to turn the mixture adjustment

result; therefore, a compromise setting toward the
screw clockwise until the intake manifold vacuum
leaner mixture is recommended.
decreases 1/4 in. (6.35 mm) of Hg.
KR

FORM 6277 Second Edition 4.05 -- 21

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

TURBOCHARGED ENGINES OPERATING

ON LOW BTU GAS AND NATURAL GAS
(DUAL FUEL) WITH IMPCO MODEL 600 Do not inhale gaseous fuels. Some components of
CARBURETOR fuel gas are odorless, tasteless, and highly toxic.
Inhalation of gaseous fuels can cause severe

.
The following adjustment procedures apply to engines
personal injury or death.
utilizing dual fuel with a BTU/ft3 value of 400 -- 800

RP
(15.7 -- 31.5MJ/m3) and 875 -- 950 (34.4 -- 37.4MJ/m3)
REGULATOR SETTING FOR NATURAL GAS
SLHV.
OPERATION (6 CYLINDER ENGINES AND/OR
NOTE: Before making any fuel mixture or regulator EACH BANK FOR 12 OR 16 CYLINDER ENGINE)
adjustments on a Vee block engine, both governor
controlled throttle plates and the hand throttle located in 1. Set the primary, or “line” regulator to provide 25 -- 50
the carburetors must be balanced. Each pair of butterfly psi (172 -- 345 kPa) at the inlet to the engine mounted

CO
plates must fully close or open in unison. If adjustments regulator.
are required, loosen the capscrews holding the univer-
2. Adjust the engine mounted regulator(s) with the engine
sal joint discs in the cross shaft assembly, reposition the
at no load so that the gas/air pressure at the second
discs, and tighten the capscrews. When checking the
carburetor inlet (carburetor closest to the intake manifold)
carburetor butterfly in the closed position, back off the
is 4-1/2 á1/2 in. (114.3 á12.7 mm) of water column
idle adjusting screw to allow the butterfly plate to fully
(H2O).
close. When the governor goes to full stroke, the
carburetor butterfly plate must not over travel the wide REGULATOR SETTING FOR LOW BTU GAS
open, straight up and down position. Up to 5° lean
toward closing is acceptable. The results of the above
static adjustments can be observed when the engine is
running by comparing the manifold vacuum between
banks. Readjust the idle adjusting screw.
ER
OPERATION (6 CYLINDER ENGINES AND/OR
EACH BANK OF 12 CYLINDER ENGINE)
1. Verify that available supply pressure to regulators is
25 -- 50 psi (172 -- 345 kPa).

2. Adjust the low BTU gas regulator(s) so that the gas

W
PHYSICAL REQUIREMENTS
over air (gas/air) pressure at the first carburetor inlet
· 25 -- 50 psi (172 -- 345 kPa) line pressure to both (carburetor closest to intercooler) is equal to the values
natural gas and low BTU gas regulators. in Table 4.05-6 for the fuel’s SLHV.
· 2 inch pipe size Fisherä 99 regulator. Two regulators
PO

on the 12 and 16 cylinder engines.

·· 1-1/8 inch orifice in each regulator.

·· Cadmium springs in natural gas regulators.

·· Low BTU gas regulator springs are determined

by the fuel’s Lower Heat Value (SLHV). Refer to
T

Table 4.05-6.
Table 4.05-6. Low BTU Regulator Spring And Gas Over
AF

Air Requirements
FUEL SLHV
BTU/FT3 GAS/AIR* REGULATOR
(MJ/M3) SPRING

400 -- 450
(15.7 -- 17.7) 25 -- 26 Red

451 -- 500
KR

(17.8 -- 19.7) 15 -- 16 Red

501 -- 800 Cadmium

(19.8 -- 31.5) 5 -- 6 (Pink on P9390GSI)
NOTE: Gas over air pressure differential - Inches water column

· Regulators are to be mounted as close to carburetors

as possible.

4.05 -- 22 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

CARBURETOR ADJUSTMENT FOR NATURAL CARBURETOR ADJUSTMENT FOR NATURAL

GAS OPERATION (6 CYLINDER ENGINE) GAS OPERATION (EACH BANK FOR 12 OR 16
CYLINDER ENGINE)
NOTE: All adjustments in this section refer to the
second carburetor only (carburetor closest to intake NOTE: All adjustments in this section refer to the

.
manifold). natural gas carburetor only (second carburetor closest
to intake manifold).

RP
Always verify that all cyl-
inders are firing before Always verify that all cyl-
adjusting the carburetor. Individual exhaust ther- inders are firing before
mocouples have been provided for this purpose. adjusting the carburetor. Individual exhaust ther-
Failure to do so may cause serious engine damage. mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage.

CO
1. Turn the carburetor mixture adjustment screw six (6)
full turns counterclockwise from the full clockwise 1. Turn both carburetor mixture adjustment screws six
position. (6) full turns counterclockwise from the full clockwise
position. Do this on both banks.
2. Apply rated load at rated speed, or maximum
available load if less than rated. A load that produces a 2. Apply rated load at rated speed, or maximum
positive intake manifold pressure is preferred for available load if less than rated. A load that produces a
response to mixture adjustments. positive intake manifold pressure is preferred for

For Best Power: l 0.97, 15.5:1 AFR

ER
3. Turn the mixture adjustment screw clockwise (to-
ward lean) until the intake manifold pressure just begins
to increase. Note the lowest pressure reading.
response to mixture adjustment.

For Best Power: l 0.97, 15.5:1 AFR

3. On either bank, turn the carburetor mixture adjust-
ment screw clockwise (toward lean) until the intake
manifold pressure begins to increase, then slightly
For Stoichiometric and Best Economy
W
counterclockwise to return to minimum pressure. Note
(Intermittent Duty Rating): l 1.0, 16.09:1 AFR lowest pressure reading. Do the same on the other bank.
4. Complete Step 3 (Best Power Adjustment). Continue For Stoichiometric and Best Economy
to turn the mixture adjustment screw clockwise far (Intermittent Duty Rating): l 1.0, 16.09:1 AFR
PO

enough to increase the intake manifold pressure by

1/2 in. (12.7 mm) of mercury (Hg). 4. Complete Step 3 (Best Power Adjustment). On one
bank at a time, continue to turn the load adjustment
For Best Economy screw clockwise until the intake manifold pressure
(Continuous Duty Rating): l 1.06, 17.0:1 AFR increases 1/4 in. (6.35 mm) of Hg.
5. Complete Step 3 (Best Power Adjustment). Continue For Best Economy
to turn the mixture adjustment screw clockwise far (Continuous Duty Rating): l 1.06, 17.0:1 AFR
enough to increase the intake manifold pressure by
T

1-1/2 in. (38.1 mm) of Hg. 5. Complete Step 3 (Best Power Adjustment). On one
bank at a time, turn the mixture adjustment screw farther
clockwise until the intake manifold pressure increases
AF

3/4 in. (19.05 mm) of Hg.

6. Intake manifold pressure on each bank should now

be 1-1/2 in. (38.1 mm) of Hg higher than the readings
noted in Step 3. If not, adjust each bank half the
difference until the values are correct.
KR

FORM 6277 Second Edition 4.05 -- 23

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

CARBURETOR ADJUSTMENT FOR LOW BTU GAS CARBURETOR ADJUSTMENT FOR LOW BTU GAS
OPERATION (6 CYLINDER ENGINE) OPERATION
(EACH BANK FOR 12 OR 16 CYLINDER ENGINE)
NOTE: All adjustments in this section refer to the first
carburetor only (carburetor closest to the intercooler). NOTE: All adjustments in this section refer to the first
Do not readjust the second carburetor from the settings carburetor only (carburetor closest to the intercooler).

.
determined in Carburetor Adjustment For Natural Gas Do not readjust the second carburetor from the settings

RP
Operation (6 Cylinder Engine). determined in Carburetor Adjustment For Natural Gas
Operation (Each Bank For 12 Or 16 Cylinder Engine).
Always verify that all cyl-
inders are firing before Always verify that all cyl-
adjusting the carburetor. Individual exhaust ther- inders are firing before
mocouples have been provided for this purpose. adjusting the carburetor. Individual exhaust ther-

CO
Failure to do so may cause serious engine damage. mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage.
1. Turn the carburetor mixture adjustment screw five (5)
full turns counterclockwise from the full clockwise 1. Turn both carburetor mixture adjustment screws five
position. If engine is difficult to start at this setting, turn (5) full turns counterclockwise from the full clockwise. If
adjusting screw clockwise until the engine starts. engine is difficult to start at this setting, turn both
adjusting screws clockwise in equal increments until the
2. Apply rated load at rated speed, or maximum
engine starts.
available load if less than rated load. A load that
produces a positive intake manifold pressure is pre-
ferred for response to mixture adjustment.

For Best Power: l 0.97, 15.5:1 AFR

3. Turn the mixture adjustment screw clockwise (to-
ER 2. Apply rated load at rated speed, or maximum
available load if less than rated load. A load that
produces a positive intake manifold pressure is pre-
ferred for response to mixture adjustment.

For Best Power: l 0.97, 15.5:1 AFR

ward lean) until the intake manifold pressure just begins
W
to increase, then back off slightly to return to minimum 3. On either bank, turn the mixture adjustment screw
pressure. Note the lowest pressure reading. clockwise (toward lean) until the intake manifold pres-
sure just begins to increase, then back off slightly to
For Stoichiometric and Best Economy
return to minimum pressure. Note the lowest pressure
(Intermittent Duty Rating): l 1.0, 16.09:1 AFR
PO

reading. Do the same on the other bank.

4. Complete Step 3 (Best Power Adjustment). Continue
to turn the mixture adjustment screws in equal incre- For Stoichiometric and Best Economy
ments clockwise to increase the intake manifold pressure (Intermittent Duty Rating): l 1.0, 16.09:1 AFR
by 1/2 in. (12.7 mm) of Hg for intermittent rating. 4. Complete Step 3 (Best Power Adjustment). On one
bank at a time, continue to turn the mixture adjustment
For Best Economy
screws in equal increments clockwise to increase the
(Continuous Duty Rating): l 1.06, 17.0:1 AFR
intake manifold pressure by 1/4 in. (6.35 mm) of Hg.
T

5. Complete Step 3 (Best Power Adjustment). Continue

to turn the mixture adjustment screws in equal incre- For Best Economy
(Continuous Duty Rating): l 1.06, 17.0:1 AFR
AF

ments clockwise to increase the intake manifold pres-

sure by 1-1/2 in. (38.1 mm) of Hg. 5. Complete Step 3 (Best Power Adjustment). On one
bank at a time, continue to turn the mixture adjustment
screws in equal increments clockwise to increase the
intake manifold pressure by 3/4 in. (19.05 mm) of Hg.
KR

6. Intake manifold pressure on each bank should now

be 1-1/2 in. (38.1 mm) of Hg higher than the readings
noted in Step 3. If not, adjust each bank half the
difference until the values are correct.

4.05 -- 24 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

VEE ENGINE INTAKE MANIFOLD PRESSURE · Regulator Outlet Pressures:

BALANCE
·· Natural Gas - approximately 1 in. (25.4 mm) of
1. Check the intake manifold pressure on both banks at H2O negative. Not adjustable.
rated load and speed. If the difference is greater than
1/2 in. (12.7 mm) of Hg, check/adjust the fuel settings. ·· Digester gas - 3 – 6 in. (76.2 -- 152.4 mm) of H2O

.
adjustable. Set at 4 – 5 in. (101.6 -- 127 mm) of

RP
Never attempt to equalize H2O initially.
bank to bank intake man-
ifold pressure readings by adjusting the governor NOTE: Accurate regulator outlet pressure measure-
butterfly plates out of mechanical synchronism. ment cannot be made unless gas is flowing through the
regulator.* If the top or spring side of the regulator
NOTE: Gas pressure to the carburetor(s) may be diaphragm case is vented to the carburetor air horn with
somewhat less at full load than the initial no load setting. a balance line, then the water manometer used for

CO
If the drop is more than 3 in. (76.2 mm) of water column, measuring outlet gas pressure must be the vent side
an insufficient supply pressure to the regulator, under- connected to the balance line instead of open to
size piping, incorrect regulator orifice size, or inade- atmosphere. Disconnect the balance line while check-
quate regulator capacity could be the root cause. ing pressure if using an ounces per square inch gauge.
NOTE: The carburetor mixture adjustment screw set- *Check and adjust with the engine running unloaded.
tings are intended to be over rich. As it is adjusted
toward lean, there will be a distinct loss of power when
leaned beyond the Best Power air/fuel ratio. If the
engine is operating under governor control with less
ER
than wide open butterfly plates, the power loss can be
recognized by an increase of intake manifold pressure
with a turbocharged engine.
Do not inhale gaseous fuels. Some components of
fuel gas are odorless, tasteless, and highly toxic.
Inhalation of gaseous fuels can cause severe
personal injury or death.

NATURAL GAS OPERATION

NOTE: Leaning the mixture may reduce the ability of
W
the engine to respond to load changes. Response may
be improved by readjusting the mixture toward rich 1. To operate on natural gas, the normally open
(counterclockwise). Increased fuel consumption will solenoid valve in the line to the upright regulator on each
result; therefore, a compromise setting toward the bank must be energized to shut off the gas supply to
those regulators.
PO

leaner mixture is recommended.

2. The mixture adjustment on each carburetor should
NATURALLY ASPIRATED ENGINES WITH be set at 2/3 -- 3/4 rich unless they have already been set
PARALLEL CARBURETION for digester gas operation.
PHYSICAL REQUIREMENTS
3. The butterfly valve mixture adjustment just down-
· Carburetors stream of the inverted regulator is for natural gas. Set
them approximately half open prior to initial startup.
T

·· IMPCO DG200T, two in parallel on each bank. After startup, adjust as required for best idle operation.

· Regulators
Adjust the butterfly mix-
AF

·· IMPCO 91, 2 inch. Two on each bank, one for ture adjustment valve in
each fuel. Natural gas regulators have the spring small increments. Small changes to the valve
removed and are mounted in the inverted posi- position result in large changes to the air/fuel ratio.
tion. Digester gas regulators have the spring in Allow the engine to stabilize between adjustments.
place and are mounted upright.
4. Apply rated load at rated speed. A load that produces
KR

· Gas Supply Pressure to Regulators 3 – 6 in. (76.2 -- 152.4 mm) of mercury (Hg) intake
manifold vacuum is preferred for response to mixture
·· 8 – 20 in. (203 -- 508 mm) of water column (H2O) adjustment. Carburetor throttles must be wide open.
is recommended for both fuels. Excessive supply
pressure will cause the regulator to shut off. 5. On one bank at a time, while observing intake
Insufficient supply pressure may result in too low manifold vacuum, move the mixture adjustment butter-
regulator outlet pressure to the carburetors. fly valve toward full open. If intake manifold vacuum
increases as the valve is opened, leave it at the

FORM 6277 Second Edition 4.05 -- 25

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

maximum vacuum position. If vacuum remains constant begins to decrease, then back off slightly to return to
or decreases, move the valve toward the closed position maximum vacuum. Turn the adjustment the same
to lean the mixture. Note the point at which vacuum just amount on both carburetors, keeping them even. Do the
begins to decrease and back off slightly to return to same on the other bank.
maximum vacuum. Note that reading. Do the same on If equipped with Air/Fuel Ratio Control, omit Step 5 and

.
the other bank. adjust in accordance with SA-7546 or most current

RP
If equipped with exhaust temperature indication, adjust version.
for maximum temperature. Exhaust temperature is
NOTE: Exhaust temperature may be observed instead
highest at the mixture ratio that produces maximum
of intake manifold vacuum. Adjust for maximum tempera-
vacuum.
ture.
If equipped with Air/Fuel Ratio Control, omit Steps 6 and
7. Adjust in accordance with SA-7546 or most current
Always verify that all cyl-

CO
version.
inders are firing before
6. On one bank at a time, turn the adjustment toward adjusting the carburetor. Individual exhaust ther-
closed until intake manifold vacuum decreases approxi- mocouples have been provided for this purpose.
mately 1/2 in. (12.7 mm) of Hg. Failure to do so may cause serious engine damage.

7. Vacuum should now be approximately 1 in. (25.4 mm) 5. On one bank at a time, turn the mixture adjustment
of Hg less than the maximum noted in Step 5 and the screw on both carburetors toward lean until intake
butterfly valve position should be similar. If not, repeat the manifold vacuum decreases slightly, approximately 1/2
adjustments to assure compliance with procedure.

NOTE: Because the left bank and right bank governor

butterfly valves are connected together, any adjustment
on one bank that causes governor response, will
produce the same vacuum change on both banks.
ER in. (12.7 mm) of Hg. After making this adjustment on
both banks, vacuum should be approximately 1 in. (25.4
mm) of Hg less than the maximum that was observed.
This is a compromise setting between maximum
available horse power and improved fuel economy.
Further economy improvement can be made by adjust-
W
ing each carburetor a little more toward lean.
Left bank and right bank intake manifold vacuum
readings should be nearly equal. If more than 1/2 in. 6. If vacuum begins to decrease as soon as the
(12.7 mm) of Hg difference, check if the governor carburetor mixture adjustment is moved away from full
butterfly valves are mechanically synchronized. Correct if rich, or if the carbon monoxide (CO) level is below 1% at
PO

necessary. full rich, increase the digester gas regulator outlet

pressure 1/2 -- 1 in. (12.7 -- 25.4 mm) of H2O on both
Never attempt to equalize banks and recheck. Increase the regulator outlet
bank to bank vacuum pressure as much as required to enable turning the
readings by adjusting the governor butterfly valves carburetor mixture adjustment away from full rich
out of mechanical synchronism. without immediate vacuum decrease or dropping below
0.38% CO.
DIGESTER GAS OPERATION
T

NOTE: If the carburetor mixture adjustment screw can

1. For digester gas operation, the solenoid valve be turned 1/3 or more away from full rich before vacuum
upstream from the upright digester gas regulator on begins to decrease, reduce the digest gas regulator
AF

each bank must be de-energized so that it is open. outlet pressure 1/2 -- 1 in. (12.7 -- 25.4 mm) of H2 O on
each bank and recheck.
2. With the engine running no load, check digester gas
pressure between the regulator outlet and the carbure- NOTE: For best fuel economy over a broad operating
tor inlet. Set at 4 – 5 in. (101.6 -- 127 mm) of H2O, both load range, the preferred compromise is reduced
banks equal to within 1/2 in. (12.7 mm). regulator outlet pressure and maximum vacuum at
KR

nearly full rich setting of the carburetor mixture adjust-

3. Apply rated load at rated speed. A load that produces ment. If that adjustment combination causes difficult
3 – 6 in. (76.2 -- 152.4 mm) of Hg intake manifold starting, increase the regulator outlet pressure as
vacuum is preferred for response to mixture adjustment. required.
Carburetor throttles must be wide open.
4. On one bank at a time, while watching intake
manifold vacuum, turn the mixture adjustment screw on
both carburetors from full rich toward lean until vacuum

4.05 -- 26 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

6 & 12 CYLINDER GSI ENGINES

OPERATING ON NATURAL GAS FUEL
(850 -- 900 BTU) WITH LOW FUEL Do not inhale gaseous fuels. Some components of
PRESSURE SYSTEM fuel gas are odorless, tasteless, and highly toxic.
Inhalation of gaseous fuels can cause severe

.
PHYSICAL REQUIREMENTS personal injury or death.

RP
· Main Fuel Supply
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
·· The gas supply pressure and regulation system STARTUP
must be capable of supplying 6 inches of water
column (H2O) gas pressure to the carburetor(s). 1. Turn carburetor metering valve(s) to 30°.

·· Fuel supply to comply with Waukesha’s Gaseous 2. Install a water manometer to measure the gas/air

CO
Fuel Specification, S7884-6 or most current pressure differential between the carburetor gas inlet
version. and the carburetor air inlet (both banks on Vee engines).
·· Gas regulator sizing information: PRELIMINARY SETTINGS AFTER ENGINE
STARTUP
-- Use the Waukesha Technical Data to obtain the
engine fuel flow requirement (Heat Balance 1. At idle speed and no load adjust the main regulator(s)
Section). to the gas/air pressure listed below. The banks are to be
within 1/2 in. (12.7 mm) of H2O on Vee engines.
-- Select a regulator control spring capable of
providing the gas over air (gas/air) pressure.
See Table 4.05-7 for the appropriate engine
model. An adjustment range of approximately
á3 in. (76.2 mm) of H2O from nominal is
desirable.
ER CARBURETOR ADJUSTMENT
(6 CYLINDER ENGINE)

Always verify that all cyl-

inders are firing before
W
-- The regulator drop should be less than 1 in. adjusting the carburetor. Individual exhaust ther-
(25.4 mm) of H2O for the required flow range mocouples have been provided for this purpose.
(see Table 4.05-7). Failure to do so may cause serious engine damage.

Table 4.05-7. Regulator Settings 1. Apply rated load at rated speed, or maximum
PO

RATED OR NORMAL available load if less than rated load. A load that
MODEL IDLE OPERATING LOAD
(INITIAL SETTING) produces a positive intake manifold pressure is pre-
(FINAL SETTING)
ferred for response to mixture adjustment.
F3521GSI,
L7042GSI 5.5 5 á0.5
2. Adjust the carburetor metering valve clockwise,
NOTE: Gas over air pressure differential - Inches water column toward “lean” until the intake manifold pressure just
begins to increase. Note the lowest reading.
·· Customer furnished regulator(s) and gas shut off
T

valve(s) to be mounted as close to carburetor(s) 3. Continue to turn the metering valve clockwise, far
as possible. enough to increase the intake manifold pressure
1/2 in. (12.7 mm) of Hg (intermittent rating) or 1--1/2 in.
·· Customer to supply 0.40 inch ID minimum
AF

(38.1 mm) of Hg (continuous rating).

regulator balance line(s) to carburetor(s).
·· Customer to supply gas pressure top location(s) 4. Tighten locking nuts on carburetor metering valve(s).
for instrumenting gas/air pressure differential.
· Governor Linkage Adjustment
KR

·· Check/adjust governor to throttle control linkage

to assure that throttle plate(s) is closed when the
governor is in the minimum stroke position. When
the governor goes to full stroke, the throttle
plate(s) must not overtravel the wide open,
straight up and down position. Up to 5° toward
closing is preferred.

FORM 6277 Second Edition 4.05 -- 27

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

CARBURETOR ADJUSTMENT NOTE: Because the left bank and right bank governor
(EACH BANK OF 12 CYLINDER ENGINE) butterfly valves are connected together, any adjustment
on one bank, that causes governor response, will
Always verify that all cyl- produce the same intake manifold pressure change on
inders are firing before both banks.

.
adjusting the carburetor. Individual exhaust ther-
5. Check the intake manifold pressures on both banks.

RP
mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage. If the difference is greater than 1/2 in. (12.7 mm) of Hg
recheck fuel settings.
1. Apply rated load at rated speed, or maximum
available load if less than rated load. A load that Do not attempt to equal-
produces a positive intake manifold pressure is pre- ize bank to bank pres-
ferred for response to mixture adjustments. sures by adjusting throttle plates out of

CO
synchronization.
Since the Vee engines 6. Tighten locking nuts on carburetor metering valves.
are “cross blown” on
Low Fuel Pressure System engines, carburetor NOTE: 1) These instructions apply to sales and/or field
adjustment on one bank affects performance of the gas with a Low Heat Value (SLHV) of 850 -- 900 BTU/ft 3
opposite bank cylinders. In other words, adjust- (33 -- 35 MJ/m 3) 2) Gas/air pressure at the carburetor(s)
ment of the left bank carburetor will change the may be less at full load than at the initial idle setting. This
oxygen level and temperature of the exhaust in the drop should not be more than 1--1/2 in. (38.1 mm) of
right bank (and vice versa). Disregarding this
information could result in product damage.

NOTE: For example: An oxygen level of 1.5% is

measured in the right bank exhaust. To change this
ER
oxygen level, the left bank carburetor metering valve will
H2 O. Any more pressure drop would indicate insufficient
supply pressure to the regulator, under size piping,
incorrect regulator orifice size, inadequate regulator
capacity or a malfunctioning regulator.

Always verify that all cyl-

W
have to be adjusted. inders are firing before
2. On either bank, turn the carburetor metering valve adjusting the carburetor. Exhaust manifold thermo-
clockwise, toward “lean,” until the intake manifold couples (optional equipment) will assist in diagnos-
pressure begins to increase, then slightly counterclock- ing misfiring cylinders. Unstable or high exhaust O2
PO

wise to return to minimum pressure. Note that reading. levels may also indicate misfires. Failure to do so
Do the same on the other bank. may cause serious engine damage.

3. On one bank at a time, turn the metering valve

farther clockwise until the intake manifold pressure
increases 1/4 in. (6.35 mm) of Hg (intermittent rating) or
3/4 in. (19.05 mm) of Hg (continuous rating).
T

4. Intake manifold pressure on each bank should now

be 1/2 in. (12.7 mm) of Hg (intermittent rating) or
1--1/2 in. (38.1 mm) of Hg (continuous rating) higher
AF

than the readings noted for Step 2. If not, adjust each

bank by half the difference until the values are correct.
KR

4.05 -- 28 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

LEAN BURN APPLICATIONS 2. Check governor linkage to ensure that it is properly

adjusted. The butterfly must be closed when the governor
is in the minimum stroke position. On Vee engines, both
ENGINES WITH IMPCO 600D
throttle plates must be synchronized so they open and
CARBURETORS AND ENGINE MOUNTED close together.
ä 99 REGULATORS

.
FISHERä
3. Piping to the engine must be properly sized so that a
(FUEL ONLY PRECHAMBER SYSTEM)

RP
minimum of 35 psi (241 kPa) fuel pressure will be
NOTE: Before making any fuel mixture or regulator provided at inlet to Fisherä 99 regulator across the
adjustments on a Vee block engine, both governor entire load range. maximum pressure is 50 psi
controlled throttle plates and the hand throttle located in (345 kPa).
the carburetors must be balanced. Each pair of butterfly
plates must fully close or open in unison. If adjustments 4. Turn prechamber fuel regulator six (6) turns counter-
clockwise from the full clockwise position (locking nut

CO
are required, loosen the capscrews holding the universal
joint discs in the cross shaft assembly, reposition the discs, positioned against the square).
and tighten the capscrews. When checking the carburetor 5. Turn carburetor mixture adjustment screw(s) two (2)
butterfly in the closed position, back off the idle adjusting turns counterclockwise from the full clockwise position
screw to allow the butterfly plate to fully close. When the (both banks on Vee engines).
governor goes to full stroke, the carburetor butterfly plate
must not over travel the wide open, straight up and down 6. Install a digital manometer, capable of measuring in
position. Up to 5° lean toward closing is acceptable. The inches of mercury (hg), to measure the differential
results of the above static adjustments can be observed pressure between the prechamber manifold and the
when the engine is running by comparing the manifold
vacuum between banks. Readjust the idle adjusting
screw.
PHYSICAL REQUIREMENTS
ER intake manifold (right bank only on Vee engines).
7. From the fitting in the connection between the exhaust
manifold and the turbocharger, install a sample line with
an ON/OFF valve to measure exhaust manifold oxygen
(O2) concentration (both banks on Vee engines).
· 35 -- 50 psi (241 -- 345 kPa) input line pressure to the
W
Fisherä regulator(s). 8. Install water manometer to measure gas over air
(gas/air) pressure differential between carburetor gas
· 2 in. (5 cm) pipe size Fisherä 99 regulator(s) (two on inlet(s) and carburetor air horn(s) (both banks on Vee
Vee engines). engines).
PO

·· 1.125 in. (28.6 mm) orifice. FUEL SYSTEM ADJUSTMENT SETTINGS AFTER
ENGINE STARTUP
·· Cadmium spring [3 -- 12 inches of water column
(H2O)]. 1. At idle speed and no load adjust the engine mounted
Fisherä 99 regulator(s) to the gas/air pressure listed
·· 0.38 in. (9.7 mm) ID minimum balance line to below (see Table 4.05-8). The banks are to be within
carburetor air horn(s). 1/2 in. (12.7 mm) of water column on Vee engines.
· Regulator(s) are to be mounted as close to carburetor Table 4.05-8. Gas Over Air Settings
T

as possible (normally furnished with engine).

G/A AT RATED
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE G/A AT RATED LOAD WITH
G/A LOAD WITH LARGE (5/64²)
AF

STARTUP MODEL (IN. W/C) STANDARD REGULATOR

AT IDLE REGULATOR PILOT ORIFICE
PILOT ORIFICE ALL WPS
ENGINATORSâ
L5108GL 8 á0.5 7 á1 4 á1
Do Not Inhale Gaseous Fuels. Some Components
Of Fuel Gas Are Odorless, Tasteless, And Highly F2895GL
L5790GL 7 á0.5 6 á1 3 á1
KR

Toxic. Inhalation Of Gaseous Fuels Can Cause P9390GL

Severe Personal Injury Or Death. F3521GL
L7042GL 5 á0.5 4 á1 2 á1
1. Make sure that the prechamber gas controls are
NOTE: Gas over air pressure differential - Inches water column
properly vented to a safe location.

FORM 6277 Second Edition 4.05 -- 29

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

2. At idle speed and no load, adjust prechamber fuel ENGINES WITH IMPCO 600D
regulator to 6 á1 in. (152.4 á 25.4) of hg differential CARBURETORS NATURAL GAS FUEL
pressure (prechamber manifold over intake manifold
AIR/FUEL PRECHAMBER
pressure). Tighten locking nuts on regulator.
NOTE: Before making any fuel mixture or regulator

.
3. Follow break-in procedure up to rated speed and adjustments on a Vee block engine, both governor
100 BMEP, or approximately 10 in. (25.4 cm) of hg controlled throttle plates and the hand throttle located in

RP
gauge intake manifold pressure [or 40 in. (101.6 cm) of the carburetors must be balanced. each pair of butterfly
HgA. HgA = barometer plus intake manifold pressure in plates must fully close or open in unison. If adjustments
inches of hg]. If unable to attain 100 BMEP, adjust are required, loosen the capscrews holding the univer-
carburetor mixture screw(s) to obtain O2 level of sal joint discs in the cross shaft assembly, reposition the
9.8 á0.5% measured before the turbocharger (both discs, and tighten the capscrews. when checking the
banks on Vee engines). Turn the screw in (clockwise) to carburetor butterfly in the closed position, back off the

CO
increase oxygen level or out (counterclockwise) to idle adjusting screw to allow the butterfly plate to fully
decrease O2 level. Set engine at rated speed and add close. When the governor goes to full stroke, the
load to produce 100 BMEP. carburetor butterfly plate must not over travel the wide
open, straight up and down position. up to 5° lean toward
Always verify that all cyl- closing is acceptable. the results of the above static
inders are firing before adjustments can be observed when the engine is
adjusting the carburetor. Individual exhaust ther- running by comparing the manifold vacuum between
mocouples have been provided for this purpose. banks. Readjust the idle adjusting screw.
failure to do so may cause serious engine damage.

4. Follow break-in procedure up to nameplate rated

speed and load.

5. With engine at rated speed and load, verify that

ER PHYSICAL REQUIREMENTS
· 35 -- 50 psi (241 -- 345 kPa) input line pressure to the
Fisherä regulator(s).

· 2 in. (5 cm) pipe size Fisherä 99 regulator(s) (2 on

gas/air is within tolerance specified in Table 4.05-8. If Vee engines).
W
gas/air is not within specified limits at rated speed and
load, it will be necessary to bring the engine back to idle ·· 1.125 in. (28.6 mm) orifice.
conditions and readjust the regulator. When the gas/air
is within tolerance at rated speed and load, adjust ·· Cadmium spring [3 -- 12 in. (7.62 -- 30.48 cm) of
PO

carburetor mixture screw(s) if required to obtain O2 level water column (H2O)].

of 9.8 á 0.1% measured before the turbocharger.
·· 0.38 in. (9.7 Mm) Id Minimum Balance Line To
Carburetor Air Horn(s).
Do not attempt to equal-
ize bank to bank pres- · Regulator(s) are to be mounted as close to carburetor
sures by adjusting throttle plates out of as possible (normally furnished with engine).
synchronization. Disregarding this information
could result in product damage. FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
T

STARTUP
6. On Vee engines, check intake manifold pressure on
both banks. If this difference is greater than 1 in. 1. Set the primary or line regulator to provide 35 -- 50 psi
AF

(25.4 mm) of Hg, recheck throttle plate synchronization. (241 -- 345 kPa) at the inlet to the engine mounted
Fisherä 99 regulator(s).
7. Special fuel system settings must be approved by
Waukesha Engine Sales Engineering department. 2. Open the prechamber fuel control valve by turning it
fully counterclockwise.

3. Close the prechamber air control valve by turning it

KR

fully clockwise.

4. Turn the prechamber fuel/air regulator 16 turns

counterclockwise from the full clockwise position. (The
locking nut should be positioned against the square.)

4.05 -- 30 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

5. Turn the prechamber fuel only regulator nine (9) Always verify that all cyl-
turns counterclockwise from the full clockwise position. inders are firing before
(The locking nut should be positioned against the adjusting the carburetor. Individual exhaust ther-
square.) mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage.

.
6. Turn carburetor mixture screw(s) one (1) turn
counterclockwise from the full clockwise position (both

RP
3. Follow break-in procedure up to 100 BMEP. if unable
banks on a Vee engine). to attain 100 BMEP, adjust carburetor(s) according to
Step 5 first, then return to Step 4.
7. Make sure that the prechamber gas controls are
properly vented to a safe location. 4. Set engine at rated speed and add load to produce
100 BMEP, or approximately 10 in. (25.4 cm) of Hg
8. Install a digital manometer, capable of measuring in
gauge intake manifold pressure [or 40 in. (101.6 cm) of
Inches of Mercury (Hg), to measure the differential

CO
HgA. HgA = barometer plus intake manifold pressure in
pressure between the prechamber manifold and the
inches of Hg].
intake manifold (right bank only on Vee engines).
9. From the same fitting in the prechamber manifold, 5. Adjust the carburetor mixture screw(s) to obtain an
install a sample line with an ON/OFF valve to measure O2 level of 9.8 ± 0.3% measured before the turbochar-
exhaust manifold oxygen (O2) concentration (right bank ger (both banks on Vee engines). Turn the carburetor
only on Vee engines). mixture screw clockwise to increase O2 level or
counterclockwise to decrease O2 level.
10. From the fitting in the connection between the
exhaust manifold and the turbocharger, install a sample
line with an ON/OFF valve to measure exhaust manifold
O2 concentration (both banks on a Vee engine).

11. Install a water manometer to measure the gas over

air pressure (Gas/Air) differential between the carbure-
ER 6. Turn the fuel/air regulator clockwise to obtain 9 ± 1 in.
(228.6 ± 25.4 mm) of Hg differential (prechamber
manifold over intake manifold pressure). Measure right
bank only on Vee engines.

7. Open prechamber air valve by turning it fully

W
tor gas inlet(s) and the carburetor air horn(s) (both banks counterclockwise.
on a Vee engine).
8. (As applicable) Adjust prechamber fuel control valve
PRELIMINARY SETTINGS AFTER ENGINE and prechamber air control valve to obtain 3 ± 1% O2
STARTUP level in the prechamber manifold (right bank only on Vee
PO

engines). If O2 is above 3% with both valves wide open,

1. A idle speed and no load, adjust the engine mounted turn air valve toward closed position (CW) until correct
Fisherä 99 regulator(s) to the gas/air pressure listed in O2 level is attained. If O2 is below 3% with both valves
Table 4.05-9. On a Vee engine, the banks are to be wide open, turn gas valve toward closed position (CW)
within 1/2 in. (12.7 mm) of H2O. until correct O2 level is attained.
2. Adjust the prechamber fuel only regulator to 9. Check exhaust O2 levels and reset to 9.8 ± 0.3% if
6 ± 1/2 in. (152.4 ± 12.7 mm) of Hg differential pressure required (see Step 5).
T

(prechamber manifold over intake manifold pressure).

10. Follow break-in procedure up to Rated Load.
Table 4.05-9. Gas Over Air Settings
AF

ONLY FOR NATURAL GAS

MODEL IDLE FULL LOAD
F2895GL 7 ± 1/2 6 ± 1/2
F3521GL 5 ± 1/2 4 ± 1/2
L5790GL 7 ± 1/2 6 ± 1/2
KR

L7042GL 5 ± 1/2 4 ± 1/2

P9390GL 7 ± 1/2 6 ± 1/2
NOTE: Gas over air pressure differential - Inches water column

FORM 6277 Second Edition 4.05 -- 31

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

FINAL FUEL SYSTEM ADJUSTMENTS PHYSICAL REQUIREMENTS

1. Set engine at rated load and speed (in the field, · 35 -- 50 Psi (241 -- 345 kPa) input line pressure to the
maximum load available if less than rated load). Check Fisherä regulator(s).
carburetor gas/air pressure(s) and reset if required (see
· 2 in. (5 cm) pipe size Fisherä 99 regulator(s) (two on

.
Table 4.05-9). Adjust carburetor mixture screw(s) to
obtain an O2 level of 9.8% ± 0.1% measured before the Vee engines).

RP
turbocharger.
·· 1.125 in. (28.6 mm) orifice.

Do not attempt to equal- ·· Red spring [0.25 -- 2 psig 1.7 -- 13.8 kPa)].
ize bank to bank pres-
sures by adjusting throttle plates out of ·· 0.38 in. (9.7 mm) ID minimum balance line to
synchronization. Disregarding this information carburetor air horn(s).

CO
could result in product damage.
· Regulator(s) are to be mounted as close to carburetor
2. On Vee engines, check the intake manifold pressure as possible (normally furnished with engine).
on both banks. If the difference is greater than 1 inch
(25 mm) of Hg, recheck the throttle plate synchroniza- FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
tion (see Physical Requirements). STARTUP

3. (As applicable) check O2 level in prechamber 1. Set the primary or line regulator to provide 35 -- 50 psi
manifold. if it exceeds 6% Repeat Steps 4 - 10 in (241 -- 345 kPa) at the inlet to the engine mounted
Preliminary Settings After Engine Startup and
Steps 1 - 2 in Final Fuel System Adjustments.

4. Tighten locking nuts on regulators and control

valves.
ER Fisherä 99 regulator(s).

2. Turn the prechamber fuel only regulator fully clock-

wise (locking nut positioned against the square), and
then five (5) turns counterclockwise.

3. Turn carburetor mixture screw(s) full open (counter-

NOTE: 1) These instructions apply to natural gas with a
W
saturated low heat value (SLHV) of 850 -- 900 BTU/ft 3 clockwise) (both banks on Vee engines).
(33 -- 35MJ/m 3) 2) Gas/Air pressure at the carburetor(s)
may be less at full load than at the initial idle setting. This
drop should not be more than 2 inches (50.8 mm) of
PO

H2 O. Any greater pressure drop would indicate insuffi- Do not inhale gaseous fuels. some components of
cient supply pressure to the regulator capacity or a fuel gas are odorless, tasteless, and highly toxic.
malfunctioning regulator. Inhalation of gaseous fuels can cause severe
personal injury or death.
ENGINES OPERATING ON LOW BTU 4. Make sure that the prechamber gas controls are
FUEL WITH IMPCO 600D CARBURETORS properly vented to a safe location.
NOTE: Before making any fuel mixture or regulator 5. Install a digital manometer, capable of measuring
adjustments on a Vee block engine, both governor
T

inches of mercury (Hg), to measure the differential

controlled throttle plates and the hand throttle located in pressure between the prechamber manifold and the
the carburetors must be balanced. Each pair of butterfly intake manifold (right bank only on a Vee engine).
plates must fully close or open in unison. If adjustments
AF

are required, loosen the capscrews holding the univer- 6. From the fitting in the connection between the
sal joint discs in the cross shaft assembly, reposition the exhaust manifold and the turbocharger, install a sample
discs, and tighten the capscrews. When checking the line with an ON/OFF valve to measure exhaust manifold
carburetor butterfly in the closed position, back off the O2 concentration (both banks on a Vee engine).
idle adjusting screw to allow the butterfly plate to fully
close. When the governor goes to full stroke, the 7. Install a water manometer to measure the gas over
KR

carburetor butterfly plate must not over travel the wide air (Gas/Air) pressure differential between the carbure-
open, straight up and down position. up to 5° lean toward tor gas inlet(s) and the carburetor air horn(s) (both banks
closing is acceptable. The results of the above static on a Vee engine).
adjustments can be observed when the engine is
running by comparing the manifold vacuum between
banks. readjust the idle adjusting screw.

4.05 -- 32 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

PRELIMINARY SETTINGS AFTER ENGINE Always verify that all cyl-

STARTUP inders are firing before
adjusting the carburetor. Individual exhaust ther-
1. At idle speed and no load adjust the engine mounted mocouples have been provided for this purpose.
Fisherä 99 regulator(s) to the Gas/Air pressure listed Failure to do so may cause serious engine damage.

.
below. On a Vee engine, the banks are to be within
1/2 in. (12.7 mm) of water column (H2O).

RP
5. At rated speed and 100 BMEP, or approximately
Gas/Air pressure differential - inches of water column: 40 in. (101.6 cm) of Hg absolute intake manifold
pressure, adjust Fisherä 99 regulator(s) to obtain the
400 BTU/Ft3 = 30 Inches
percent exhaust O2 level (± 0.3%) shown in
500 BTU/Ft3 = 12 Inches Figure 4.05-17 for the specific fuel being run (both
600 BTU/Ft3 = 0.5 Inches banks on Vee engines).

CO
2. Adjust prechamber fuel only regulator to 13 ± 1/2 in. 6. Follow break-in procedure up to rated load.
(33.02 ± 1.27 cm) of Hg differential pressure (precham-
ber manifold over intake manifold pressure). FINAL FUEL SYSTEM ADJUSTMENTS
1. Set engine at rated load and speed (in the field,
3. Follow break-in procedure and set engine at rated
maximum load available if less than rated load). Adjust
speed and add load to produce 50 BMEP, or approxi-
Fisherä 99 regulator(s) to obtain the percent exhaust
mately 0 in. (0 mm) of Hg gauge intake manifold
O2 level (± 0.1%) shown in Figure 4.05-17 for the
pressure [or 30 in. (76.2 mm) of HgA. HgA = barometer
specific fuel being run. Adjust both banks on Vee
plus intake manifold pressure in inches of Hg].

4. Adjust the Fisherä 99 regulator(s) to obtain the

percent O2 level (± 0.3%) shown in Figure 4.05-17 for
the specific fuel being run (both banks on Vee engines).
To increase the exhaust O2 level, lower the gas/air
pressure. to decrease the exhaust O2 level, raise the
ER
engines.

Do not attempt to equal-

ize bank to bank pres-
sures by adjusting throttle plates out of
synchronization. Disregarding this information
W
gas/air pressure. could result in product damage.
2. On Vee engines, check the intake manifold pressure
on both banks. If the difference is greater than 1 inch
(25 mm) of hg, recheck the throttle plate synchroniza-
PO

9.4
tion (see physical requirements). Do not attempt to
equalize bank to bank pressures by adjusting throttle
9.2
plates out of synchronization.
EXHAUST OXYGEN (%)

9.0 3. If improved carburetor tracking is required, the

carburetor mixture screws may be used.
8.8 4. Tighten locking nuts on regulators.
T

8.6 l = 1.68 NOTE: 1) These instructions apply to sales and/or field

(LOW BTU FUEL) gas with a low heat value (lhv) of 400 -- 600 BTU/ft 3.
AF

2) Gas/air pressure at the carburetor(s) may be less at

8.4
full load than at the initial idle setting. This drop should
not be greater then 2 inches (50.8 mm)of H2 O. any more
8.2 pressure drop would indicate insufficient supply pres-
350 450 550 650
sure to the regulator capacity or a malfunctioning
regulator.
FUEL SATURATED LOW HEAT VALVE
KR

(SLHV) (BTU/FT3)
AIRFUEL ACTUAL
l = AIRFUEL STOICHIOMETRIC

Figure 4.05-17. Exhaust Oxygen Vs. Fuel Saturated

Low Heat Value

FORM 6277 Second Edition 4.05 -- 33

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

6 & 12 CYLINDER ENGINES OPERATING Table 4.05-10. Gas Over Air Settings
ON NATURAL GAS FUEL (850 -- 900 BTU) RATED OR NORMAL
IDLE OPERATING LOAD
WITH LOW FUEL PRESSURE SYSTEM MODEL (INITIAL SETTING) (FINAL SETTING)
PHYSICAL REQUIREMENTS F2895GL,
6.5 6 ± 0.5

.
L5790GL
NOTE: Before making any fuel mixture or regulator

RP
F3521GL,
adjustments on a Vee block engine, both governor L7042GL 5.5 5 ± 0.5
controlled throttle plates and the hand throttle located in NOTE: Gas over air pressure differential - Inches water column
the carburetors must be balanced. Each pair of butterfly
plates must fully close or open in unison. If adjustments ·· Customer furnished regulator(s) and gas shutoff
are required, loosen the capscrews holding the univer- valve(s) to be mounted as close to carburetor(s)
sal joint discs in the cross shaft assembly, reposition the as possible.

CO
discs, and tighten the capscrews. When checking the
carburetor butterfly in the closed position, back off the ·· Customer to supply 0.40 in. (10.2 mm) id
idle adjusting screw to allow the butterfly plate to fully minimum regulator balance line(s) to carbure-
close. When the governor goes to full stroke, the tor(s).
carburetor butterfly plate must not over travel the wide
open, straight up and down position. Up to 5° lean ·· Customer to supply gas pressure top location(s)
toward closing is acceptable. the results of the above for instrumenting gas/air pressure differential.
static adjustments can be observed when the engine is · Prechamber Fuel Supply
running by comparing the manifold vacuum between
banks. Readjust the idle adjusting screw.
· Main Fuel Supply

·· Gas supply pressure and regulation system must

be capable of supplying 6 in. (152.4 mm) water
ER ·· 30 -- 50 psig (206 -- 345 kPa) gas supply pressure
to prechamber system. This pressure must be
available for engine startup.

·· Maximum prechamber fuel temperature not to

exceed 225° F (107° C).
column (H2O) gas pressure to the carburetor(s).
W
·· Prechamber gas flow requirement for natural gas
·· Fuel supply to comply with Waukesha’s Gaseous
is 4.5 SCFM for a VHP 6 cylinder engine and
Fuel Specification S-7884-6 or most current
9.0 SCFM for a VHP 12 cylinder engine.
version.
PO

·· Prechamber fuel supply to comply with Wauke-

·· Main Gas Regulator Sizing Information:
sha’s Gaseous Fuel Specification S-7884-6 or
-- Use the Waukesha Technical Data to obtain the most current version.
engine fuel flow requirement (heat balance
section). If gas compressor is
-- Select a regulator control spring capable of used to develop pre-
providing the gas over air (gas/air) pressure chamber fuel pressure, compressor oil carryover
should be controlled to meet this fuel specification.
T

listed in Table 4.05-10 for the appropriate

engine model. An adjustment range of approxi- Disregarding this information could result in prod-
mately ± 3 in. (76 mm) of H2O from nominal is uct damage.
AF

desirable. ·· Customer furnished gas shutoff valve to be

-- The regulator droop should be less than 1 in. mounted as close to engine as possible.
(25.4 mm) of H2O for the required flow range.
·· Check/adjust governor to throttle control linkage
to assure that throttle plate(s) is closed when the
governor is in the minimum stroke position. When
KR

the governor goes to full stroke, the throttle

plate(s) must not over travel the wide open,
straight up and down position. Up to 5° toward
closing is preferred.

4.05 -- 34 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE HgA, HgA = barometer plus intake manifold pressure in
STARTUP inches of Hg].
1. Turn prechamber fuel regulator fully in (clockwise) 5. Adjust carburetor metering valve(s) to obtain an O2
(locking nut positioned against the square) and then level of 9.8 ± 0.5% measured before the turbocharger.

.
nine turns out (counterclockwise). turn the metering valve(s) toward “lean” (clockwise) to
increase O2 level or towards “rich” (counterclockwise) to

RP
2. Turn carburetor metering valve(s) to 15°. decrease O2 level.

Since the Vee engines

are “cross blown” on
Do not inhale gaseous fuels. some components of
LFPS (draw--thru engines), carburetor adjustment
fuel gas are odorless, tasteless, and highly toxic.
on one bank affects performance of the opposite

CO
Inhalation of gaseous fuels can cause severe
bank cylinders. in other words, adjustment of the
personal injury or death.
left bank carburetor will change the oxygen level
3. Make sure that the prechamber gas controls are and temperature of the exhaust in the right bank
properly vented to a safe location. (and vice versa). Disregarding this information
could result in product damage.
4. Install a digital manometer, capable of measuring
inches of mercury (Hg), to measure the differential NOTE: For example: an O2 level 11% is measured in
pressure between the prechamber manifold and the the right bank exhaust. To lower the O2 level back to the
intake manifold (right bank only on a Vee engine).

5. Install an exhaust emission sample probe in the

connection between the exhaust manifold and the
turbocharger. connect a sample line with an ON/OFF
valve to the sample probe for measuring exhaust
ER specified 9.8%, the left bank carburetor metering valve
will have to be adjusted.

6. Follow break-in procedure up to rated load.

FINAL FUEL SYSTEM ADJUSTMENTS

manifold oxygen (O2) concentration (both banks on Vee
W
1. Set engine at rated load and speed (in the field,
engine). maximum load available if less than rated load). Check
6. Install a water manometer to measure the gas/air carburetor gas/air pressure(s) and reset if required (see
pressure differential between the carburetor gas inlet Table 4.05-10). Adjust carburetor metering valve(s) to
obtain O2 level of 9.8 ± 0.1% measured before the
PO

and the carburetor air inlet (both banks on Vee engines).

turbocharger.
PRELIMINARY SETTINGS AFTER ENGINE
STARTUP Do not attempt to equal-
ize bank to bank pres-
1. At idle speed and no load adjust the main regulator(s)
sures by adjusting throttle plates out of
to the gas/air pressure listed in Table 4.05-10. The banks
synchronization. Disregarding this information
are to be within 1/2 in. (12.7 mm) of H2O on Vee engines.
could result in product damage.
T

2. Adjust prechamber fuel regulator to 5 ±1 in. 2. On Vee engine, check the intake manifold pressures
(127 ± 25.4 mm) of Hg differential pressure (precham- on both banks. If the difference is greater than 1 in.
ber manifold over intake manifold pressure). (25.4 mm) of hg, recheck the PHYSICAL REQUIRE-
AF

MENTS for throttle plate synchronization.

Always verify that all cyl-
inders are firing before 3. Tighten locking nuts on prechamber regulator and
adjusting the carburetor. Individual exhaust ther- carburetor metering valve(s).
mocouples have been provided for this purpose. NOTE: 1) These instructions apply to sales and/or field
Failure to do so may cause serious engine damage. gas with a low heat value (SLHV) of 850 -- 900 BTU/ft 3
KR

3. Follow break-in procedure up to 100 BMEP. If unable (33 -- 35MJ/m 3). 2) Gas/air pressure of the carbure-
to attain 100 BMEP, adjust carburetor according to tor(s) may be less at full load than at the initial idle
Step 5 first, then return to Step 4. setting. This drop should not be more than 1-1/2 inches
of H2O. Any more pressure drop would indicate
4. Set engine at rated speed and add load to produce insufficient supply pressure to the regulator, undersize
100 BMEP, or approximately 10 in. (25.4 cm) of Hg piping, incorrect regulator orifice size, inadequate
gauge intake manifold pressure [or 40 in. (101.6 cm) of regulator capacity, or a malfunctioning regulator.

FORM 6277 Second Edition 4.05 -- 35

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

ENGINES OPERATING ON DUAL FUEL FUEL SYSTEM ADJUSTMENT

WITH IMPCO 600D CARBURETORS PRIOR TO ENGINE STARTUP

NOTE: There are two methods for adjusting the low 1. Set the primary or line regulator to provide 35 -- 50 psi
BTU side of a dual fuel system. one method uses two (2) (241 -- 345 kPa) at the inlet to the engine mounted
Fisherä 99 regulator(s).

.
Mixture adjusting butterfly valves (the carburetor mix-
ture screws are not used). The other method utilizes 2. Turn the prechamber fuel only regulator fully clock-

RP
carburetor mixture screws and mixture adjustment wise (locking nut positioned against the square), and
butterfly valves. there are only a few differences then five (5) turns counterclockwise.
between the two methods. This fuel system adjustment 3. (Butterfly valves method) Turn mixture adjustment
procedure contains both methods. where the steps are butterfly valve(s) full open and turn carburetor mixture
different, the step is written for each method. screw(s) fully counterclockwise (both banks on Vee
NOTE: Before making any fuel mixture or regulator engines).

CO
adjustments on a Vee block engine, both governor Or
controlled throttle plates and the hand throttle located in (Carburetor and butterfly method) Turn the carburetor
the carburetors must be balanced. Each pair of butterfly mixture screw(s) to full clockwise position, then back out
plates must fully close or open in unison. If adjustments two (2) turns. Turn mixture adjusting butterfly valve(s)
are required, loosen the capscrews holding the univer- full open (both banks on a Vee engine).
sal joint discs in the cross shaft assembly, reposition the
discs, and tighten the capscrews. When checking the
carburetor butterfly in the closed position, back off the

close. When the governor goes to full stroke, the

carburetor butterfly plate must not over travel the wide
open, straight up and down position. up to 5° lean toward
closing is acceptable. the results of the above static
adjustments can be observed when the engine is
ER
idle adjusting screw to allow the butterfly plate to fully do not inhale gaseous fuels. some components of
fuel gas are odorless, tasteless, and highly toxic.
Inhalation of gaseous fuels can cause severe
personal injury or death.

4. Make sure that the prechamber gas controls are

W
running by comparing the manifold vacuum between properly vented to a safe location.
banks. Readjust the idle adjusting screw.
5. Install a digital manometer, capable of measuring
PHYSICAL REQUIREMENTS inches of mercury (Hg), to measure the differential
pressure between the prechamber manifold and the
PO

· 35 -- 50 psi (241 -- 345 kPa) input line pressure to the

intake manifold (right bank only on a Vee engine).
Fisherä regulator(s).
6. From the fitting in the connection between the exhaust
· 2 in. (5.08 cm) pipe size Fisherä 99 regulator(s) (two
manifold and the turbocharger, install a sample line with
on Vee engines).
an ON/OFF valve to measure exhaust manifold oxygen
·· 1.125 (28.6 mm) inch orifice. (O2) concentration (both banks on a Vee engine).

·· Low heat value above 600 BTU/ft3 (23.6 MJ/m3) 7. Install a water manometer to measure the gas over
T

Use red spring. air (gas/air) pressure differential between the gas
pressure regulator outlets and the carburetor air horn
·· Low heat value below 600 BTU/ft3 (23.6 MJ/m3) (both banks on a Vee engine).
AF

Use yellow spring.

·· 0.38 in. (9.7 mm) ID minimum balance line to

carburetor air horn(s).

· Regulator(s) are to mounted as close to carburetor as

possible (normally furnished with engine).
KR

4.05 -- 36 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

PRELIMINARY SETTINGS
AFTER ENGINE STARTUP EXHAUST OXYGEN VS. FUEL
SATURATED LOW HEAT VALUE
NOTE: Fuel adjustments can be performed indepen- 9.8
dently on low or high BTU fuel, in any order.
9.6

EXHAUST OXYGEN (%)

.
= 1.74 (HIGH BTU FUEL)
Landfill Or Digester Gas (Low BTU Fuel)

RP
9.4
1. Switch fuel solenoids to low BTU fuel.
9.2
2. At idle speed and no load, adjust the low BTU fuel
Fisherä 99 regulator(s) to the gas/over air pressure 9.0 = 1.68 (LOW BTU FUEL)
shown in Figure 4.05-18 for the specific fuel being run
[± 2 in. (50.8 mm) of water column (H2O)]. On a Vee 8.8
AIR/FUEL ACTUAL

CO
engine the banks are to be within 1/2 in. (12.7 mm) of = AIR/FUEL STOICHIOMETRIC
H2O. 8.6
500 600 700 800 900
FUEL SATURATED LOW HEAT VALUE
70 (SLHV) (BTU/ft3)
FISHER 99 REGULATOR GAS/AIR (H20)

Figure 4.05-19. Exhaust Oxygen Vs. Fuel Saturated Low

60
Heat Value

50 FUEL DILUTED

40

30

20
FUEL DILUTED
WITH NITROGEN
WITH (CO2)

ER Always verify that all cyl-

inders are firing before
adjusting the carburetor. Individual exhaust ther-
mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage.
5. (Butterfly valves only method) At rated speed and
W
10
500 600 700 800 900
100 BMEP or approximately 40 in. (101.6 cm) of HgA
intake manifold pressure, adjust the mixture adjustment
FUEL SATURATED LOW HEATING VALUE
(BTU/ft3) butterfly valve(s) to obtain the percent exhaust O2
(± 0.3%) shown in Figure 4.05-19 for the specific fuel
PO

Figure 4.05-18. Gas/Air Setting Vs. Fuel Saturated Low being run (both banks on a Vee engine). Turn the
Heat Value mixture adjustment butterfly valve(s) toward the closed
position to increase O2 level or toward the open position
3. Adjust or recheck prechamber fuel regulator to to decrease the O2 level. do not readjust the Fisherä 99
10 ± 1 in. (25.4 ± 2.54 cm) of Hg differential pressure regulator (low BTU fuel) gas/air pressure.
between prechamber manifold and intake manifold
pressure. Or
4. At rated speed and 50 BMEP or approximately 28 in.
T

(71.12 cm) of HgA intake manifold pressure (HgA = (Carburetor and butterfly method) At rated speed and
barometer plus intake manifold pressure in inches of 100 BMEP or approximately 40 in. (101.6 cm) of HgA
hg), adjust the low BTU fuel Fisherä 99 regulator(s) on intake manifold pressure, adjust the carburetor mixture
AF

both banks to obtain the percent O2 (± 0.3%) shown in screw(s) to obtain the percent exhaust O2 (± 0.3%)
Figure 4.05-19 for the specific fuel being run. shown in Figure 4.05-19 for the specific fuel being run
(both banks on a Vee engine). turn the carburetor
mixture screw(s) clockwise to increase O2 level or
counterclockwise to decrease the O2 level. Do not
readjust the Fisherä 99 regulator (low BTU fuel) gas/air
KR

pressure.

FORM 6277 Second Edition 4.05 -- 37

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

6. Final low BTU fuel system adjustment. Always verify that all cyl-
inders are firing before
A. (Butterfly valves only method) at rated speed and adjusting the carburetor. Individual exhaust ther-
load, or approximately 58 in. (147.32 cm) of HgA mocouples have been provided for this purpose.
intake manifold pressure (in the field, maximum Failure to do so may cause serious engine damage.

.
load available if less than rated load) adjust the
mixture adjustment butterfly valve(s) to obtain

RP
5. At rated speed and 100 BMEP, or approximately
the percent O2 (± 0.1%) shown in Figure 4.05-19 40 in. (101.6 cm) of HgA intake manifold pressure, turn
for the specific fuel being run. the mixture adjustment butterfly valve(s) (both banks on
Or a Vee) to obtain the percent O2 (± 0.3%) shown in
Figure 4.05-19 for the specific fuel being run. Turn the
(Carburetor and butterfly method) at rated speed mixture adjustment butterfly valve(s) toward the closed
and load, or approximately 58 in. (147.32 cm) of position to increase O2 level or toward the open position

CO
HgA intake manifold pressure (in the field, to decrease the O2 level. do not readjust the Fisherä 99
maximum load available if less than rated load) regulator (high BTU fuel) gas/air pressure.
adjust the carburetor mixture screw(s) to obtain
the percent O2 (± 0.1%) shown in Figure 4.05-19 6. Final high BTU fuel system adjustment.
for the specific fuel being run.
A. At rated speed and load, or approximately 58 in.
(147.32 cm) of HgA intake manifold pressure (in
Do not attempt to equal-
the field, maximum load available if less than
ize bank to bank pres-
rated load) adjust the mixture adjustment butter-
sures by adjusting throttle plates out of
synchronization. Disregarding this information
could result in product damage.
B. On a Vee engine, adjust both banks and check the
intake manifold pressure on both banks. If the
ER fly valve(s) to obtain the percent O2 (± 0.1%)
shown in Figure 4.05-19 for the specific fuel
being run.

Do not attempt to equal-

difference is greater than 1 in. (25.4 mm) of Hg, ize bank to bank pres-
W
recheck The Physical Requirements for throttle sures by adjusting throttle plates out of
plate synchronization. synchronization. Disregarding this information
could result in product damage.
C. Tighten locking nuts on low BTU regulators and
locking screws on the butterfly mixture adjusting B. On a Vee engine, adjust both banks and check the
PO

valves. intake manifold pressure on both banks. If the

difference is greater than 1 in. (25.4 mm) of Hg,
Natural Gas (High BTU Fuel) recheck The Physical Requirements for throttle
1. Switch fuel solenoids to high BTU fuel. plate synchronization.

2. At idle speed and no load, adjust the high BTU fuel C. Tighten locking nuts on high BTU regulators and
Fisherä 99 regulator(s) to the gas/air pressure shown in lock screws on butterfly mixture adjusting valves.
T

Figure 4.05-19 for the specific fuel being run [± 2 in. NOTE: 1) These instructions apply to sales and/or field
(± 51 mm) of H2O]. On a Vee engine, the banks are to be gas with a low heat value (lhv) of 450 -- 900 BTU/ft 3
within 1/2 in. (12.7 mm) of H2O. (17.7 -- 35.4MJ/m 3)used in dual fuel applications.
AF

3. Adjust or recheck prechamber fuel regulator adjust- 2) Gas/air pressure to the carburetor may be less at full
ment at 10 ±1 in. (25.4 ± 2.54 cm) of Hg differential load than initial idle setting.
pressure between the prechamber manifold and the
intake manifold pressure.

4. At rated speed and 50 BMEP, or approximately 28 in.

KR

(71.12 cm) of HgA intake manifold pressure, adjust the

high BTU fuel Fisherä 99 regulator(s) (both banks on a
Vee) to obtain the percent O2 (± 0.3%) shown in
Figure 4.05-19 for the specific fuel being run.

4.05 -- 38 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

ENGINES OPERATING ON NATURAL GAS FUEL SYSTEM ADJUSTMENTS PRIOR TO

(PRIMARY FUEL) AND HD-5 PROPANE ENGINE STARTUP
VAPOR (SECONDARY FUEL FOR 1. Set the natural gas primary or line regulators to
EMERGENCY BACKUP) provide 30 -- 50 psi (206 -- 345 kPa) at the inlet to the

.
NOTE: Before making any fuel mixture or regulator engine mounted Fisherä 99 regulators.

RP
adjustments on a Vee block engine, both governor 2. Set the propane line regulators to provide 30 -- 35 psi
controlled throttle plates and the hand throttle located in (206 -- 241 kPa) at the inlet to the engine mounted
the carburetors must be balanced. Each pair of butterfly propane regulators.
plates must fully close or open in unison. If adjustments
are required, loosen the capscrews holding the univer- 3. Turn the prechamber fuel regulator adjusting screws
sal joint discs in the cross shaft assembly, reposition the fully clockwise (locking nut positioned against the
discs, and tighten the capscrews. When checking the square). Then turn the natural gas regulator adjustment

CO
carburetor butterfly in the closed position, back off the nine turns counterclockwise and the propane regulator
idle adjusting screw to allow the butterfly plate to fully adjustment twelve turns counterclockwise.
close. When the governor goes to full stroke, the
carburetor butterfly plate must not over travel the wide 4. Turn mixture adjusting butterfly valves half open.
Turn the carburetor mixture screw(s) to the full counter-
open, straight up and down position. up to 5° lean toward
closing is acceptable. The results of the above static clockwise position (both banks on Vee engines).
adjustments can be observed when the engine is
running by comparing the manifold vacuum between
banks. readjust the idle adjusting screw.

PHYSICAL REQUIREMENTS
ER
· 30 -- 50 psi (206 -- 345 kPa) line pressure to Fisherä
99 (natural gas) regulator(s).
Do not inhale gaseous fuels. some components of
fuel gas are odorless, tasteless, and highly toxic.
Inhalation of gaseous fuels can cause severe
personal injury or death.

5. Make sure that the prechamber gas controls are

· 2 Inch pipe size Fisherä regulator(s).
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properly vented to a safe location.
·· 1.125 in. (28.6 mm) orifice.
6. Install a digital manometer, capable of measuring
·· Saturated Low Heat Value 850 BTU/ft3 inches of mercury (Hg), to measure the differential
pressure between the prechamber manifold and the
PO

(33.4 MJ/m3) and above. Cadmium spring.

intake manifold (right bank only on a Vee engine).
·· 0.38 in. (9.7 mm) ID minimum balance line to
7. From the fitting in the exhaust manifold before the
carburetor air horn.
turbocharger, install a sample line with an ON/OFF valve
· 30 -- 35 psi (206 -- 345 kPa) line pressure to Waukesha to measure exhaust manifold oxygen (O2) concentra-
Modified Fisherä S--211 (propane) regulator(s). tion (both banks on Vee engines).

· 2 Inch Pipe Size Fisher« Propane Regulator. 8. Install a water manometer to measure the gas over
T

air (gas/air) pressure differential between the gas

·· 0.75 (19.1 Mm) Inch Orifice. pressure regulator outlets and the carburetor air horn
(both banks on Vee engines).
·· Saturated Low Heat Value 2250 BTU/ft3
AF

88.46 MJ/m3 (nominal). Gray spring. 9. Install a digital manometer, capable of measuring
inches of Hg, to measure carburetor air inlet pressure
·· 0.38 in. (9.7 mm) ID minimum balance line to (both banks on Vee engines).
carburetor air horn.
10. Turn turbo air bypass valves to half open (both
· Regulators described above are furnished with banks on Vee engines).
KR

engine. NOTE: Air bypass valves are pre-set at the factory.

11. Preset the engine mounted propane regulators, by
removing the closing cap and adjusting the upper
control spring seat 1 in. (25.4 mm) below the top edge, of
the regulator case (both banks on Vee engines).

FORM 6277 Second Edition 4.05 -- 39

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

FUEL SYSTEM ADJUSTMENT AFTER B. On Vee engines, check the intake manifold
ENGINE STARTUP pressure on both banks. If the difference is
greater than 1 in. (25.4 mm) of Hg, recheck the
NOTE: Fuel adjustments to be performed indepen- Physical Requirements for throttle plates syn-
dently on natural gas first and HD-5 propane second. chronization.

.
Natural Gas (Low BTU)

RP
Do not attempt to equal-
1. Switch solenoids for natural gas operation (both ize bank to bank pres-
banks on Vee engines). sures by adjusting throttle plates out of
synchronization. Disregarding this information
2. Switch ignition timing to natural gas fuel operation. could result in product damage.
Refer to specified ignition system wiring and instruction
for proper timing control. C. Tighten locking nuts on the natural gas regulators

CO
3. At idle speed and no load, adjust the natural gas fuel and locking screws on mixture adjusting valves.
Fisherä 99 regulator(s) to a gas over air (gas/air) HD-5 Propane Gas (High BTU)
differential pressure of 7 á1/2 in. (177 á12.7 mm) of
water column (H2O). On Vee engines, banks to be within 1. Switch solenoids to propane fuel operation (both
1/2 in. (12.7 mm) of H2O. banks on Vee engines).

4. Adjust prechamber fuel regulator adjustment to 2. Switch ignition timing to propane fuel operation.
6 á1 in. (152.4 á25.4 mm) of Hg differential pressure Refer to specified ignition system wiring and instructions
between the prechamber manifold and intake manifold
pressure.

5. At rated speed and 50 BMEP, or approximately 28 in.

(71.12 mm) of HgA intake manifold pressure, adjust the
natural gas Fisherä 99 regulator(s) (both banks on Vee
ER for proper timing control.

3. At idle speed and no load, adjust the propane fuel

regulator(s) to a gas/air differential pressure of
--5 á1/2in. (127 á12.7 mm) of H2O. On Vee engines,
banks to be within 1/2 in. (12.7 mm) of H2O. to adjust,
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engines) to obtain an exhaust O2 level of 9.8 á0.3%. remove closing cap and turn adjusting nut clockwise to
decrease gas/air pressure (make more negative) or
Always verify that all cyl- counterclockwise to increase gas/air pressure (make
inders are firing before less negative).
PO

adjusting the carburetor. Individual exhaust ther-

4. Adjust or recheck prechamber fuel regulator adjust-
mocouples have been provided for this purpose.
ment to 4 á1 in. (101.6 á25.4 mm) of Hg differential
Failure to do so may cause serious engine damage.
pressure between the prechamber manifold and intake
manifold pressure.
6. At rated speed and 100 BMEP, or approximately 40 in.
(101.6 cm) of HgA intake manifold pressure, turn the 5. At rated speed and no load, turn the mixture
mixture adjusting butterfly valves (both banks on Vee adjusting butterfly valves (both banks on Vee engines)
engines) to obtain an exhaust O2 level of 9.8 á0.3%. to obtain an exhaust O2 level of 10.0 á1.0%. Turn the
T

Turn the mixture adjusting butterfly valves, toward the mixture adjusting valves toward the closed position to
closed position to increase O2 level, or toward the open increase O2 level, or toward the open position to
position to decrease O2 level. Do not readjust Fisherä 99 decrease O2 level.
AF

regulators (natural gas fuel) gas/air pressure.

6. At rated speed and 60 BMEP, or approximately
7. Final natural gas fuel system adjustments 28 in. (71.12 mm) of HgA intake manifold pressure,
turn the air bypass valves (both banks on Vee engines)
A. At rated speed and load, or approximately 58 in.
to obtain carburetor air inlet pressure of 42 á1 in.
(147.32 cm) of HgA intake manifold pressure (in
(106.68 á 2.54 cm) of HgA. On Vee engines, banks to
the field, use maximum load available if less than
KR

be within 1 inch of Hg. Turn the mixture adjusting

rated load), turn the mixture adjusting butterfly
valves (both banks on Vee engines) to obtain an
exhaust O2 level of 9.8 á0.1% for natural gas.

4.05 -- 40 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

butterfly valves (both banks on Vee engines) to obtain 6 & 12 CYLINDER ENGINES OPERATING
an exhaust O2 level of 9.6 á0.5%. ON LANDFILL GAS FUEL (400 -- 500 BTU)
DIGESTER GAS FUEL (500 -- 650 BTU)
Always verify that all cyl- WITH LOW FUEL PRESSURE SYSTEM
inders are firing before

.
adjusting the carburetor. Individual exhaust ther- PHYSICAL REQUIREMENTS

RP
mocouples have been provided for this purpose.
Failure to do so may cause serious engine damage. · Main Fuel Supply

·· Gas supply pressure and regulation system must

7. At rated speed and 100 BMEP, or approximately be capable of supplying 6 in. (152.4 mm) of water
40 in. (101.6 cm) of HgA intake manifold pressure, turn column (H2O) gas pressure to the carburetor(s).
the mixture adjusting butterfly valves (both banks on
Vee engines) to obtain an exhaust O2 of 9.6 á0.3%. ·· Fuel supply to comply with Waukesha’s Gaseous

CO
Fuel Specification S-7884-6 or most current
8. Final HD-5 propane fuel system adjustments version.
A. At rated speed and 110 BMEP, or approximately ·· Main gas regulator sizing information:
47 in. (119.38 cm) of HgA intake manifold
pressure, turn the air bypass valves (both banks -- Use the Waukesha Technical Data to obtain the
on Vee engines) to obtain a carburetor or inlet engine fuel flow requirement (heat balance
pressure of 55 á1/2 in. (139.7 á1.27 cm) of section).

Engine detonation and

damage may occur be-
ER
HgA. Turn the mixture adjusting butterfly valves
(both banks on Vee engines) to obtain an exhaust
O2 level of 9.6% á0.1%.
-- Select a regulator control spring capable of
providing the gas over air (gas/air) pressure
listed in the Table 4.05-11 for the appropriate
engine model. an adjustment range of approxi-
mately á3 in. (76.2 mm) of H2O from nominal is
desirable.
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yond 110 BMEP for 130° F (54° C), ICW temp. or
116 BMEP for 85° F (29° C), ICW temp. -- The regulator droop should be less than 1 in.
(25.4 mm) of H2O for the required flow range.
B. Tighten locking screws on mixture adjusting
valves. The air bypass valves should be locked, Table 4.05-11. Gas Over Air Settings
PO

via the locking screws and permanently wire GAS OVER AIR PRESSURE DIFFERENTIAL -- INCHES
locked in position, at the factory. WATER COLUMN
IDLE RATED OR NORMAL
NOTE: 1) These instructions apply to sales and/or field (INITIAL OPERATING LOAD
gas with a saturated low heat value (SLHV) of 850 -- 900 MODEL SETTING) (FINAL SETTING)
BTU/ft 3 (33 -- 35 MJ/m 3) for natural gas and 2250 BTU/ F2895GL, L5790GL 6.5 6 á 0.5
ft 3 (88 MJ/m 3)(nominal) for HD-5 propane fuel used in F3521GL, L7042GL 5.5 5 á 0.5
dual fuel applications. 2) Gas/air pressure to the
NOTE: Gas over air pressure differential - Inches water column
T

carburetor may be less at full load than the initial idle

setting.
·· Customer furnished regulator(s) and gas shutoff
valve(s) to be mounted as close to carburetor(s)
AF

as possible.

·· Customer to supply 0.40 in. (10.2 mm) ID mini-

mum regulator balance line(s) to carburetor(s).

·· Customer to supply gas pressure top location(s)

KR

for instrumenting gas/air pressure differential.

· Prechamber Fuel Supply

·· 30 -- 50 psig (206 -- 345 kPa) gas supply pressure

to prechamber system. this pressure must be
available for engine startup.

FORM 6277 Second Edition 4.05 -- 41

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

·· Maximum prechamber fuel temperature not to 6. install a water manometer to measure the gas/air
exceed 225° F (107° C). pressure differential between the carburetor gas inlet
and the carburetor air inlet (both banks on Vee engines).
·· Prechamber gas flow requirement for natural gas
is 6.5 SCFM for a VHP 6 cylinder engine and PRELIMINARY SETTINGS AFTER ENGINE

.
13.0 SCFM for a VHP 12 cylinder engine. STARTUP

RP
·· Prechamber fuel supply to comply with Wauke- 1. At idle speed and no load adjust the main regulator(s)
sha’s Gaseous Fuel Specification S-7884-6 or to the gas/air pressure listed in Table 4.05-11. The
most current version. banks are to be within 1/2 in. (12.7 mm) of H2O on Vee
engines.
If gas compressor is used 2. Adjust prechamber fuel regulator to 13 á1 in.
to develop prechamber (33.02 á 1.27 cm) of Hg differential pressure (precham-

CO
fuel pressure, compressor oil carryover should be ber manifold over intake manifold pressure).
controlled to meet this fuel specification. Disregard-
ing this information could result in product damage.
always verify that all cyl-
·· Customer furnished gas shutoff valve to be inders are firing before
mounted as close to engine as possible. adjusting the carburetor. Individual exhaust ther-
mocouples have been provided for this purpose.
· Check/Adjust governor to throttle control linkage to Failure to do so may cause serious engine damage.
assure that throttle plate(s) is closed when the
governor is in the minimum stroke position. When the

not overdrive the wide open, straight up and down

position. up to 5° toward closing is preferred.

FUEL SYSTEM ADJUSTMENT

ER
governor goes to full stroke, the throttle plate(s) must
3. Follow break-in procedure up to 100 BMEP. If unable
to attain 100 BMEP, adjust carburetor according to
Step 5 first, then return to Step 4.

4. Set engine at rated speed and add load to produce

100 BMEP, or approximately 10 in. (25.4 cm) of Hg
PRIOR TO ENGINE STARTUP
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gauge intake manifold pressure (or 40 in. (101.6 cm) of
1. Turn prechamber fuel regulator fully clockwise HgA, HgA = barometer plus intake manifold pressure in
(locking nut positioned against the square) and then five inches of Hg).
turns counterclockwise.
5. Adjust carburetor metering valve(s) to obtain the O2
PO

2. Turn carburetor metering valve(s) to 20°. level (á0.5%) shown in Figure 4.05-17 for the specific
fuel being run. Turn the metering valve(s) toward “lean”
(clockwise) to increase O2 level or towards “rich”
(counterclockwise) to decrease O2 level.
Do not inhale gaseous fuels. some components of
fuel gas are odorless, tasteless, and highly toxic. Since the Vee engines are
inhalation of gaseous fuels can cause severe “cross blown” on LFPS
personal injury or death. (draw-thru) engines, carburetor adjustment on one
T

bank affects performance of the opposite bank cylin-

3. Make sure that the prechamber gas controls are ders. In other words, adjustment of the left bank
properly vented to a safe location.
AF

carburetor will change the oxygen level and tempera-

ture of the exhaust in the right bank (and vice versa).
4. Install a digital manometer, capable of measuring Disregarding this information could result in product
inches of mercury (Hg), to measure the differential damage.
pressure between the prechamber manifold and the
intake manifold (right bank only on a Vee engine). NOTE: For example: an O2 level of 11% is measured in
the right bank exhaust. To lower this O2 level back to the
KR

5. Install an exhaust emission sample probe in the

connection between the exhaust manifold and the specified 9.8%, the left bank carburetor metering valve
turbocharger. connect a sample line with an ON/OFF will have to be adjusted.
valve to the sample probe for measuring exhaust 6. Follow break-in procedure up to rated load.
manifold oxygen (O2) concentration (both banks on Vee
engines).

4.05 -- 42 FORM 6277 Second Edition

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 KRAFT POWER CORP.
FUEL SYSTEM MAINTENANCE

FINAL FUEL SYSTEM ADJUSTMENTS 2. On Vee engines, check the intake manifold pres-
sures on both banks. If the difference is greater than 1 in.
1. Set engine at rated load and speed (in the field, (25.4 mm) of Hg, recheck the Physical Requirements for
maximum load available if less than rated load). Check throttle plate synchronization.
carburetor gas/air pressure(s) and reset if required (see

.
Table 4.05-11). Adjust carburetor metering valve(s) to
obtain the O2 level (á0.1%) shown in Figure 4.05-20 for Do not attempt to equal-

RP
specific fuel being run (both banks on Vee engines). ize bank to bank pres-
sures by adjusting throttle plates out of
synchronization. Disregarding this information
could result in product damage.
9.4
3. Tighten locking nuts on prechamber regulator and
carburetor metering valve(s).

CO
9.2
EXHAUST OXYGEN (%)

NOTE: 1) These instructions apply to sales and/or field

9.0 gas with a saturated low heat value (SLHV) of 400 -- 650
BTU/ft 3 (15.7 -- 25.5 MJ/m 3). 2) gas/air pressure of the
8.8 carburetor(s) may be less at full load than at the initial
idle setting. this drop should not be more than 1.5 inches
l = 1.68 (38.1 mm) of H2 O. any more pressure drop would
8.6
(LOW BTU FUEL) indicate insufficient supply pressure to the regulator,

8.4

8.2

350 450 550 650

ER
under-size piping, incorrect regulator orifice size, inade-
quate regulator capacity, or a malfunctioning regulator.

FUEL LOW HEAT VALVE (SLHV) (BTU/FT3)

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AIRFUEL ACTUAL
l = AIRFUEL STOICHIOMETRIC

Figure 4.05-20. Exhaust Oxygen Vs. Fuel Saturated

Low Heat Value
PO
T
AF
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FORM 6277 Second Edition 4.05 -- 43

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 KRAFT POWER CORP.

SECTION 4.10

.
RP
IGNITION SYSTEM MAINTENANCE

CO
IGNITION MAINTENANCE Do not pull on the spark
plug cables to remove
SPARK PLUG MAINTENANCE -- NON-CSA the spark plug connectors. Pulling on the cable may
Spark Plug Removal -- NON-CSA loosen or detach the terminal connection within the
Teflon tube. Disregarding this information could
1. Detach the spark plug cable from the cable clip result in product damage and/or personal injury.
mounted on the rocker arm cover. Remove the rubber
boot from the coil terminal connection (see 3. Holding onto the Teflon tube, remove the spark plug
Figure 4.10-1). Remove the spark plug cable from the
ignition coil.

2. Pull back the rubber recess cover from the spark plug
well on G and GSI engines or the spark plug carrier bore
on GL models.
ER connector from the spark plug terminal nut.

4. Refer to Table 4.10-2 and select the proper spark

plug tools. Remove the spark plug from the cylinder
head or spark plug carrier bore.
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Table 4.10-1. Spark Plug Troubleshooting
FIRING TIP APPEARANCE CONDITION REMEDY
Light casting of whitish ash,
uniformly deposited Normal with medium to high ash lube oils No change; reflects a healthy operating cylinder
PO

High oil consumption Change engine lube oil type

Excessive ash buildup
p Wrong lube oil; ash content too high Change engine lube oil type
Poor oil control around valve guides and piston rings Inspect and replace worn parts as necessary
Poor oil control around valve guides and piston rings Replace worn parts as necessary
Black oil fouling deposits
Engine too lightly loaded Adjust engine load
Add fuel filter
Gap bridging Contaminated or “dirty” fuel gas
Use more “open” electrode type plug
T

Spark plug firing tip temperature too low Change plug heat range
Carbon fouling
g Engine too lightly loaded Adjust engine load
AF

High oil consumption Inspect and replace worn parts as necessary

Electrode burning Spark plug firing tip temperature too high Change plug heat range
Wear on side electrodes Reverse polarity Reverse ignition coil wiring
Inspect piston crowns with borescope; replace
worn parts as necessary
Engine operated with severe detonation resulting in
Aluminum contamination piston damage
p g Check ignition timing, fuel gas octane
KR

Reduce engine load

Oxide of cobalt fouling from burning of Stelliteâ metal
Bright blue or green deposits on valves and seats Replace valves and seats

NOTE: 1. If any of the above conditions exist, be sure to correct the cause before installing new spark plugs.
2. “Stelliteâ is a registered trademark of Stoody Deloro Stellite, Inc.”

FORM 6277 Second Edition 4.10 -- 1

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

Spark Plug Inspection

SPARK PLUG CABLE
CABLE CLIP Inspect the condition of the spark plugs, paying particu-
lar attention to the firing tip. Spark plugs often yield
visual clues to abnormal conditions existing in the
COIL engine’s power cylinders. Your observations also can be

.
TERMINAL
BOOT used as a guide in establishing the proper service

RP
interval. See Table 4.10-1.
Spark Plug Installation -- Non-CSA

13/16 inch reach spark

plugs must be used with
IGNITION 13/16 inch reach carriers, and 1/2 inch reach spark

CO
COIL plugs must be used with 1/2 inch reach carriers.
Mixing carrier and spark plug components will
RUBBER
RECESS cause damage to equipment and/or personal injury.
COVER
1. Obtain a set of new spark plugs (see Table 1.15-4
and Table 1.15-5). On GL models verify which size
carrier is present and use the correct size spark plug,
see CAUTION above and Figure 4.10-2. On G and GSI

TEFLON
SPARK PLUG
CONNECTOR
ER
models select the 1/2 inch reach spark plug desired.

The spark plug gasket

must be properly seated
to seal the combustion chamber and transfer heat
from the plug. Disregarding this information could
result in product damage and/or personal injury.
W
SPARK
PLUG
BOOT SPARK PLUG
CARRIER
PO

TERMINAL AN UNMARKED WAUKESHA

NUT SPARK PLUG CARRIER
INDICATES 1/2 INCH REACH

SPARK
PLUG
METAL STAMP P/N
T

STEEL
GASKET
AF

METAL STAMP SPARK

Figure 4.10-1. Install Spark Plug/Connections PLUG REACH
P/N 211357H Extension METAL STAMP P/N
KR

Table 4.10-2. Spark Plug Tools

TOOL P/N TOOL DESCRIPTION
Spark Plug Socket/Ext. (1 inch socket with
167164D 10 inch extension, for Shielded, CSA w/ F.M.
coils) METAL STAMP SPARK
Spark Plug Socket (NEW) (7/8 inch Socket PLUG REACH
475037 15-1/2 inch long w/rubber O-ring insert)
Figure 4.10-2. Spark Plug Carriers

4.10 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

2. Install the steel gasket on the spark plug Do not use oil or anti-
(see Figure 4.10-1). Use only new steel gaskets. Verify seize compound on the
that the gasket is flat against the gasket seat. spark plug threads. The spark plug may be overtor-
qued if oiled. Over-torquing distorts the spark plug
3. Install the terminal nut. and may crack the ceramic construction. Anti-seize

.
compound may foul the firing tip, resulting in a plug
4. Refer to Table 1.15-4 and Table 1.15-5 and set the

RP
shorted to ground. Disregarding this information
spark plug gap.
could result in product damage and/or personal
injury.
The presence of oil or
grease on the ceramic
insulator of the spark plug can cause flashover. By missing the threaded
Flashover, a condition where the spark fails to jump hole in the spark plug

CO
the gap because of an easier path to ground, results carrier bore, the spark plug gap may be inadvertent-
in misfire. Disregarding this information could ly closed or altered. Exercise caution to avoid
bumping the electrodes into the spark plug carrier
result in product damage and/or personal injury.
counterbore. Disregarding this information could
result in product damage and/or personal injury
When using Actrel â
7. Torque the spark plug to 40 -- 45 ft-lb (54 -- 61 N×m) dry.
3338L for cleaning, al-
ways wear rubber gloves to prevent the cleaner NOTE: The rubber recess cover keeps dirt and debris
from touching the hands as burning may occur. out of the spark plug well and functions as a rain shield

Always read and comply with safety labels on all

containers. Do not remove or deface the container
ER for those engines that are outside. Any accumulation of
rain water in the spark plug well can short out the spark
plug, resulting in a misfire or a stalled engine. Before
installing VHP spark plug recess covers (see
Figure 4.10-4), check to be sure that the rubber vent
caps are opened. If the rubber vent caps are not opened,
labels. Improper handling or misuse could result in the spark plug recess covers and spark plug extensions,
W
severe personal injury or death. may pop off the spark plugs due to pressure build up.

5. Verify that the spark plug is clean. If necessary, use a 8. The rubber vent cap is pre-cut at the factory, but
dielectric solvent to remove any grease or oily finger- needs to be pulled back initially, to insure proper
PO

prints. Waukesha Engine Service Operations recom- operation. About half of the rubber vent cap circumfer-
mends the use of Actrelâ 3338L dielectric solvent ence is cut, the remaining half acts as a rubber hinge.
manufactured by Exxon Corp. and distributed by
Safety-Kleen Corp. (800-669-5750) to clean the con-
nectors.

6. Apply a light coat of KRYTOXâ GPL-206

(P/N 489341) grease (or equivalent) on OD of the spark
T

plug ceramic insulator on the portion of the ceramic

insulator that will contact the spark plug extension
assembly (see Figure 4.10-3).
AF
KR

Figure 4.10-4. VHP Spark Plug Recess Cover

APPLY KRYTOXâ GPL-206
GREASE OR EQUIVALENT

Figure 4.10-3. Apply KRYTOXâ GPL-206 Grease

FORM 6277 Second Edition 4.10 -- 3

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

9. Using your thumb, gently pull the rubber vent cap SPARK PLUG MAINTENANCE -- CSA
towards the center hole of the spark plug recess cover
until the vent hole is exposed (see Figure 4.10-5). Spark Plug Removal -- CSA (G, GSI)
Release the vent cap. The cap should close. 1. Disconnect the spark plug cable from the coil
(see Figure 4.10-6).

.
RP
RUBBER
VENT CAP

CONNECTOR
CABLE

CO
SPARK PLUG
ADAPTER
COIL
Figure 4.10-5. VHP Spark Plug Recess Cover Vent Cap

10. During normal operation, pressures generated in

the spark plug recess will vent through the vent hole in
the spark plug recess cover. During venting of pressure,
ER
the upper half of the rubber vent cap will pop up and then
return to the closed position
RUBBER RECESS
COVER
W
NOTE: If the rubber vent cap is torn off, the spark plug Figure 4.10-6. CSA Spark Adapter And Coil -- G, GSI
recess cover should be replaced when it is to be used in
outdoor environments. 2. Remove the rubber recess cover from the bottom of
the spark plug recess. The recess cover is cut on one
PO

11. Install the spark plug recess cover on the spark plug side to allow the recess cover to be removed from the
connector assembly. spark plug adapter.

NOTE: The rubber spark plug boots must be installed 3. Remove the coil, spark plug adapter, and spark plug
on the P/N 211357H spark plug extensions. These boots from the cylinder head (see Figure 4.10-7).
prevent flashover from the spark plug insulators.
NOTE: Krytoxâ GPL-206 (P/N 489341) is a higher
temperature fluorinated grease. COIL
T

12. On P/N 211357H connector assemblies, lightly coat

the inside surface of the spark plug boot on the
AF

connector with a high performance fluorinated grease

such as Krytoxâ GPL-206 (P/N 489341) or equivalent.
Install the spark plug connector assembly to spark plug
(see Figure 4.10-1).

13. Attach the spark plug cable to the ignition coil. Make SPARK PLUG
sure that the cable terminal connection bottoms out in ADAPTER
KR

the coil contact well. Fit the rubber boot over the coil SPARK PLUG
terminal connection. On P/N 211357H extensions, en-
sure the rubber boot is fitted over the upper end of the
Figure 4.10-7. CSA Spark Adapter And Coil -- G, GSI
spark plug extension. Secure the cable by snapping it
into the cable clip mounted on the rocker arm cover.

4.10 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

Spark Plug Installation -- CSA (G, GSI) mends the use of Actrelâ 3338L dielectric solvent
manufactured by Exxon Corp. and distributed by
The spark plug gasket Safety-Kleen Corp. (800-669-5750) to clean the con-
must be properly seated nectors.
to seal the combustion chamber and transfer heat

.
from the plug. Disregarding this information could Do not use oil or anti-

RP
result in product damage and/or personal injury. seize compound on the
1. Install the steel gasket on the spark plug (see spark plug threads. The spark plug may be overtor-
Figure 4.10-8). Use only new steel gaskets. Verify that qued if oiled. Over-torquing distorts the spark plug
the gasket is flat against the gasket seat (see and may crack the ceramic construction. Anti-seize
Figure 4.10-8). compound may foul the firing tip, resulting in a plug
shorted to ground. Disregarding this information
could result in product damage and/or personal

CO
injury
STEEL
GASKETS
4. Install the spark plug in the spark plug bore. Torque the
spark plug to 40 -- 45 ft-lb (54 -- 61 N×m) dry.

By missing the threaded

hole in the spark plug
carrier bore, the spark plug gap may be inadvertent-

ER ly closed or altered. Exercise caution to avoid

bumping the electrodes into the spark plug carrier
counterbore. Disregarding this information could
result in product damage and/or personal injury
5. Install the spark plug adapter, and coil on the spark
plug and hand tighten components (see Figure 4.10-6).
W
Figure 4.10-8. CSA Spark Plug -- G, GSI
6. Refer to Spark Plug Installation -- Non CSA in this
2. Refer to Table 1.15-4 in Section 1.15 General section (see Figure 4.10-4), and install the rubber
Information and set the spark plug gap. recess cover around the spark plug adaptor and press it
firmly into place in the cylinder head spark plug recess.
PO

The presence of oil or 7. Connect the spark plug cable to the coil (see
grease on the ceramic Figure 4.10-6).
insulator of the spark plug can cause flashover.
Flashover, a condition where the spark fails to jump Spark Plug Removal -- CSA (GL)
the gap because of an easier path to ground, results (13/16 Inch Current Production)
in misfire. Disregarding this information could
NOTE: Previous production CSA GL models used a
result in product damage and/or personal injury
“long” coil P/N 69694D, mounted directly to a shielded
T

1/2 in. spark plug. This configuration is used with the

When using Actrel â previous 1/2 in. shorter spark plug carriers. See
AF

3338L for cleaning, al- Table 1.15-4 in Section 1.15 General Information for
ways wear rubber gloves to prevent the cleaner previous components. See Spark Plug Removal/Instal-
from touching the hands as burning may occur. lation -- CSA (G, GSI) in this section for similar
procedures. Conversion Kits are available update to the
new configuration shown in Figure 4.10-9.
KR

Always read and comply with safety labels on all Do not pull on the spark
containers. Do not remove or deface the container plug cables to remove
labels. Improper handling or misuse could result in the spark plug connectors. Pulling on the cable may
severe personal injury or death. loosen or detach the terminal connection within the
Teflon tube.
3. Verify that the spark plug is clean. If necessary, use a
dielectric solvent to remove any grease or oily finger-
prints. Waukesha Engine Service Operations recom-

FORM 6277 Second Edition 4.10 -- 5

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

1. Disconnect the spark plug connector from the coil. The spark plug gasket
must be properly seated
2. Remove three capscrews, lock washers and coil to seal the combustion chamber and transfer heat
from the coil adapter. from the plug. Disregarding this information could
3. Remove four capscrews, washers and coil adapter result in product damage and/or personal injury.

.
from the spark plug carrier.

RP
2. Install the steel gasket on the spark plug. Use only
4. Remove spark plug extension and the spark plug new steel gaskets. Verify that the gasket is flat against
from the spark plug carrier (see Figure 4.10-9). the gasket seat.

3. Install the terminal nut.

SPARK PLUG 4. Refer to Table 1.15-5 in Section 1.15 General

CONNECTOR

CO
Information and set the spark plug gap.

The presence of oil or

COIL grease on the ceramic
insulator of the spark plug can cause flashover.
SPARK PLUG Flashover, a condition where the spark fails to jump
O-RING EXTENSION the gap because of an easier path to ground, results
in misfire. Disregarding this information could

SPARK PLUG

COIL
ADAPTER
ER result in product damage and/or personal injury

When using Actrel â

3338L for cleaning, al-
ways wear rubber gloves to prevent the cleaner
from touching the hands as burning may occur.
W
SPARK PLUG
CARRIER
Always read and comply with safety labels on all
containers. Do not remove or deface the container
PO

labels. Improper handling or misuse could result in

severe personal injury or death.
Figure 4.10-9. CSA GL Spark Plug Extension And Coil
Assembly
5. Verify that the spark plug is clean. If necessary, use a
dielectric solvent to remove any grease or oily finger-
Spark Plug Installation -- CSA (GL) prints. Waukesha Engine Service Operations recom-
(13/16 Inch Current Production) mends the use of Actrelâ 3338L dielectric solvent
manufactured by Exxon Corp. and distributed by
T

13/16 inch reach spark Safety-Kleen Corp. (800-669-5750) to clean the con-
plugs must be used with nectors.
13/16 inch reach carriers, and 1/2 inch reach spark
AF

plugs must be used with 1/2 inch reach carriers. NOTE: Krytoxâ GPL-206 (P/N 489341) is a higher
Mixing carrier and spark plug components will temperature fluorinated grease.
cause damage to equipment and/or personal injury.
1. Obtain a set of new spark plugs (see Table 1.15-5 in
Section 1.15 General Information). Always use the
KR

correct size spark plug, see CAUTION above and

Figure 4.10-2.

4.10 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

6. Apply a light coat of Krytoxâ GPL-206 (P/N 489341) 8. Torque spark plug to 40 -- 45 ft-lb (54 -- 61 N×m) dry.
grease (or equivalent) on OD of the spark plug ceramic
insulator on the portion of the ceramic insulator that will 9. Lightly coat the inside surface of the spark plug boot
contact the spark plug extension assembly (see on the connector with KRYTOXâ GPL-206
Figure 4.10-10). (P/N 489341) (or equivalent) Install spark plug exten-

.
sion assembly to spark plug (see Figure 4.10-11).

RP
10. Install the coil adapter on the spark plug carrier with
four capscrews and washers. Torque capscrews to
6 -- 7 ft-lb (8.1 -- 9.5 N×m) oiled.

11. Apply a small amount of Krytoxâ GPL-206

APPLY KRYTOXâGPL-206 (P/N 489341) (or equivalent) to the small silicone
GREASE OR EQUIVALENT O-ring on the coil end of spark plug extension (see

CO
Figure 4.10-10. Apply KRYTOXâ GPL-206 Grease Figure 4.10-11).

12. Install the new O-ring P/N 292843 on the nose of the
7. Install spark plug in the spark plug carrier with spark coil (see Figure 4.10-9).
plug tool P/N 475037.
13. Install the coil on the coil adapter with O-ring, three
capscrews and lock washers. Torque capscrews to
By missing the threaded
11 -- 13 ft-lb (14.9 -- 17.6 N×m) oiled.
hole in the spark plug

ly closed or altered. Exercise caution to avoid

bumping the electrodes into the spark plug carrier
counterbore.

BOOT
ER
carrier bore, the spark plug gap may be inadvertent- 14. Connect the shielded primary cable to the coil (see
Figure 4.10-9).

CONNECTOR O-RING
W
PO

Figure 4.10-11. Spark Plug Extension

T
AF
KR

FORM 6277 Second Edition 4.10 -- 7

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

TIMING ADJUSTMENT -- DYNAMIC (MAGNETO) 4. Turn up the timing pointer cover on the upper right
side of the rear flywheel housing (see Figure 4.10-13).
Overly advanced ignition
timing can result in deto- 5. Align the beam of the timing light with the timing
nation which may severely damage pistons and pointer. The timing light will flash at the instant the spark

.
rings. Retarded timing will result in loss of power occurs, making the tape on the rim of the flywheel visible
(see Figure 4.10-15).

RP
and poor fuel economy. Disregarding this informa-
tion could result in product damage.
REAR FLYWHEEL FRONT
HOUSING FLYWHEEL
Be sure all engine con- HOUSING
nections are completed
properly before engine startup. Follow all startup

CO
procedures. Check that all engine openings are
properly closed and that all tools are removed from
the engine. Disregarding this information could
result in product damage.
POINTER
COVER
Detonation is not allowed
at any time during engine TIMING POINTER
operation regardless of the specified timing. If
detonation occurs at the specified timing, a timing
adjustment must be made to retard the ignition
timing until NO audible detonation exists. Engine
damage may result if detonation occurs.

NOTE: This task applies to magnetos that have already

ER Figure 4.10-13. Timing Pointer -- Rear Right
NOTE: The magneto flange has slots to allow the
magneto to be rotated slightly once the capscrew hex
nuts are loosened.

6. If required, readjust the timing by loosening the

W
been installed and static timed by a Waukesha Certified magneto’s flange bolts just enough to allow the magneto
Technician. Call a Waukesha Certified Technician for to rotate (see Figure 4.10-14). Rotate the magneto
the installation and static timing of magnetos. slightly until the correct timing mark is aligned with the
timing pointer.
1. Refer to the engine nameplate for the engine timing
PO

value (see Figure 4.10-12).

SLOTTED
FLANGE
T
AF

MAGNETO
ADAPTER

MAGNETO MAGNETO DRIVE

Figure 4.10-14. Magneto/Magneto Adapter Flange

KR

Figure 4.10-12. Typical Nameplate Location -- 7. Snug the flange capscrew hex nuts (see
12 Cylinder Shown Figure 4.10-14).

2. Start the engine and run at rated speed (with or 8. Check the timing again with the timing light.
without load).
9. If the timing is not correct, repeat Steps 6 through 8.
3. Connect a stroboscopic type timing light to the
10. Alternately wrench tighten the hex nuts on the two
ignition cable of the #1R cylinder.
magneto/magneto adapter flange capscrews.

4.10 -- 8 FORM 6277 Second Edition

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

.
RP
#1 RB
TDC

CO
NOTE: Six Cylinder engines “TDC” of the timing tape is
aligned with the “TDC” stamped on the flywheel. For 12
and 16 Cylinder engines, “TDC” of the timing tape is
aligned with the “#1 RB TDC” stamped on the flywheel.
In all cases the White side of the tape is BTDC and the
red side of the tape is ATDC.

#1 RB #1 RB

ER
TDC TDC TDC
W
6 CYLINDER
PO
ROTAT ION
T

REAR OF
ENGINE
DIRECTION OF NORMAL
ENGINE ROTATION
AF
KR

12 CYLINDER 16 CYLINDER

Figure 4.10-15. Timing Tapes

FORM 6277 Second Edition 4.10 -- 9

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

CEC IGNITION MODULE TIMING ADJUSTMENT -- NOTE: The outside temperature of IM casing should
DYNAMIC not exceed 150° F (65° C) in operation.
NOTE: This task applies to CEC have already been 1. Check the engine’s nameplate (see Figure 4.10-12)
installed and static timed by a Waukesha Certified to determine the exact timing (or most advanced) of the
primary and secondary (if equipped) fuels.

.
Technician. For the initial installation and timing of a
CEC IM, call a Waukesha Certified Technician. Refer to

RP
2. Run the engine on primary fuel with the “D” lead
Form 6253 (Previous Model) or Form 6272 (Current
(found in the 7-pin connector from box) grounded to the
Model) Custom Engine Control Ignition Module Installa-
engine block and the CEC DSM deactivated.
tion, Operation, And Maintenance Manual for further
information concerning the IM. NOTE: VHP gas engines are to be run with no load on
The IM has two 16-position timing switches located fuels other than natural gas fuel. With natural gas fuel,
under white plastic caps at one end of the box, one the engines may be run at any load.

CO
marked “A” and another marked “B” (see
3. Check engine timing at the flywheel using a timing
Figure 4.10-16). Grounding lead “D” in the 7-pin con-
light (see Figure 4.10-17).
nector to the engine crankcase gives the timing selected
by switch A. Open-circuiting lead “D” gives the timing
selected by switch “B”. This feature gives the engine
operator the ability to switch between two different
timing settings to accommodate automatic changeover
between two fuels. TIMING TAPE

TIMING SWITCHES
“A” AND “B” ER TIMING
OPENING
W
A
ACTIVE W/
B
ACTIVE W/
FLYWHEEL HOUSING
“D” GROUNDED “D” OPEN

WAUKESHA P/N

Figure 4.10-17. Flywheel Timing Opening

PO

4. Adjust the “A” switch as required to achieve correct

timing. Single fuel ignition adjustments are now com-
plete.

NOTE: Increasing the timing switch position by one will

NOTE: Timing selection is made by the dot on the switch, advance the timing one degree. Decreasing the timing
not the screwdriver slot. switch position by one will retard the timing one degree.
T

Figure 4.10-16. Timing Switches “A” And “B” 5. Run the engine on secondary fuel with the “D” lead
(found in the 7-pin connector from box) open and the
AF

Each timing adjust switch has 16 switch positions CEC DSM deactivated.
(0 -- 15) with a 1° timing variation per position. Switch
position 15 gives the most advanced timing, while switch NOTE: VHP gas engines are to be run with no load on
position 0 is full retard. fuels other than natural gas fuel. With natural gas fuel,
the engines may be run at any load.
Do not switch from posi-
KR

6. Check engine timing at the flywheel using a timing

tion 15 to position 0, or light (see Figure 4.10-17).
from position 0 to 15 while the engine is running.
The timing change is so large that it may damage the
engine and/or cause it to shut down. Disregarding
this information could result in product damage
and/or personal injury.

4.10 -- 10 FORM 6277 Second Edition

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

7. Adjust the “B” switch as required to achieve correct SHIELDED IGNITION HARNESS -- G, GSI
timing. Dual fuel ignition adjustments are now complete. The braided plastic CEC shielded ignition harness for 6
NOTE: Increasing the timing switch position by one will and 12 cylinder G and GSI engines has a split in the
advance the timing one degree. Decreasing the timing harness to the ignition coil to install an inductive timing
light (see Figure 4.10-18). Install the timing light pickup

.
switch position by one will retard the timing one degree.
around either wire.

RP
To prevent the timing
from being altered, al-
ways replace the white caps over the timing
switches once the desired setting has been
selected. Disregarding this information could re-
sult in product damage.

CO
If a gas engine has been cranked excessively
without starting, shut off the gas fuel supply and
ignition, and then crank the engine to purge the
cylinders and exhaust system of accumulated
unburned gas. If this is not done a spark could ignite

comply could cause severe personal injury or

death. ER
the gas and cause an exhaust explosion. Failure to
INSTALL
TIMING LIGHT

Figure 4.10-18. Shielded Ignition Wiring Harness

W
8. Shielded conduit ignition systems are timed by
If the ignition switch is left in the ON position when a opening the junction box for the #1 cylinder primary lead
CEC IM is disconnected, then the spark plugs may (see Figure 4.10-19). Install an inductive timing light
fire when the ignition system harness is recon- around the wire labeled “A”.
nected, and could cause severe personal injury or
PO

death.

Before connecting the ignition harness (to the coils) to

the CEC ignition module, discharge the storage capaci-
tor to ground. Attach one end of a wire lead to the
crankcase and then touch the other end to the harness
connector pins on the CEC IM, one at a time. A snap is
heard when a capacitor discharges.
T
AF

As a safety measure, ground all the pins. Some

breakerless ignition systems have more than one
storage capacitor. Severe personal injury or death INSTALL TIMING LIGHT
could result.

NOTE: If the ignition switch is in the OFF position, the Figure 4.10-19. No. 1 Cylinder Junction Box
KR

capacitor is immediately grounded when the ignition

harness is reconnected to the CEC ignition module.

NOTE: VHP gas engines are to be run with no load on

fuels other than natural gas fuel. With natural gas fuel,
the engines may be run at any load.

FORM 6277 Second Edition 4.10 -- 11

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 KRAFT POWER CORP.
IGNITION SYSTEM MAINTENANCE

IGNITION SYSTEM GENERAL MAINTENANCE

AND INSPECTION

.
Disconnect all electrical power supplies before

RP
making any connections or servicing any part of the
electrical system. Electrical shock can cause se-
vere personal injury or death.

1. Inspect cables and wires for broken or cracked

insulation. Replace or repair as necessary.

CO
2. Inspect ignition coils, ground wires, and brackets for
loose hardware. Tighten as necessary.

3. Inspect spark plug and cable connectors for loose

connections. Tighten as necessary.

ER
W
PO
T
AF
KR

4.10 -- 12 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 4.15

.
RP
AIR INTAKE SYSTEM MAINTENANCE

CO
AIR INTAKE SYSTEM MAINTENANCE Precleaner Pad Removal -- 6 And 12 Cylinder

AIR FILTER MAINTENANCE The precleaner is a foam rubber pad that increases the
life of the main air filter element. Inspect and clean the
On 6 and 12 cylinder engines, the air restriction indicator precleaner pad daily or as required. This can be done
(see Figure 4.15-1) will show “red” if the air intake while the engine is running. Replace the precleaner pad
restriction is 15 in. (381 mm) of water. This indicates a every 4000 running hours, or more often if necessary.
clogged or dirty main air filter element and/or clogged or
dirty precleaner element. 1. Locate the four threaded mounting studs on the air
On 16 cylinder engines a gauge for each air filter

ER
indicates the condition of the precleaner filter and main
air filter. Each gauge should register in the “green
range.” A switch allows the operator to monitor the
pressure of the precleaner and main filter pressure
cleaner assembly and loosen the front lock nut
(5/16 inch) on each (see Figure 4.15-2). (The rear
locknut is loosened only for removal of the main air filter
frame and element.)

2. Raise up and remove the rain shield.

independently.
W
3. Peel the precleaner pad off the main air filter
element.

AIR DUCT
PO

MAIN AIR FILTER

ELEMENT
T

AIR RESTRICTION
INDICATOR
AF

PRECLEANER
PAD

FILTER ELEMENT
FRAME
KR

RAIN SHIELD

Figure 4.15-1. Air Cleaner Assembly -- 6 And 12 Cylinder Engines

FORM 6277 Second Edition 4.15 -- 1

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 KRAFT POWER CORP.
AIR INTAKE SYSTEM MAINTENANCE

AIR FILTER ELEMENT

Precleaner Pad Installation -- 6 And 12 Cylinder
AIR
DUCT
AIR FILTER
FRAME On new engines remove
RAIN the cardboard insert be-
SHIELD tween the rainshield and precleaner pad must be

.
removed before the engine is started. Disregarding

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this information could result in product damage.

1. Reinstall the precleaner pad between the rain shield

and the main air filter element. If necessary, use a drop
of adhesive on the corners to keep it from falling.

2. Do not clean and reuse the precleaner pad more than

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FRONT
three times. Replace with a new precleaner pad.
LOCK BRACKET
NUT STEP NOTE: Use only Waukesha supplied precleaner pads.

3. Lower the rain shield on the four mounting studs of

the air cleaner assembly. Alternately re-tighten the front
lock nuts (5/16 inch).

4. Clean or replace the main air filter element if the air

FLAT
WASHER
REAR
LOCK NUT
FLAT
WASHER
MOUNTING
STUD

Figure 4.15-2. Air Cleaner Assembly --

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intake restriction indicator shows “red” after installation
of a new or cleaned precleaner pad.

Main Air Filter Element Removal -

6 And 12 Cylinder
Inspect and clean the main air filter element daily or as
6 And 12 Cylinder Engines
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required. Replace main air filter element if the air
restriction indicator “indicates red” after the air cleaner is
Precleaner Pad -- Cleaning And Inspection -- cleaned and the precleaner pad has been replaced or
6 And 12 Cylinder cleaned.
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1. Wash the precleaner pad with soap and water. 1. Locate the four threaded mounting studs on the air
cleaner assembly and loosen the front lock nut
Do not use compressed (5/16 inch) on each (see Figure 4.15-2 and
air when cleaning the Figure 4.15-3).
precleaner pad. Compressed air can easily damage
the foam rubber pad. 2. Raise up and remove the rain shield.

3. Peel the precleaner pad off the main air filter

2. Air dry the pad. Do not use compressed air.
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element.

4. Loosen the rear lock nut (5/16 inch) on each

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mounting stud until the flat washer behind it can be

brought forward far enough to clear the step in the
welded bracket of the main air filter frame (see
Figure 4.15-2).

5. Swing the four mounting studs to the outside in a

horizontal motion. Remove the main air filter frame and
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element.

4.15 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
AIR INTAKE SYSTEM MAINTENANCE

Do not use compressed

AIR CLEANER air when cleaning the air
ASSEMBLY filter element. Compressed air can easily damage
the pleated paper of the main air filter element.

.
C. Air dry the element. Do not use compressed air.

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AIR 2. Carefully examine the element after cleaning. If
RESTRICTION
INDICATOR damaged, replace.

NOTE: Use only Waukesha supplied air filter elements.

MOUNTING STUD
(4 TOTAL) 3. Do not clean and reuse the main air filter element
more than three times. Replace with a new element.

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4. Inspect the air duct for cracks. All of the combustion
air must pass through the main air filter element, not
through cracks or defects in the air cleaner assembly. If
inspection of the duct work and intake manifold yields an
accumulation of dust and grit, it is an indication that the
main air filter element is not properly maintained or that
air is getting into the system around or behind the
AIR FILTER FRAME

ER element.

5. Inspect all air duct hoses. Replace any hose that is

cracked or aged.

Main Air Filter Element Installation --

6 And 12 Cylinder
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RAIN SHIELD
NOTE: The orange flow arrow on the instruction label
points toward the air outlet side. Always store the
Figure 4.15-3. Air Cleaner Assembly -- 6 Cylinder
elements with the air outlet side down. Dirt and dust on
the outlet side will pass into the engine when the
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Main Air Filter Element -- Cleaning And Inspection

element is installed.
-- 6 And 12 Cylinder
1. Clean the main air filter element using the following 1. Install the main air filter element with the instruction
method. label facing up. Fit the deflection brace on the outlet side
of the filter element over the horizontal bar running
A. Gently tap the element on a flat surface with the across the front of the air duct chamber.
dirty side of the element down.
2. Place the frame over the main air filter element.
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3. Swing the four threaded mounting studs to the inside

in a horizontal motion so that they fit within the welded
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Compressed air can pierce the skin and cause brackets on the air filter frame. Move the flat washer
severe injury or death. Never use your hand to check behind the rear lock nut back into the step in the welded
for leaks or to determine air flow rates. Wear safety bracket.
glasses to shield your eyes from flying dirt and
debris. 4. Install the precleaner pad between the rain shield
and the main air filter element. If necessary, use a drop
B. Using an OSHA approved safety nozzle, direct of adhesive on the corners to keep it from falling.
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compressed air through the element opposite the

direction of the air flow, as indicated by the 5. Lower the rain shield on the four mounting studs.
orange arrow on the instruction label. The air
6. Alternately tighten the rear lock nuts (5/16 inch).
pressure should be a maximum of 30 psi
(207 kPa). 7. Alternately tighten the front lock nuts (5/16 inch) on
the four mounting studs.

FORM 6277 Second Edition 4.15 -- 3

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 KRAFT POWER CORP.
AIR INTAKE SYSTEM MAINTENANCE

8. Check the frame of the main air filter element to verify 1. Raise up and remove the rain shields.
that its perimeter is sealed tightly. Damage to the frame
may result in improper element sealing. 2. Open the front grate to remove the prefilter pads from
the prefilter frame (see Figure 4.15-5).
NOTE: After the restriction problem is corrected, reset

.
the indicator by depressing the black button on the
plastic housing.

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The location of the air restriction indicator relative
to the intake manifold causes it to be subjected to
high pressure if the engine backfires. A restriction

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filter must be installed in the indicator air passage to
dampen high pressure surges which would other-
wise damage the indicator. Through the projection
of broken material, damage to the indicator might
pose a potential danger to persons standing nearby.
The restriction filter also protects against the
entrance of dust and dirt in the event that the
Figure 4.15-5. Prefilter Pad -- 16 Cylinder
restriction indicator is broken off or removed.
Disregarding this information could result in severe
personal injury or death.
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9. Verify that the restriction filter is in place between the
clean air tap and indicator.
3. Discard the prefilter pads.

Prefilter Pad Installation -- 16 Cylinder

The dark blue sides of the

prefilter pads must face
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the main air cleaner elements or damage to equip-
Do not grasp the indicator housing; the plastic may ment could result.
crack or break resulting in a hand injury.
1. Install the new prefilter pads in the grates so that the
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Prefilter Pad Removal -- 16 Cylinder dark blue sides of the prefilter pads will face towards the
main air filter elements when the prefilter pads are
The prefilter is a filament pad that increases the life of installed.
the main air filter element (see Figure 4.15-4 and
Figure 4.15-6). Inspect and clean the prefilter pad daily 2. Close the front grate door and secure by inserting the
or as required. This can be done while the engine is ends of the grate in the slots in the prefilter frame (see
running. Replace the prefilter pad every 4000 running Figure 4.15-5).
hours, or more often if necessary.
3. Install the rain shields.
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Main Air Filter Element Removal -- 16 Cylinder

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Inspect and clean the main air filter element daily or as

required. Replace main air filter element if the air
restriction indicator “indicates red” after the air cleaner is
cleaned and the prefilter pad has been replaced.
1. Raise up and remove the rain shield.
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2. Locate the four mounting clamps on the front of the

air cleaner assemblies and loosen the clamps to remove
the prefilter frame and prefilter pads (see
Figure 4.15-5).

3. Discard the prefilter pads.

Figure 4.15-4. Air Cleaner Assembly -- 16 Cylinder 4. Pull out the main air filter elements.

4.15 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
AIR INTAKE SYSTEM MAINTENANCE

AIR CLEANER
HOUSING

.
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PREFILTER CLAMPS

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DECAL

ELEMENT

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MAIN AIR FILTER

PREFILTER FRAME
WITH HINGED GRID

PREFILTER ELEMENT
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(COLORED SIDE IN)

Figure 4.15-6. Air Cleaner Assembly -- 16 Cylinder Engines

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Main Air Filter Element -- Cleaning And Inspection Do not use compressed
-- 16 Cylinder air when cleaning the air
filter element. Compressed air can easily damage
1. Clean the main air filter element using the following the pleated paper of the main air filter element.
method.

A. Gently tap the element on a flat surface with the C. Air dry the element. Do not use compressed air.
dirty side of the element down. 2. Carefully examine the element after cleaning. If
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damaged, replace.

NOTE: Use only Waukesha supplied air filter elements.

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Compressed air can pierce the skin and cause

severe injury or death. Never use your hand to check 3. Do not clean and reuse the main air filter element
for leaks or to determine air flow rates. Wear safety more than three times. Replace with a new element.
glasses to shield your eyes from flying dirt and
4. Inspect the air duct for cracks. All of the combustion
debris.
air must pass through the main air filter element, not
through cracks or defects in the air cleaner assembly. If
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B. Using an OSHA approved safety nozzle, direct

inspection of the duct work and intake manifold yields an
compressed air through the element opposite the
accumulation of dust and grit, it is an indication that the
direction of the air flow, as indicated by the hand
main air filter element is not properly maintained or that
on the side of the filter element. The air pressure
air is getting into the system around or behind the
should be a maximum of 30 psi (207 kPa).
element.

5. Inspect all air duct hoses. Replace any hose that is

cracked or aged.

FORM 6277 Second Edition 4.15 -- 5

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 KRAFT POWER CORP.
AIR INTAKE SYSTEM MAINTENANCE

Main Air Filter Element Installation -- 16 Cylinder 1. Install the main air filter elements with the hand on
the side of the filter elements pointing toward the air
On new engines remove outlet side of the filter housings. Ensure that the pleats of
the cardboard insert be- the elements are positioned vertically.
tween the rainshield and prefilter pad before start-

.
ing the engine. Disregarding this information could Make sure he dark blue

RP
result in product damage. sides of the prefilter pads
face the main air cleaner elements or damage to
The pleats of the main air equipment could result.
filter must be positioned
vertically in the air filter housing or damage to 2. Install the new prefilter pads in the grates so that the
equipment could result. dark blue sides of the prefilter pads will face towards the
main air filter elements when the prefilter pads are

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NOTE: The hand on the side of the filter element points installed.
toward the air outlet side of the air filter housing. Also a 3. Position the front grate and prefilter pad assemblies
label with a pair of eyes printed on it is positioned on the on the air filter housings and secure using the four
air inlet side of the filter element. These eyes should be clamps (see Figure 4.15-5).
visible from the air filter housing inlet opening and at the
top of the air cleaner, if the filter is properly installed. If 4. Install the rain shields.
both labels are missing, one side of the air filter element
has a metal brace horizontally across the back. This side
should be positioned, towards the air outlet side. Always
store the elements with the air outlet side down. Dirt and
dust on the outlet side will pass into the engine when the
element is installed.
ER
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PO
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AF
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4.15 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 4.20

.
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TURBOCHARGER SYSTEM MAINTENANCE

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TURBOCHARGER SYSTEM
MAINTENANCE
TURBOCHARGER INSPECTION

Turbocharger components are extremely hot. Al-

ways allow the turbocharger to cool prior to
conducting an inspection. Failure to comply with
these instructions could result in severe burns.

Inspection and repair of

ER TURBOCHARGER

turbochargers must be
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performed by a factory qualified service agent. Figure 4.20-2. Turbochargers -- 16 Cylinder
Failure to follow these instructions could cause Side View
engine damage and/or personal injury.
PO

1. Inspect the engine air cleaner; service if required. Do not run the engine if
2. Inspect the turbocharger mounting and connections the air cleaner is not op-
for lube oil and air leaks (see Figure 4.20-1 and erating efficiently or if leaks exist in the ducting.
Figure 4.20-2). Dust leaking into the air ducting can damage the
engine and the turbochargers and/or cause person-
al injury.
TURBOCHARGER TURBOCHARGER 3. With the engine shutdown, inspect all air ducting for
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loose clamps or connections. Check the manifold

connections to the turbine inlet and at the engine
exhaust manifold gaskets.
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4. Visually repeat the inspection while the engine is

running.
5. Monitor the turbochargers for unusual vibrations or
noise. If excessive vibration is evident, shut down the
engine and call your Waukesha authorized service
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agent.
6. Establish a schedule with your Waukesha authorized
service agent to inspect the interior of the compressor
for accumulations of dirt. Dirt can cause the compressor
Figure 4.20-1. Turbochargers -- 12 Cylinder Rear View
wheel to become unbalanced, which reduces efficiency
and causes bearing failure.

FORM 6277 Second Edition 4.20 -- 1

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 KRAFT POWER CORP.
TURBOCHARGER SYSTEM MAINTENANCE

TURBOCHARGER LUBRICATION CHECK WASTEGATE ADJUSTMENT FOR ALTITUDE

The engine must be in good operating condition and
Before operating a new ignition system properly timed with the fuel system
or rebuilt turbocharger adjusted according to Waukesha’s recommendations
(or starting a new engine for the first time), check to before adjusting the wastegate(s).

.
ensure that the turbocharger is receiving proper

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lubrication. Failure to follow these instructions Do not attempt to adjust
could cause engine damage and/or personal injury. the wastegate(s) to com-
pensate for engine wear and misadjustment. Disre-
1. Remove the oil drain tube (see Figure 4.20-3) from garding this information could result in product
the turbocharger(s). damage.

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Always verify that all cyl-
TURBOCHARGER inders are firing before
adjusting the wastegate. Individual exhaust thermo-
couples have been provided for this purpose.
Failure to do so may cause serious engine damage.

Since the Vee engines

OIL DRAIN TUBE
are “cross blown,”waste-

ER gate adjustment on one bank affects performance

of the opposite bank cylinders. In other words,
adjustment of the left bank wastegate will change
the intake pressure of the right bank (and vice
versa). Disregarding this information could result in
product damage.
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Do not attempt to equal-
ize bank to bank pressur-
es by adjusting throttle plates out of
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Figure 4.20-3. Turbocharger Oil Drain Tubes -- synchronization. Disregarding this information
12 Cylinder could result in product damage.

2. Activate the prelube system and visually check for oil See Service Bulletin 13-2284C or latest version for
flow at the turbocharger oil drain area. complete information on adjusting standard VHP water-
cooled wastegates.
3. Reconnect the oil drain tube only after oil is observed
at the oil drain area.
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4. Start the engine at reduced speeds until the coolant

temperature gauge indicates a temperature of 100° F
(38° C).
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5. Run the engine at rated output and listen for unusual

sounds at the turbocharger, especially those of metal
contacting metal. If any noise of this type is apparent,
contact your Waukesha authorized service agent.
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4.20 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
TURBOCHARGER SYSTEM MAINTENANCE

PRELUBE PRESSURE CHECK VALVE

INSPECTION
To ensure quick lubrication of the turbocharger(s) at If the prelube oil pressure reaches or exceeds 5 psi
startup, the external supply line of 6 and 12 cylinder (35 kPa), oil flows through the supply line check
valve into the turbocharger housings. Startup of the

.
engines are provided with a check valve to keep the oil
from draining back into the oil pan when the engine is engine may blow accumulated oil into the intake

RP
shut down (see Figure 4.20-4 and Figure 4.20-5). The manifold and carburetor, resulting in oily deposits
check valve also prevents excessive lubrication of the that gum up internal surfaces. On the turbine side,
turbochargers during continuous or intermittent prelube. oil leakage around the turbine housing poses a
potential fire hazard. Disregarding this information
could result in severe personal injury or death.

Check the prelube oil pressure at least once each year

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and inspect the operation of the check valve.

CHECK VALVE

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Figure 4.20-4. Turbocharger Prelube Check Valve --
6 Cylinder
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PO

CHECK VALVE
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AF

Figure 4.20-5. Turbocharger Prelube Check Valve --

12 Cylinder
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FORM 6277 Second Edition 4.20 -- 3

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 KRAFT POWER CORP.

SECTION 4.25

.
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COOLING SYSTEM MAINTENANCE

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COOLING SYSTEM MAINTENANCE Since it effectively raises the boiling point of the water,
the use of ethylene glycol is also beneficial in hot
COOLING SYSTEM ADDITIVES temperatures. Therefore, ethylene glycol treated water
NOTE: Refer to Service Bulletin 4-2429E or latest is still recommended in those climates where antifreeze
revision, for more detailed coolant treatment informa- is not normally required (see Table 4.25-1).
tion. Table 4.25-1. Water Versus Glycol Concentration
Standard closed heat exchanger or radiator cooled PERCENT COMMENTS

with some other effective commercial cooling water

treatment product. These products usually provide
ER
cooling systems operating up to 250° F (121° C) must
be treated with industrial grade inhibited antifreeze or

corrosion protection by forming a film on the surfaces of

the cooling system and also act as a scale suppressant
WATER/GLYCOL

70/30

50/50
Minimum Glycol for Adequate Anti-
freeze/Corrosion Protection
Best for Corrosion, Freezing and Boiling
Protection

With heat exchanger cooling systems, it should be

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by modifying or conditioning the dissolved scale forming remembered that the circulation of ethylene glycol
minerals. To work effectively, all antifreeze and water solution only protects the closed system coolant.
treatment products require a clean system, free of dirt, Therefore, the heat exchanger water supply, as well as
oil, scale and rust. the auxiliary cooling water circuit, must also be pro-
tected.
PO

Ethylene Glycol
The most common cooling water additive is ethylene Propylene Glycol
glycol. The required proportion normally depends on the Propylene glycol has similar cooling properties when
lowest ambient temperature levels from which the compared to ethylene glycol. Ethylene glycol has the
system must be protected. A mix of 50% water and 50% advantage of lower viscosity than propylene glycol at
ethylene glycol will produce the best results for freezing temperatures less than 0° F (--17° C). Propylene glycol
and boiling protection, but cooling water efficiency is has a low toxicity, and it may be less stringently
reduced by as much as 15%. Since the radiator cooling regulated than ethylene glycol. Propylene glycol also
T

system effectiveness drops by approximately 2 -- 3% for has been proven to alleviate cavitation erosion that may
each 10% of glycol concentration, the radiator sizing for be experienced when using ethylene glycol solutions.
the specified heat rejection value must be taken into
AF

account to accommodate this relationship.

A minimum of 30% ethylene glycol is generally recom-
mended for adequate antifreeze and corrosion protec-
tion. The amount should not exceed 67% to avoid
impairing the heat transfer processes. A concentration
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beyond this percentage does not tend to lower the

freezing point any further and may result in engine
damage.

FORM 6277 Second Edition 4.25 -- 1

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

Other treatments the engine operator should consider Cooling System Recommendations
are (see Table 4.25-2):
1. Ensure that the rise in coolant temperature does not
Table 4.25-2. Other Cooling System Treatments exceed 10° F (5.6° C).
TREATMENT COMMENTS
2. Maintain the drop in system pressure at 8 -- 15 psi

.
Deionized, Although a maximum hardness of 200 ppm is
acceptable for initial fill and make-up, use only (55 -- 103 kPa). While pressure that is too low promotes

RP
Distilled or
Softened Water softened water, where the insolubles may be cavitation erosion, pressure that is too high may cause
as low as 0.5 ppm.
the water pump seals to leak.
Sodium Nitrate Iron and steel corrosion inhibitor.
Molybdate Slows the growth of bacteria. 3. Analyze the raw water chemistry to verify that it does
Tolyltriazole Copper corrosion inhibitor.
not contain contaminants and that it is not too hard. Use
only soft water where the insolubles are as low as
Synthetic
Prevents hard scale build up. 0.5 ppm. Hard water accelerates the formation of scale

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Polymer
deposits.
Borax Buffer Corrects the water pH to 8.5.
General corrosion inhibitor; over 0.1% 4. Analyze the cooling water chemistry every month to
concentration is not recommended for
industrial engines. A concentration that is too verify that it contains the proper inhibitor and additive
Silicates high can cause the cooling water in the concentrations.
radiator to gel, resulting in solid deposits. High
silicate inhibitor concentration is used primarily
for high speed aluminum engines. 5. Measure antifreeze content according to the lowest
anticipated temperature and refill as needed with the
NOTE: Refer to Service Bulletin 4-2429E or latest
revision for more detailed coolant treatment information.

COOLING SYSTEM SPECIFICATIONS AND

RECOMMENDATIONS
Cooling System Specifications
ER same brand.

6. Maintain cooling water pH between 8.5 and 10.5; an

acidic coolant with a pH of less than 7 will speed the
corrosion of cast iron, aluminum and steel, while a pH of
11 or higher will accelerate the corrosion of aluminum
and solder.
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Ensure that the temperature of the cooling water leaving
the engine (as indicated by the temperature gauge) 7. Check the cooling system level each day or consider
does not exceed 220° F (104° C). the installation of a coolant low level shutdown switch.
Even if a high coolant temperature switch is provided, it
Refer to Table 1.15-2 -- VHP Specifications for the jacket will not shut the engine down if the system runs low on
PO

water outlet temperature alarm and safety shutdown cooling water.

setpoints.
8. Check the cooling system for rust, sludge or other
NOTE: Customer-supplied fuel shutoff-type safety
foreign matter. Clean and flush the entire cooling system
equipment must be provided to prevent engine damage
once each year, unless evidence of corrosion or
and possible personal injury.
sediment build up demonstrates the need for more
Engine overheating, as evidenced by high jacket water frequent changes. Use only clean, soft water.
temperatures, may be caused by one or more of the
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following conditions: 9. To eliminate the recirculation of particles and con-

taminants in the cooling water circuit, install a cleanable
· restricted air flow through the radiator filter (sized at approximately 10 microns) in the coolant
AF

· defective thermostats flow. Inspect and clean the filter on a regular basis.
· worn jacket water pump 10. Frequently inspect hoses and all cooling system
· excessive jacket water pump suction connections for cracks and leaks. Do this when the
engine is operating at normal pressure.
· blown head gasket
11. On a radiator, check for damaged fan blades, a
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· faulty temperature gauge poorly fitting shroud, sticking shutters or dirt in the
· low coolant level radiator core. Repair or clean as needed.
· overloaded engine 12. Check the radiator cap gasket for proper seal.
· air bound system
· insufficient air circulation
· exhaust recirculation

4.25 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

13. If a heat exchanger is used, inspect it for scale or NOTE: To facilitate draining and flushing of the engine
corrosion. When necessary, clean the inside of the jacket water, replace one of the 3/4 inch NPT counter-
tubes with a round, soft-wire brush. Flush with cleaning sunk headless pipe plugs with a customer-supplied ball
solvent. valve (see Figure 4.25-1). The ball valve must be
threaded to accept both a hose connection and pipe

.
14. Periodically remove the intercooler and rod-out the plug.
tubes with a soft-wire brush or circulate a suitable

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cleaning solution. 2. Open the air bleed petcock(s) on top of the cluster
thermostat housing on 6 and 12 cylinder engines and on
15. Consider the installation of the following cooling top of the water manifold on 16 cylinder engines.
system safety accessories:
3. Attach the supply line to the ball valve and add
· A high water temperature shutdown device treated cooling water to the crankcase.

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· A low water level shutdown device NOTE: Always fill the engine from the bottom up to
minimize the formation of damaging air pockets. As the
· A coolant level sight glass
engine fills, air is pushed up and out.
To avoid scored pistons and other serious problems, a
high water temperature shutdown device will stop the
engine if the coolant gets too hot. A low water level
device will shut down the engine if the coolant level Antifreeze solution is toxic and poisonous. Always
drops excessively, preventing cracked or warped cylin- wear protective clothing when working with anti-
der heads, exhaust manifolds and water manifolds. A
sight glass is a quick and easy method of visually
checking the coolant level.
JACKET COOLING WATER CIRCUIT --
INITIAL FILL
ER freeze solution. Follow the safety instructions
provided on the container provided by the manufac-
turer. Failure to follow proper procedures could
cause severe personal injury or death.

4. Add coolant to the engine until the level causes it to

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NOTE: The following description is not applicable to escape from the petcock(s) on top of the cluster
permanent vent systems. thermostat housing on 6 and 12 cylinder engines. On 16
cylinder engines, petcock(s) are located on top of the
1. Remove the 3/4 inch NPT countersunk headless water manifold. See Table 1.15-2 VHP Specifications
pipe plugs from the drain hole just below the level of the
PO

for jacket water capacities.

jacket water header (see Figure 4.25-1).
5. Close the cluster thermostat housing petcock(s) and
continue filling the system until the level of the coolant
NOTE: 12 cylinder shown, all engines similar reaches the top of the surge tank or radiator.

6. Close the ball valve and unthread the hose

connection.
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BALL VALVE
Always install a pipe plug in the ball valve when the
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hose connection is removed. If the lever of the ball

valve is inadvertently bumped open, the absence of
JACKET WATER a plug will cause the coolant to drain. During
DRAIN/FILL PORT
operation, loss of any coolant may result in cata-
strophic engine damage. Escaping steam and/or
hot water can cause severe burns or severe person-
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al injury or death.

7. Apply Perma-Lokâ Heavy Duty Pipe Sealant with

Teflonâ to the threads of the pipe plug. Install the plug in
Figure 4.25-1. Optional Ball Valve -- 12 Cylinder the ball valve.

FORM 6277 Second Edition 4.25 -- 3

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

Air in the cooling system 8. Bleed trapped air (see Cooling Water System-Air
speeds up the formation Bleed).
of rust, increases corrosion and produces hot spots
within the engine. 9. Top off the surge tank or radiator.

COOLING WATER SYSTEM -- AIR BLEED

.
8. Bleed trapped air (see Cooling Water System -- Air
Air bleed the jacket water and auxiliary cooling water

RP
Bleed).
circuits at least once each day. Open and close the air
9. Top off the surge tank or radiator. bleed petcocks in the order that they are listed below,
starting at the lowest petcock in the system and ending
AUXILIARY COOLING WATER CIRCUIT -- INITIAL at the highest. Bleed one petcock at a time. The number
FILL of air bleed petcocks and their locations are listed in
NOTE: The following description is not applicable to Table 4.25-3.

CO
permanent vent systems. 1. Initial Bleed: Open each air bleed petcock prior to
1. Open the air bleed petcocks in the intercooler cooling engine startup. A hissing sound often accompanies the
water inlet/outlet bonnets. escape of trapped air. Close the petcock when the
hissing stops and water begins to flow out in a solid
2. Open the air bleed petcocks on the intercooler water steady stream.
inlet and outlet tubes located behind the venturi
extractor.

3. Open the air bleed petcocks in the inlet side of the

wastegate water return tubes.

4. From the top of the surge tank or radiator, add treated

cooling water to the auxiliary cooling water circuit.
ER Always wear protective clothing when bleeding the
cooling system on a heated engine. Slowly loosen
the air bleed petcock to relieve any excess pres-
sure. Escaping steam and/or hot water can result in
severe burns.
5. Continue filling the circuit until the level causes it to
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escape from the air bleed petcock(s) in the intercooler 2. Check Bleed: Start the engine and reopen each
cooling water inlet/outlet bonnet(s). Close the petcock(s) petcock. Close the petcock when the hissing stops and
when water begins to flow out in a solid steady stream. water begins to flow out in a solid steady stream.
PO

6. Continue filling the auxiliary cooling water circuit 3. Final Bleed: Once the temperature of the jacket
until the level causes it to escape from the petcocks in water circuit has stabilized (as indicated by the panel
the intercooler cooling water supply and the inlet side of mounted temperature gauge), reopen each petcock.
the wastegate water return tubes. Close the petcocks Close the petcock when the water begins to flow out in a
when water begins to flow out in a solid steady stream. solid steady stream.
See Table 1.15-2 VHP Specifications for the capacities
of the various auxiliary water system components. Air can be drawn into the
engine through small
T

NOTE: Customer-supplied items and connections not leaks in the jacket water system. The problem is
included. Items supplied by Waukesha include the compounded when the void created by the loss of
auxiliary water pump, intercooler, oil cooler and the coolant is filled by more air. If aeration causes the
AF

engine mounted intercooler water supply and return coolant to foam, the probability of engine damage
piping. due to overheating is greatly increased.
7. Continue filling the auxiliary cooling water circuit until
4. Carefully inspect the jacket water system for coolant
the level of the coolant reaches the top of the surge tank
leaks while the engine is running.
or radiator.
KR

Air in the cooling system

speeds up the formation
of rust, increases corrosion and produces hot spots
within the engine.

4.25 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

Table 4.25-3. Air Bleed Petcocks

COOLING WATER NUMBER OF LOCATION
CIRCUIT PETCOCKS
6 Cylinder Engine

.
Jacket water pump housing (front center); needle valve in lieu of petcock in outlet port to
1 jacket water header
Jacket Water

RP
1 Cluster thermostat housing (above bypass outlet port at front)
1 Intercooler water inlet/outlet bonnet (upper rear)
Auxiliaryy 2 Intercooler cooling water inlet/outlet elbows (upper rear)
1 Wastegate water tube (rear)
12 Cylinder Engine

CO
1 Jacket water pump housing (front center); outlet port to left bank jacket water header
Jacket Water
2 Cluster thermostat housing (above bypass outlet ports at front)
2 Intercooler water inlet/outlet bonnets (upper rear)
Auxiliary
2 Wastegate water return tube (rear right and left bank)
16 Cylinder Engine
1 Top of jacket water pump
Jacket Water
1 Top of water manifold

Auxiliary

COOLING WATER CIRCUITS --

DRAIN AND FLUSH
4
4
ER
Intercooler cross pipes (2 per intercooler)
Intercooler top center (2 per intercooler)

NOTE: To facilitate draining and flushing of the engine

jacket water, replace one of the 3/4 inch NPT counter-
sunk headless pipe plugs (just below the level of the
W
Unless evidence of corrosion or sediment buildup
demonstrates the need for more frequent maintenance, jacket water header) with a customer-supplied ball
clean and flush both the jacket water and auxiliary valve. The ball valve must be threaded to accept both a
cooling water circuits at least once each year. hose connection and pipe plug.
PO

1. Start the engine. Let the engine run about 10 minutes 3. Verify that the customer-supplied ball valve is in the
to stir up any rust or sediment. closed position. Remove the pipe plug and attach the
drainage line.

4. Drain the coolant from the jacket water and auxiliary

cooling water circuits. Avoid delay so that the water is
Always wear protective clothing when draining the drained before the rust and sediment has a chance to
cooling systems on a heated engine. Slowly loosen settle.
the air bleed petcocks to relieve any excess pres-
T

sure. Escaping steam and/or hot water can result in 5. Open all air bleed petcocks.
severe burns or death.
6. Open all water drain petcocks (see Table 4.25-4).
AF

2. Shut down the engine. Open the air bleed petcocks Remove all drain plugs. Place a small catch pan
at the highest point in both the jacket water and auxiliary beneath each petcock before opening.
cooling water circuits, whether it be on top of the surge
tank, radiator or other heat transfer device.
KR

FORM 6277 Second Edition 4.25 -- 5

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

Table 4.25-4. Water Drain Petcocks 11. Close the cluster thermostat housing petcock(s)
COOLING NUMBER and continue filling the jacket water system until the level
WATER OF LOCATION reaches the top of the surge tank or radiator.
CIRCUIT PETCOCKS
6 Cylinder Engines
12. Bleed trapped air. Begin at the lowest petcock and

.
finish at the highest. Bleed one petcock at a time. Close
Jacket water header (front and
2 (plugs) the petcock when the hissing stops and water begins to

RP
rear)
flow out in a solid steady stream.
2 (plugs) Water manifold (front and rear)
Jacket
Water Jacket water pump housing 13. Attach the supply line and add clean, soft water to
1 (see exit hole in side panel of
safety guard assembly) the surge tank or radiator of the auxiliary cooling water
circuit.
1 Oil cooler (bottom rear)
14. Top off the surge tank or radiator of the jacket water

CO
2 Intercooler (rear, left and right)
1 Auxiliary water pump (bottom) circuit.
Auxiliary
Wastegate water pipe
1 (also used for air bleed) 15. Successively close each air bleed petcock when
water begins to flow out in a solid steady stream.
12 Cylinder Engines
4 (plugs) Jacket water headers (front and rear) 16. Continue filling the auxiliary cooling water circuit
Jacket 2 Water manifold (front and rear) until the level reaches the top of the surge tank or
Water
radiator.
2 Water Elbows front left and right)

Auxiliary

16 Cylinder Engines
8
1

1
Intercooler (rear, left and right)
Auxiliary water pump (bottom)
Water return pipe (pipe end at
crankcase Vee, engine front)
ER 17. Bleed trapped air. Begin at the lowest petcock and
finish at the highest. Bleed one petcock at a time. Close
the petcock when the hissing stops and water begins to
flow out in a solid steady stream.

18. Top off the surge tank or radiator of the auxiliary

W
4 (plugs) Jacket water headers (front and rear) cooling water circuit.
Jacket 2 Water manifold (front and rear)
Water Jacket water pump housing
1 (see exit hole in side panel of
safety guard assembly)
PO

Always wear protective clothing when venting the

2 Intercooler (4 each intercooler)
cooling system on a heated engine. Slowly loosen
Auxiliaryy 1 Auxiliary water pump (bottom) the air bleed petcock to relieve any excess pres-
1 Wastegate (1 per wastegate) sure. Escaping steam and/or hot water can result in
severe burns or death.
7. Close all water drain petcocks. Apply Perma-Lokâ
Heavy Duty Pipe Sealant with Teflonâ to the threads, 19. Start the engine and slowly reopen each air bleed
and install all drain plugs. petcock. Close the petcock when the hissing stops and
T

water begins to flow out in a solid steady stream.

8. Select and inspect an internal surface that is suitable
for gauging the effectiveness of the cleaning and 20. Slowly reopen each air bleed petcock when the
AF

descaling solution. If necessary, insert a piece of drill engine jacket water temperature has stabilized (as
welding rod into the water passage opening to feel for an indicated by the panel mounted temperature gauge).
accumulation of lime and mineral scale deposits. Close the petcock when the water begins to flow out in a
solid steady stream.
9. Attach the supply line to the ball valve and add clean,
soft water to the crankcase. Always fill the engine from 21. Let the engine run about 10 minutes to stir up any
the bottom up to minimize the formation of air pockets. rust or sediment in the cooling water system.
KR

As the engine fills, air is pushed up and out.

10. Successively close each air bleed petcock when

water begins to flow out in a solid steady stream. Begin
at the lowest petcock and finish at the highest.

4.25 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

All antifreeze and water

treatment products re-
Always wear protective clothing when draining the quire a clean system in order to work effectively. If
cooling systems on a heated engine. Slowly loosen contaminants, such as dirt, rust, scale, lime, grease,
the drain petcocks to relieve any excess pressure. oil and/or cleaning agents, are not completely

.
Escaping steam and/or hot water can result in flushed out, they can destroy the corrosion inhibi-

RP
severe burns or death. tors and scale suppressants intended to keep
freshly filled cooling systems clean.
NOTE: Contaminants left in the cooling water systems
will reduce or deplete the effectiveness of the cleaning 30. Inspect the drain water for cleanliness. Fill and flush
solution. the systems again, if necessary. The best results are
obtained when the drain water runs clear.
22. Stop the engine. Drain the crankcase and all

CO
cooling system accessories. Drain the auxiliary cooling 31. Fill the jacket water and auxiliary cooling water
water circuit. Avoid delay so that the water is completely circuits with coolant. Be sure that the coolant has the
drained while the rust and sediment are still in proper inhibitor and additive concentrations (see
suspension. COOLING SYSTEM ADDITIVES in this section). Bleed
the system of trapped air.
23. Attach the supply line and fill the jacket water and
auxiliary cooling water circuits with a suitable cleaning
solution. Use a non-acidic, non-corrosive, biodegrad-

engine and avoids damage to internal gaskets and

seals.

NOTE: Follow the manufacturer’s recommendations

ER
able compound that prevents the loss of metal in the

for the proper concentration of cleaning solution and

Always install a pipe plug in the ball valve when the
hose connection is removed from the jacket water
header. If the lever of the ball valve is inadvertently
bumped open, the absence of a plug will cause the
coolant to drain. During operation, loss of any
coolant may result in catastrophic engine damage.
length of cleaning time. Escaping steam and/or hot water can cause severe
W
burns or death.
24. Bleed trapped air.

25. Top off the surge tank or radiator of the jacket water Air can be drawn into the
and auxiliary cooling water circuits.
PO

system through small

leaks in the cooling water circuit. The problem is
26. Start the engine. Let it run for at least 10 minutes or
compounded when the void created by any loss of
until the cleaning solution is depleted.
coolant is filled by more air. Air in the cooling
27. To ensure that the contaminants remain in suspen- system speeds up the formation of rust, increases
sion, drain the cooling systems as quickly as possible. corrosion and produces hot spots within the en-
gine. If aeration causes the coolant to foam, the
28. Inspect internal surfaces. If the results are not probability of engine damage due to overheating is
T

satisfactory, refill the engine with cleaning solution. greatly increased.

Repeat Steps 23 -- 27 as necessary.
32. Carefully inspect the jacket water and auxiliary
AF

29. To flush the systems of cleaning solution and any cooling water circuits for leaks.
residual contaminants, fill the jacket water and auxiliary
cooling water circuits with clean, soft water. Drain
immediately.
KR

FORM 6277 Second Edition 4.25 -- 7

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

IDLER PULLEY BEARING LUBRICATION Do not over grease the

All engines require greasing the ball bearing in the jacket idler pulley bearing. Over
water pump idler pulley bracket every 720 running greasing causes high bearing temperatures that
hours. shorten bearing service life. Disregarding this
information could result in product damage and/or

.
1. Locate the idler pulley bracket grease fitting mounted personal injury.

RP
above the drain cock in the panel of the safety guard
assembly (right bank side) (see Figure 4.25-2 and 2. Using a hand-held grease gun, apply one stroke of
Figure 4.25-3). Lithoplexâ Grease No. 2 (Multipurpose Lithium Com-
plex Formula Containing Molybdenum Disulfide) to the
grease fitting.
SAFETY PANEL
AUXILIARY WATER PUMP BEARINGS

CO
LUBRICATION
WATER
DRAIN COCK The pump is mounted to a bracket at the front left or right
corner of the oil pan. Depending on the model of the
auxiliary water pump used, the pump may have one or
two grease fittings. Safety guards on some engines may
cover access to grease fittings. In this case an access
hole is provided to allow the fitting to be greased.

NOTE: 6 and 12 cylinder are similar.

Figure 4.25-2. Idler Pulley Bearing Lube --

ER1. Locate the grease fitting(s) on the auxiliary water
pump (see Figure 4.25-4, Figure 4.25-5 and
Figure 4.25-6).

Do not over grease the

water pump bearings.
W
12 Cylinder Shown Over greasing causes high bearing temperatures
that shorten bearing service life. Disregarding this
information could result in product damage and/or
personal injury.
GREASE FITTING
PO

2. Using a hand-held grease gun, apply two or three

strokes of Lithoplexâ Grease No. 2 (Multipurpose
Lithium Complex Formula Containing Molybdenum
SAFETY Disulfide) to the grease fitting(s).
PANEL
T

GREASE FITTING(S)
AF

Figure 4.25-3. Idler Pulley Bearing Lube -- 16 Cylinder

KR

NOTE: 1 or 2 grease fittings depending on pump model.

Figure 4.25-4. Auxiliary Water Pump Lube -- 6 Cylinder

4.25 -- 8 FORM 6277 Second Edition

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

JACKET WATER PUMP DRIVE BELTS

REPLACEMENT
GREASE FITTING(S)

.
Always install the safety guards after completing

RP
any service operation. Never operate the engine
with the safety guards removed. Disregarding this
GREASE FITTING(S) information could result in product damage, severe
personal injury or death.

1. Remove front safety guard.

CO
NOTE: 1 or 2 grease fittings depending on pump model.
Verify that the pulley
Figure 4.25-5. Auxiliary Water Pump Lube -- sheaves are clean and
12 Cylinder completely free of grease, oil and dirt. An accumula-
tion of dirt in the sheave grooves impairs traction
and accelerates belt wear. Disregarding this in-
formation could result in product damage and/or
personal injury.
GREASE FITTINGS

ER
2. Verify that the pulley sheaves are clean and com-
pletely free of grease, oil, dirt and grit.

3. Inspect the drive belts for fraying, cracks or wear.

Belts must not be glazed, split, peeled or greasy.
Replace as necessary.
W
Belts are matched and
tied in sets. Always re-
place the drive belts in sets. Never replace just one
drive belt even if only one belt is worn. Since the
PO

older belts are stretched during hours of engine

Figure 4.25-6. Auxiliary Water Pump Lube --
operation, the circumference of new belts is slightly
16 Cylinder
smaller. A difference in belt size will cause the new
belt to carry the full load, resulting in rapid belt
GREASE RECOMMENDATIONS failure and possible damage to driven equipment.
A Lithium complex type grease is now recommended Disregarding this information could result in prod-
over the Lithium soap base grease because of its ability uct damage and/or personal injury.
T

to resist water. Lithium complex type grease also

provides superior rust protection qualities (especially
steel surfaces), as well as its thermal and mechanical
AF

stability at high operating temperatures. The Lithium

complex grease has a continuous operating tempera-
ture of approximately 350° F (177° C), whereas the
Lithium soap base grease has an upper operating
temperature limit of approximately 225° F (107° C).
KR

FORM 6277 Second Edition 4.25 -- 9

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

4. Remove the auxiliary water pump drive belts. Back 5. Loosen the pivot bolt on which the idler pulley bracket
the upper thin hex lock nut on the threaded rod away turns (see Figure 4.25-9). Loosen the slotted lock bolt to
from the adjusting lever (see Figure 4.25-7 and unlock the position of the bracket. The belt tension is
Figure 4.25-8). The movement of the idler pulley released as the idler pulley bracket rotates.
releases the drive belt tension. Slip the drive belts off the

.
auxiliary water pump and idler pulleys.

RP
JACKET WATER PUMP NOTE: 6 and 16 cylinder
are similar.
HEX HEAD CAPSCREW
IDLER LEVER

NOTE: 6 and 16 cylinders

are similar.
PIVOT BOLT

CO
THREADED ADJUSTING
ROD LEVER

ELASTIC STOP
LOCK NUT LOCK WASHER

SLOTTED
LOCK BOLT
IDLER PULLEY

SPACER

PIVOT ROD
SPACER

ER BRACKET

Figure 4.25-9. Tighten Idler Pulley Bracket Bolts --

12 Cylinder Shown

THIN HEX LOCK NUT 6. Slip the old drive belts off the jacket water pump and
W
idler pulleys. Remove the belts from the rear crankshaft
PLAIN WASHER pulley and discard.
STUD ANCHOR 7. Place a new drive belt in the rear groove of the rear
crankshaft pulley. The rear groove is the one closest to
PO

PLAIN WASHER
ELASTIC STOP LOCK NUT the gear cover. Slip the belt into the rear groove of the
jacket water pump pulley.
Figure 4.25-7. Adjusting/Idler Lever Assembly --
12 Cylinder Shown 8. Place a new drive belt into the second last groove of
the rear crankshaft and jacket water pump pulleys.

9. Rotate the idler pulley bracket clockwise to seat the

NOTE: 6 and 16 cylinder are similar. jacket water pump drive belts in the two pulley grooves.
T

10. Refer to Jacket Water Pump Drive Belt Tension

Adjustment to adjust the belts.
AF

Always install the safety guards after completing

any service operation. Never operate the engine
with the safety guards removed. Disregarding this
KR

information could result in product damage, severe

ADJUSTING/IDLER personal injury or death.
LEVER ASSEMBLY

11. Install the safety guards.

Figure 4.25-8. Adjusting/Idler Lever Assembly --
6 Cylinder Shown

4.25 -- 10 FORM 6277 Second Edition

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

JACKET WATER PUMP DRIVE BELT TENSION A. Measure the distance between the center lines of
ADJUSTMENT the crankshaft and jacket water pump pulleys.
Check the tension and condition of the two jacket water Align the bottom of the large O-ring on the
pump drive belts weekly. Replace the drive belts every “Inches of Span” scale to the measured distance.
8000 running hours or as necessary.

.
B. Align the bottom of the small O-ring on the
“Deflection Force” scale with the zero mark.

RP
C. Place the tension tester squarely on the front
Always install the safety guards after completing drive belt at the center of the longest unsupported
any service operation. Never operate the engine span (between the jacket water pump pulley and
with the safety guards removed. Disregarding this the crankshaft pulley). Apply inward force on the
information could result in product damage, severe plunger perpendicular to the belt span until the

CO
personal injury or death. bottom of the large O-ring is even with the top of
the rear drive belt (see Figure 4.25-10).
1. Remove the safety guard.
D. Remove the tension tester and read the force
Be sure that the belts are applied from the bottom of the small O-ring on the
cool when the tension is deflection force scale. The tension of the belts
checked or adjusted. The thermal expansion of must be between 11.9 -- 17.5 lb. (53 -- 77 N).
warm belts will result in a false tension reading. E. Check the rear belt tension in the same manner.
uct damage and/or personal injury.

2. Using V-Belt Tension Tester (Tool P/N 474016),

check the drive belt tension.
ER
Disregarding this information could result in prod-
NOTE: If the tension tester is not available, moderate
hand pressure should deflect the long part of the belt
approximately 0.25 -- 0.50 in. (6 -- 13 mm) or as a general
rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm) of belt
span measured from pulley center to pulley center. Belt
span should be measured each time.
W
FRONT DRIVE BELT
PO

REAR DRIVE BELT

LARGE O-RING SMALL O-RING

T

DEFLECTION
SPAN SCALE FORCE SCALE
AF

Figure 4.25-10. Drive Belt Tension Tester

KR

FORM 6277 Second Edition 4.25 -- 11

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

3. If belt tension adjustment is necessary, loosen the

pivot bolt on which the idler pulley bracket turns (see NOTE: 6 and 16 cylinder are similar. DRIVE
Figure 4.25-11). Loosen the slotted bolt to unlock the BELT
position of the bracket. The belt tension is released as LEVERAGE
the idler pulley bracket rotates upward in a counter- PAD

.
clockwise direction.

RP
NOTE: 6 and 16 cylinder are similar.

PIVOT JACKET WATER

BOLT PRY BAR
PUMP PULLEY

CO
DRIVE BELT IDLER PULLEY
(FRONT) BRACKET

Figure 4.25-12. Jacket Water Pump Drive Belt Tension

SLOTTED -- 12 Cylinder Shown
LOCK BOLT

IDLER PULLEY BRACKET 5. Holding the pry bar in position, use the tension tester
IDLER PULLEY to apply inward pressure to the center of the longest
unsupported span on the front drive belt (between the
Figure 4.25-11. Jacket Water Pump Drive Belt
Tensioning -- 12 Cylinder Shown

Belts that are too tight

result in excessive
ERjacket water pump pulley and the crankshaft pulley).

6. Tension used belts between 11.9 -- 17.5 lb.

(53 -- 77 N).

NOTE: If the tension tester is not available, moderate

stretching and overheating. Too much tension may
W
hand pressure should deflect the long part of the belt
also damage drive components, such as sheaves approximately 0.25 -- 0.50 in. (6 -- 13 mm) or as a general
and shafts, and lead to premature failure of the idler rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm) of belt
pulley and/or water pump bearings. Disregarding span measured from pulley center to pulley center.
this information could result in product damage
PO

and/or personal injury. 7. Tighten the slotted lock bolt on the idler pulley
bracket when the proper belt tension is obtained (see
Figure 4.25-11). Tighten the pivot bolt.
Belts that are too loose
result in belt slippage. 8. Inspect the belts for proper seating. V-belts should
Slippage causes burn spots, overheating, rapid ride on the sides of the pulley sheaves, not on the bottom
wear and breakage. The vibration created by loose of the groove.
belts may also be sufficient to cause unnecessary
9. Verify that the tension of the front drive belt is
T

wear of the pulley grooves. Disregarding this

information could result in product damage and/or between 11.9 -- 17.5 lb. (53 -- 77 N). Verify the tension of
personal injury. the rear drive belt.
AF

4. To reset the belt tension, insert a pry bar between the 10. See Auxiliary Water Pump Drive Belt Tension
upper edge of the idler pulley bracket and the untapped Adjustment in this section.
boss on the left bank side of the water pump housing
(see Figure 4.25-12). To tighten the drive belts, use the
pad above the untapped boss for leverage and push up
Always install the safety guards after completing
KR

on the pry bar to move the idler pulley bracket downward

(CW). any service operation. Never operate the engine
with the safety guards removed. Disregarding this
information could result in product damage, severe
personal injury or death.

11. Install the safety guards.

4.25 -- 12 FORM 6277 Second Edition

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

AUXILIARY WATER PUMP DRIVE BELT HEX HEAD CAPSCREW

REPLACEMENT
IDLER LEVER

.
Always install the safety guards after completing

RP
any service operation. Never operate the engine THREADED ADJUSTING
with the safety guards removed. Disregarding this ROD LEVER
information could result in product damage, severe
personal injury or death.
ELASTIC STOP
LOCK NUT LOCK WASHER
1. Remove the safety guard.

CO
Verify that the pulley
sheaves are clean and SPACER
completely free of grease, oil and dirt. An accumula- SPACER
tion of dirt in the sheave grooves impairs traction
and accelerates belt wear. Disregarding this in- PIVOT ROD
formation could result in product damage and/or
personal injury. THIN HEX LOCK NUT

2. Verify that the pulley sheaves are clean and com-

pletely free of grease, oil, dirt and grit.
ER
3. Inspect the drive belts for fraying, cracks or wear.
Belts must not be glazed, split, peeled or greasy.
Replace as necessary.
PLAIN WASHER

STUD ANCHOR
PLAIN WASHER
ELASTIC STOP LOCK NUT
W
Figure 4.25-14. Adjusting/Idler Lever Assembly --
4. If replacement is necessary, back the upper thin hex 12 Cylinder
lock nut on the threaded rod away from the adjusting
lever (see Figure 4.25-13 and Figure 4.25-14). The 5. Remove the drive belts from the auxiliary water pump
pivot point of the idler lever follows the adjusting lever. and idler pulleys (see Figure 4.25-13 and
PO

The movement of the idler pulley releases the drive belt Figure 4.25-15). Remove the belts from the rear crank-
tension. shaft pulley and discard.

NOTE: 6 and 16 cylinder are similar. AUXILIARY WATER

PUMP DRIVE BELTS
T
AF

ADJUSTING/IDLER
LEVER ASSEMBLY
KR

Figure 4.25-13. Adjusting/Idler Lever Assembly --

6 Cylinder Shown
Figure 4.25-15. Auxiliary Water Pump Belts --
12 Cylinder

FORM 6277 Second Edition 4.25 -- 13

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

Belts are matched and

tied in sets of two. Al-
ways replace the drive belts in pairs. Never replace Always install the safety guards after completing
just one drive belt even if only one belt is worn. any service operation. Never operate the engine
Since the older belts are stretched during hours of with the safety guards removed. Disregarding this

.
engine operation, the circumference of new belts is information could result in product damage, severe

RP
slightly smaller. A difference in belt size will cause personal injury or death.
the new belt to carry the full load, resulting in rapid
belt failure and possible damage to driven equip- 10. Install the safety guards.
ment. Disregarding this information could result in
product damage and/or personal injury. AUXILIARY WATER PUMP DRIVE BELT TENSION
ADJUSTMENT
6. Inspect the condition of the new auxiliary water pump

CO
drive belts. Replace as necessary.

7. Place the new drive belts in the rear groove of the Always install the safety guards after completing
rear crankshaft pulley (directly in front of the first jacket any service operation. Never operate the engine
water pump drive belt) (see Figure 4.25-16). Slip the with the safety guards removed. Disregarding this
belts into the grooves of both the auxiliary water pump information could result in product damage, severe
and idler lever pulleys. personal injury or death.

JACKET WATER
PUMP BELTS
ER 1. Remove the safety guard.

Be sure that the belts are

cool when the tension is
checked or adjusted. The thermal expansion of
warm belts will result in a false tension reading.
W
Disregarding this information could result in prod-
uct damage and/or personal injury.
2. Using V-Belt Tension Tester (Tool P/N 474016),
check the auxiliary drive belt tension.
PO

A. Measure the distance between the center lines of

AUXILIARY WATER pulleys of the longest belt span. Align the bottom
PUMP BELTS
of the large O-ring on the “Inches of Span” scale
to the measured distance.
B. Align the bottom of the small O-ring on the
“Deflection Force” scale with the zero mark.
Figure 4.25-16. Jacket And Auxiliary Water Pump
C. Place the tension tester squarely on the front
T

Belts -- 12 Cylinder
drive belt at the center of the longest unsupported
span. Apply inward force on the plunger perpen-
8. To tighten the drive belts, thread the upper thin hex dicular to the belt span until the bottom of the
AF

lock nut toward the adjusting lever. The pivot point of the large O-ring is even with the top of the rear drive
idler lever follows the adjusting lever in a clockwise belt (see Figure 4.25-17).
direction. The upward movement of the idler pulley
increases the drive belt tension. D. Remove the tension tester and read the force
applied from the bottom of the small O-ring on the
9. Refer to Auxiliary Water Pump Drive Belt Tension deflection force scale. The tension of the belts
KR

Adjustment to adjust the belts. must be between 5 -- 8 lb. (22 -- 35.6 N×m).
E. Check the rear belt tension in the same manner.
NOTE: If the tension tester is not available, moderate
hand pressure should deflect the long part of the belt
approximately 0.25 -- 0.50 in. (6 -- 13 mm) or as a general
rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm) of belt
span measured from pulley center to pulley center.

4.25 -- 14 FORM 6277 Second Edition

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

FRONT DRIVE BELT

REAR DRIVE BELT

LARGE O-RING SMALL O-RING

.
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DEFLECTION
SPAN SCALE FORCE SCALE

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Figure 4.25-17. Drive Belt Tension Tester

Belts that are too tight Belts that are too loose
result in excessive result in belt slippage.
stretching and overheating. Too much tension may Slippage causes burn spots, overheating, rapid
also damage drive components, such as sheaves wear and breakage. The vibration created by loose

pulley and/or water pump bearings. Disregarding

this information could result in product damage
and/or personal injury.
NOTE: Since the circumference of new belts is some-
ER
and shafts, and lead to premature failure of the idler belts may also be sufficient to cause unnecessary
wear of the pulley grooves. Disregarding this
information could result in product damage and/or
personal injury.
7. To tighten the drive belts, back the elastic stop lock
what smaller, reuse of the setting established for the nut on the upper end of the threaded rod away from the
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discarded drive belts will result in belts that are too tight. adjusting lever. Use a 3/8 inch deepwell socket for best
results.
3. To loosen the drive belts, back the upper thin hex lock
nut on the threaded rod away from the adjusting lever. 8. Thread the upper thin hex lock nut toward the
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The pivot point of the idler lever follows the adjusting adjusting lever. The pivot point of the idler lever follows
lever in a counter clockwise direction. The downward the adjusting lever in a clockwise direction. The upward
movement of the idler pulley releases the drive belt movement of the idler pulley increases the drive belt
tension. tension.

4. When the correct tension is obtained, thread the 9. When the correct tension is obtained, thread the
3/8 inch elastic stop lock on the upper end of the elastic stop lock nut on the upper end of the threaded rod
threaded rod toward the adjusting lever. Be sure that the toward the adjusting lever. Be sure that the lock nuts
lock nuts (thin hex and elastic stop) on each side of the (thin hex and elastic stop) on each side of the adjusting
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adjusting lever are properly tightened. lever are properly tightened.

5. Inspect the belts for proper seating. V-belts should

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ride on the sides of the pulley sheaves, not on the bottom

of the groove. Always install the safety guards after completing
6. Because of initial stretching, recheck the belt tension any service operation. Never operate the engine
after 10 minutes run time. Check the belt tension again with the safety guards removed. Disregarding this
after the first 30 minutes run time and then every information could result in product damage, severe
KR

250 hours thereafter. personal injury or death.

10. Install the safety guards.

FORM 6277 Second Edition 4.25 -- 15

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 KRAFT POWER CORP.
COOLING SYSTEM MAINTENANCE

JACKET/AUXILIARY WATER PUMP INSPECTION The presence of coolant

at the “weep hole” indi-
Jacket Water Pump Inspection cates that the jacket water pump must be rebuilt. A
defective water pump seal results in coolant loss
and contamination of the inner ball bearing grease.

.
Disregarding this information could result in prod-
Always install the safety guards after completing

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uct damage and/or personal injury.
any service operation. Never operate the engine
with the safety guards removed. Disregarding this 3. Notify a Waukesha certified technician if any coolant
information could result in product damage, severe leakage at the “weep hole” is observed.
personal injury or death.

1. Remove the safety guard.

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Always install the safety guards after completing
2. Inspect the “weep hole” in the casting directly below any service operation. Never operate the engine
the water pump pulley (see Figure 4.25-18). The “weep with the safety guards removed. Disregarding this
hole” drains any coolant that leaks past the ceramic information could result in product damage, severe
water pump seal. personal injury or death.

4. Install the safety guards.

Auxiliary Water Pump Inspection

ER Auxiliary water pumps should be visually checked for

leaks at shaft seal and housing seal locations (see
Figure 4.25-19).
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SHAFT SEAL AREA

SHAFT SEAL AREA

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VISUALLY CHECK SHAFT HOUSING MATING

SEAL AND HOUSING MATING SURFACES
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“WEEP” HOLE SURFACES FOR LEAKS

Figure 4.25-19. Auxiliary Water Pump

AF

Figure 4.25-18. Jacket Water Pump “Weep” Hole -- The presence of coolant
Water Pump Shown Removed at the shaft seals indi-
cates that the jacket water pump must be rebuilt. A
defective water pump seal results in coolant loss
KR

and contamination of the inner ball bearing grease.

Disregarding this information could result in prod-
uct damage and/or personal injury.

4.25 -- 16 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 4.30

.
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LUBRICATION SYSTEM MAINTENANCE

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LUBRICATION SYSTEM MAINTENANCE
Table 4.30-1. Lubrication System
6 CYLINDER 12 CYLINDER 16 CYLINDER
Sump capacity, including filter and cooler* 66 gallons (250 litres) 90 gallons (340 litres) 155 gallons (587 litres)
Oil pan (Low level mark) 35 gallons (132.5 litres) 35 gallons (132.5 litres) 80 gallons (303 litres)
Oil pan (Low level mark) 45 gallons (170.3 litres) 45 gallons (170.3 litres) 110 gallons (416 litres)
Lube Oil Filter Capacity 20 gallons (75.7 litres) 36 gallons (136.3 litres) 45 gallons (170 litres)

Oil Cooler Capacity

Record total amount for future reference.

OIL FILL -- INITIAL PROCEDURE

ER (8 in.) 6.9 gal. (26.1 L)
(10 in.) 10 gal. (37.8 L)
(8 in.) 6.9 gal. (26.1 L)
(10 in.) 10 gal. (37.8 L) 10 gallons (38 litres)

NOTE: * Total capacity of lube oil system. Fill oil pan, filter, cooler, etc., run engine, then add oil as required to bring oil level in oil pan back to high mark.

2. Refer to Lube Oil Filter Maintenance and fill the oil

The oil capacities listed in Table 4.30-1 represent filter with the proper grade oil.
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approximate amounts. Use the initial fill to determine the 3. Insert the make-up line and add lube oil to the oil pan.
actual amount of oil required. Table 4.30-4, Table 4.30-5 Periodically remove the dipstick and take note of the
and Table 4.30-6 list oil recommendations. reading.
PO

4. Continue to add oil to the oil pan until the level

The lube oil piping must reaches the “full” mark on the dipstick (see
be purged of all slag and Figure 4.30-2).
debris before the engine is first started. Before
proceeding with the oil fill procedure, refer to the
purging instructions in this section. Disregarding LOW FULL

this information could result in product damage

and/or personal injury.
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1. Remove the cap from the oil filler pipe on the lower
rear left side of the engine (see Figure 4.30-1). O-RING
AF

Figure 4.30-2. Dipstick

OIL FILLER PIPE
5. Stop adding oil and start the prelube pump. The
prelube pump must be run to fill the oil lines, oil cooler,
the full-flow lube oil filter and oil strainer. It also ensures
that the bearings, turbochargers and other moving parts
KR

of the engine are properly lubricated.

Filter must be filled with

OIL FILLER lubricating oil before first
INSTRUCTION PIPE
DECAL start and after each element change. Disregarding
BRACKET
this information could result in product damage.
Figure 4.30-1. Oil Filler Pipe

FORM 6277 Second Edition 4.30 -- 1

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

6. Depress the bypass valve plunger inside filter to CRANKCASE OIL LEVEL CHECKING
allow air to escape. Before first startup, vent air through Check the crankcase oil level daily before the engine is
the cover vent while the prelube pump is still running. A started. For convenience, a dipstick is located on both
continuous flow of oil from the vent line is required and the right and left side of the oil pan (see Figure 4.30-2).
indicates that all air has been removed from the lube oil The blade of the dipstick is marked “low” and “full.”

.
system. Always maintain the oil level at the “full” mark. Both

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7. Run the prelube pump until pressure is indicated on marks on the dipstick are “static lines.” The dipstick does
the oil pressure gauge. Stop the prelube pump, wait a not indicate where the level of the oil should be when the
few minutes for the oil to drain back into the crankcase, engine is running.
check the dipstick and add oil to the oil pan until the level When checking the oil level, carefully examine the
returns to the “full” mark. condition of the oil on the dipstick. Replace the oil any
time it appears diluted, thickened by sludge or otherwise

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8. Install the oil filler cap, start the engine and wait until deteriorated. The useful life of the oil depends on a
the lube oil has warmed up to its normal operating number of factors, which include the engine load,
temperature. Shut the engine down, wait for the oil to temperature, fuel quality, atmospheric dirt, moisture and
drain back into the pan and then check the level one the level of maintenance. If oil performance problems
more time. Add oil if the level is below the “full” mark. arise, consult your oil supplier.
9. Check the crankcase oil level daily before the engine Always pay close attention to engine operating temper-
is started. The blade of the dipstick is marked “low” and atures. If engine jacket water and oil temperatures are
“full.” Always maintain the oil level at the “full” mark. Both maintained according to engine specifications, particu-
marks on the dipstick are “static lines.” The dipstick
does not indicate where the level of the oil should be
when the engine is running.

OIL COOLER AND LUBE OIL FILTER

INSTALLATION REQUIREMENTS
ER larly during periods of light load operation, the problems
resulting from condensation of corrosive vapors in the
crankcase can be minimized.
When using an engine oil for which there is no previous
operating experience, a detailed oil analysis by qualified
professionals is strongly recommended. A well moni-
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1. All piping connections to and from the engine and tored maintenance program also should be established
between lubrication system accessories are to be for the first year of usage and the performance of the
supplied by the customer. Place the optional ship loose engine should be carefully observed against all external
lube oil cooler and lube oil filter assemblies as close to operating conditions. This procedure will help to deter-
PO

the engine as possible. All customer connections to the mine if the selected oil is really suitable for your
engine must be flexible. particular operation.

2. Verify that all lines between the engine and the lube NOTE: If any questions arise with regard to the
oil filter and lube oil cooler assemblies are clean and free foregoing information call the Waukesha Product Sup-
from scale. port or Sales Engineering Departments. The engine
operator may also wish to refer to Service Bulletin
3. Filter must be filled with lubricating oil before first 12-1880V, or latest revision, for more information on
start and after element change. Depress bypass valve lubricating oils.
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plunger inside filter to allow air to escape. Before first

startup, vent air through the cover vent while prelube
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pump is running. A continuous flow of oil from the vent

line is required, and indicates that all air has been
removed from the system.

4. Refer to Lube Oil Pressure Adjustment and adjust

the lube oil pressure.
KR

4.30 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

OIL CHANGE Filter must be filled with

lubricating oil before first
start and after each element change. Disregarding
this information could result in product damage.
Hot oil can cause severe burns. Allow oil to cool

.
prior to working on lube oil system components. 7. Refer to Lube Oil Filter Maintenance and replace

RP
Wear protective equipment and use caution while the oil filter elements and fill the oil filter assembly with
working on lube oil system components. Failure to oil (see Table 4.30-1 and Table 4.30-4).
follow proper procedures could cause severe per-
sonal injury or death. 8. Refer to Initial Fill Procedures and fill the engine with
oil (see Table 4.30-1 and Table 4.30-4).
To change the oil, drain the oil pan and all lube oil system
accessories; oil cooler, full-flow oil filter and lube oil 9. Refer to Lube Oil System Air Bleed and bleed

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strainer. Proceed as follows: trapped air from the lube oil system.

NOTE: Drain oil when warm for best results. OIL PAN MAINTENANCE

1. Oil pan: Remove the 2 inch square head drain plug.

For convenience, four drain plugs are provided, one at
each corner of the oil pan. Retain an oil sample for oil Hot oil can cause severe burns. Allow oil to cool
analysis. Install the drain plugs when the oil has drained. prior to working on lube oil system components.
Wear protective equipment and use caution while
NOTE: Installation of a customer-supplied ball valve
and pump facilitates draining of the oil pan.

2. Oil Cooler: Remove the drain plug at the bottom ofER

the oil cooler shell midway between the inlet and rear
bonnets. Install the drain plug when the oil has drained.
working on lube oil system components. Failure to
follow proper procedures could cause severe per-
sonal injury or death.

NOTE: Since it is necessary to drain the oil pan and

lube oil system accessories, schedule the cleaning
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3. Full-Flow Lube Oil Filter: Remove the upper drain during a regular oil change interval.
plug from the oil filter housing to drain sludge and dirty oil
from the filter element chamber. Remove the lower plug NOTE: Drain oil when warm.
to drain oil from the clean oil chamber (see 1. Drain the oil pan, oil cooler, full-flow oil filter and lube
PO

Figure 4.30-8). Install the drain plugs when the oil has oil strainer.
drained.
2. Loosen the oil pan door clamp capscrews (see
4. Lube Oil Strainer: Remove the drain plug (3/8 inch) at Figure 4.30-3). Rotate the assembly about 45 degrees
the bottom of the strainer element housing (see to remove the door from the access hole.
Figure 4.30-14). Install the drain plug when the oil has 3. A small pool of oil about 3/4 inch deep will normally
drained. accumulate on each end of the oil pan where the casting
is recessed. Only a thin film will cover the other internal
5. When the oil has drained, ensure all the drain plugs surfaces. Using absorbant cloths, wipe the oil pan clean.
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are reinstalled. Thoroughly clean the channel that connects the two
6. Refer to Oil Pan Maintenance and clean the oil pan. recessed areas.
AF

O-RING
KR

WASHER

O-RING

Figure 4.30-3. Oil Pan Door Assembly -- Standard VHP Production

FORM 6277 Second Edition 4.30 -- 3

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

4. Clean the oil pickup screen (see Oil Pickup Screen

Maintenance).
5. Install the oil pan doors. Hold each door so that the Compressed air can pierce the skin and cause
rear clamp is 45 degrees from the vertical position. severe injury. Never use your hand to check for leaks
Insert the clamp into the oil pan access hole. Holding the or to determine air flow rates. Wear safety glasses to

.
door against the face of the access hole, rotate the door shield your eyes from flying dirt and debris. Disre-

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until the clamp is in the horizontal position. Tighten the garding this information could result in severe
door clamp capscrew to 18 -- 20 ft-lb (24 -- 27 N×m). personal injury or death.

6. Refer to Oil Change and refill the engine with the 2. Thoroughly dry all parts with low pressure com-
proper quantity and grade of lubrication oil (see pressed air.
Table 4.30-1). 3. Inspect the pickup screen for tears or holes. Replace
the screen if damaged.

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OIL PICKUP SCREEN MAINTENANCE
4. Inspect the baffle box for broken welds, split seams
Oil Pickup Screen Removal -- 6 Cylinder or cracks around the oil tube holes. Replace the baffle if
damaged.

Hot oil can cause severe burns. Allow oil to cool

prior to working on lube oil system components.
Wear protective equipment and use caution while
working on lube oil system components. Failure to
follow proper procedures could cause severe per-
sonal injury or death.

1. Remove the four capscrews and lock washers to

detach the pickup screen assembly from the oil elbow
ER OIL
ELBOW

GASKET
COVER
BRACKET

BAFFLE
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and cover bracket (see Figure 4.30-4).

2. Remove the pickup screen assembly from the oil pan.

3. Remove the baffle and oil tubes from the pickup

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screen.

4. Scrape the old gasket material from the oil tube

flanges and baffle box. Old gasket material left on the GASKET
mating surfaces may cause air or unfiltered oil to leak
GASKET
into the oil tubes.
OIL TUBE
5. Remove two capscrews, lock washers, gasket and SPACER
oil elbow from the crankcase.
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6. Remove two capscrews, lock washers and cover

bracket from the crankcase.
AF

Oil Pickup Screen Cleaning And

Inspection -- 6 Cylinder
1. Clean all parts of the assembly in a non-volatile
cleaning solution or solvent. Flush the screen from the
inside out for best results.
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SCREEN

Figure 4.30-4. Oil Pickup Screen Assembly --

6 Cylinder

4.30 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

Oil Pickup Screen Installation -- 6 Cylinder

1. Loosely install the cover bracket in the crankcase
with two capscrews and lock washers.
2. Loosely install the oil elbow in the crankcase with a

.
gasket, two capscrews and lock washers.

RP
3. Apply a fast setting gasket adhesive, such as 3M
Scotch-Gripâ Rubber And Gasket Adhesive on the oil
tube flanges. Position new gaskets on the flanges. OIL
ELBOW
4. Install the oil tubes in the screening element. Place
the baffle over the screen aligning the holes with those in
the flange gaskets. GASKET

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5. Obtain a new gasket for the elbow and apply gasket
adhesive to one side. Press the sticky side of the gasket BAFFLE
onto the baffle aligning the holes with those in the box.
6. To ensure proper alignment, install the four caps-
crews and lock washers to hold the pickup screen
assembly together. After the unit is positioned in the oil
pan, remove one capscrew. Slide the capscrew through
the elbow or cover bracket and thread it back into the

capscrews are in place. ER

pickup screen assembly. Follow this procedure with the
remaining three capscrews. Wrench tighten only after all

7. Tighten the four capscrews to secure the oil elbow

and cover bracket to the crankcase.
GASKET

OIL TUBE
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Oil Pickup Screen Removal -- 12 Cylinder
PO

Hot oil can cause severe burns. Allow oil to cool

prior to working on lube oil system components.
Wear protective equipment and use caution while
working on lube oil system components. Failure to SCREEN
follow proper procedures could cause severe per-
sonal injury or death.
Figure 4.30-5. Oil Pickup Screen Assembly --
1. Remove the four capscrews and lock washers to
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12 Cylinder
detach the pickup screen assembly from the two oil
elbows (see Figure 4.30-5).
AF

2. Remove the pickup screen assembly from the oil pan.

3. Remove the baffle and oil tubes from the pickup

screen.

4. Scrape the old gasket material from the oil tube

flanges and baffle box. Old gasket material left on the
KR

mating surfaces may cause air or unfiltered oil to leak

into the oil tubes.

FORM 6277 Second Edition 4.30 -- 5

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

Oil Pickup Screen Cleaning And Oil Pickup Screen Removal -- 16 Cylinder
Inspection -- 12 Cylinder
1. Remove two capscrews and washers to detach the
1. Clean all parts of the assembly in a non-volatile baffle and screen flanges from the oil pan floor (see
cleaning solution or solvent. Flush the screen from the Figure 4.30-7).

.
inside out for best results.
2. Remove the two ferry head capscrews and lock-

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washers from the elbow outlet flange.

3. Clip and remove the lockwire from the two ferry

Compressed air can pierce the skin and cause head capscrews on the elbow inlet flange (see
severe injury. Never use your hand to check for leaks
Figure 4.30-6). Loosen the capscrews and remove
or to determine air flow rates. Wear safety glasses to
the pickup screen assembly from the oil pan.
shield your eyes from flying dirt and debris. Disre-

CO
garding this information could result in severe
personal injury or death. LOCKWIRE
HOLE
2. Thoroughly dry all parts with low pressure com-
pressed air.

3. Inspect the pickup screen for tears or holes. Replace

the screen if damaged.
Figure 4.30-6. Ferry Head Capscrew -- 16 Cylinder
4. Inspect the baffle box for broken welds, split seams

Oil Pickup Screen Installation -- 12 Cylinder

1. Apply a fast setting gasket adhesive, such as 3M
ER
or cracks around the oil tube holes. Replace the baffle if
damaged.
4. Remove the elbow, tube and and baffle from the
pickup screen. Remove and discard all gaskets. Scrape
off any old gasket material left on the mating surfaces, if
necessary.

Scotch-Gripâ Rubber And Gasket Adhesive on the oil Oil Pickup Screen Cleaning And
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tube flanges. Position new gaskets on the flanges. Inspection -- 16 Cylinder

2. Install the oil tubes in the screening element. Place 1. Clean all parts of the assembly in a non-volatile
the baffle over the screen aligning the holes with those in cleaning solution or solvent. Flush the screen from the
PO

the flange gaskets. inside out for best results.

3. Obtain two new gaskets for the elbows and apply

gasket adhesive to one side. Press the sticky side of the
gasket onto the baffle aligning holes with those in box. Compressed air can pierce the skin and cause
severe injury. Never use your hand to check for leaks
4. Verify that the two elbow flanges are clean. Old
or to determine air flow rates. Wear safety glasses to
gasket material or adhesive left on the mating surfaces
shield your eyes from flying dirt and debris. Disre-
may cause air or unfiltered oil to leak into the elbows.
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garding this information could result in severe

5. To ensure proper alignment, install the four caps- personal injury or death.
crews and lock washers to hold the pickup screen 2. Thoroughly dry all parts with low pressure com-
AF

assembly together. After the unit is positioned in the oil pressed air.
pan, remove one capscrew. Slide the capscrew through
the elbow and thread it back into the pickup screen 3. Inspect the pickup screen for tears or holes. Replace
assembly. Follow this procedure with the remaining the screen if damaged.
three capscrews. Wrench tighten only after all caps-
crews are in place. 4. Inspect the baffle box for broken welds, split seams
KR

or cracks around the oil tube holes. Replace the baffle if

damaged.

4.30 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

HEXHEAD
CAPSCREW

.
BAFFLE

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GASKET
FERRYHEAD
CAPSCREW

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GASKET

OIL TUBE

OIL ELBOW

LOCKWIRE

FERRYHEAD
CAPSCREW ER
Figure 4.30-7. Oil Pickup Screen Assembly -- 16 Cylinder
SCREEN
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Oil Pickup Screen Installation -- 16 Cylinder Plugged tubes or scale deposits inhibit the flow of
coolant which reduces oil cooling effectiveness.
1. Install a new gasket on the inlet side of the oil tube
flange. Position the baffle over the screen and insert the NOTE: Schedule the oil cooler cleaning during a
tube. regular oil change interval, since it is necessary to drain
PO

the oil pan and lube oil system accessories.

2. Position a new gasket on the elbow inlet flange.
Install the two ferry head capscrews and washers to hold LUBE OIL SYSTEM AIR BLEED
all parts of the assembly together. Use the two screws
with the head holes (see Figure 4.30-7) and finger Air bleed the lube oil system at least once each day.
tighten only. Proceed as follows:

3. Position the assembly in the oil pan. Position a new NOTE: The petcock on the full-flow oil filter cover is the
gasket on the elbow outlet flange and install the oil outlet only air bleed through which the lube oil system may be
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flange on the side of the oil pan with with two ferry head purged of air pockets.
capscrews and lockwashers. 1. Initial Bleed: Start the prelube pump and open the
AF

4. Install the pickup screen to the oil pan floor with two filter cover petcock.
capscrews and lock washers.
2. Close the petcock when oil begins to flow out in a
5. Tighten the elbow inlet flange capscrews. Slide a steady stream.
new lockwire through the hole in the heads of the
capscrews (see Figure 4.30-6). Twist the ends of the 3. Check Bleed: Start the engine and reopen the filter
wire together until taut. cover petcock.
KR

OIL COOLER MAINTENANCE 4. Close the petcock when oil begins to flow out in a
steady stream.
Drain the oil from the oil cooler at each oil change.
Clean and inspect the oil cooler annually. Inspect the oil 5. Final Bleed: Once the engine is running at normal
cooler sooner if an increase in oil temperature cannot be operating temperature, reopen the filter cover petcock.
traced to a malfunctioning auxiliary water pump, loose
belts, a faulty thermostat or excessive engine load. 6. Close the petcock when oil begins to flow out in a
steady stream.

FORM 6277 Second Edition 4.30 -- 7

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

LUBE OIL FILTER MAINTENANCE Table 4.30-2. Oil Filter Capscrew Pattern
Oil
Lube Oil Filter Element Replacement Filter
Number Number Distance
Engine Of Short Of Long Between
Full-flow lube oil filter elements should be replaced Shell Bolts Bolts Long Bolts
ID
whenever the lube oil is changed and may often require

.
more frequent replacement. 6 Cylinder 12² 6 2 180°

RP
12 Cylinder 16²
When the filter is new, the drop in oil pressure through 9 3 120°
the filter is around 2 -- 3 psi (14 -- 21 kPa) under normal 16 Cylinder 18²
operating temperatures. To determine the pressure
differential, subtract the reading of the oil filter outlet 3. Leaving the longest bolts in place, remove the short
pressure gauge from the reading of the inlet pressure bolts working in a clockwise direction.
gauge. When the pressure differential rises to

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12 -- 15 psi (83 -- 103 kPa), the filter elements are
clogged and must be replaced.
Alternately loosen the long bolts of the filter cover
NOTE: If oil filter inlet and outlet pressure gauges are not an equal amount of turn. Failure to follow this
provided, they may be ordered from Waukesha Engine. procedure could case the filter cover to spring up,
causing severe personal injury or death.
1. Drain both chambers of the full-flow oil filter. Two
drain plugs are provided in the oil filter housing (see 4. Loosen the long bolts giving each an equal amount of
Figure 4.30-8). Remove the upper plug to drain sludge turn. Alternately loosen each of the long bolts to slowly
and dirty oil from the filter element chamber. Remove the
lower plug to drain oil from the clean oil chamber.

The cover compresses powerful springs on the

ER ease the filter cover up. See Figure 4.30-8.

FILTER COVER

OIL
INLET
filter element posts. Use special care to remove the
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oil filter cover to avoid severe personal injury or
death.

NOTE: Based on environmental and engine operating

PO

conditions, the lubrication oil may require changes that BYPASS

RELIEF
are much more frequent than those recommended by VALVE
Waukesha Engine. Many variables are involved in
determining the proper time between oil changes, some
of which may not even be known until after a problem
develops. The oil type, the severity of the environment
and the internal condition of the engine are only a few of
many variables that have a direct effect on the frequency
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at which the oil must be changed.

2. To remove the oil filter cover safely, locate the longest DRAINS
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bolts. The long bolts extend about 1-1/4 in. (30 mm)
below the flange at the top of the oil filter housing. The OIL
short bolts are flush with the bottom of the flange (see OUTLET
Table 4.30-2).
KR

Figure 4.30-8. Lube Oil Filter

4.30 -- 8 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

5. Remove the lube oil filter elements

(see Figure 4.30-9). Inspect the bypass relief valve for
wear. The oil filter has one relief valve. Refer to Lube Oil
Filter Relief Valve Inspection for more information.
12 CYLINDER

.
AIR BLEED

RP
SPRINGS PETCOCK

COVER
RELIEF
VALVE = ELEMENT = RELIEF VALVE
ASSEMBLY

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Figure 4.30-11. Filter Element/Relief
ELEMENT Valve Configuration -- 12 Cylinder

O-RING

FILTER
HOUSING

Figure 4.30-9. Full-Flow Lube Oil Filter

ER 16 CYLINDER
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6. Install the new lube oil filter elements (see
Table 4.30-3). Slide one 32 inch element over each filter
element post (see Figure 4.30-10, Figure 4.30-11, and
Figure 4.30-12).
PO

= ELEMENT = RELIEF VALVE

Table 4.30-3. Engine Filter Elements
FILTER 32 INCH 16 INCH Figure 4.30-12. Filter Element/Relief
ENGINE ELEMENT ELEMENTS ELEMENTS Valve Configuration -- 16 Cylinder
POSTS REQUIRED REQUIRED
6 Cylinder 4 4 8
12 Cylinder 7 7 14 Those filter elements that
16 Cylinder 10 10 20 are stamped with an ar-
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row must be installed with the arrow pointing down.

Elements that have a band around the center may be
installed with either end pointing down. Disregard-
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ing this information could result in product damage.

6 CYLINDER 7. Replace the drain plugs in the oil filter housing.

8. Fill the filter assembly with clean lubricating oil. See

Table 4.30-1 for capacities.
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9. Allow air to escape by depressing the bypass relief

= ELEMENT = RELIEF VALVE valve piston(s).

Figure 4.30-10. Filter Element/Relief

Valve Configuration -- 6 Cylinder

FORM 6277 Second Edition 4.30 -- 9

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

10. Reinstall the lube oil filter cover. The filter cover 3. Remove the retaining ring, washer, spring and piston
O-ring should be replaced every 1500 hours, any time it from the relief valve body (see Figure 4.30-13).
has taken a permanent set or if it appears damaged,
whichever comes first. Torque the filter cover capscrews
PISTON
to 35 -- 37 ft-lb (47 -- 50 N×m) in a crisscross pattern.

.
O-RING
11. To release the remaining air, start the prelube pump

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and open the filter cover petcock. Close the petcock
when oil flows out in a steady stream.
VALVE
NOTE: Air bleed the lube oil circuit at least once each BODY
day. The petcock on the full-flow oil filter cover is the only
location through which the lube oil system may be

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purged of air pockets.

NOTE: Waukesha highly recommends adding a by-

pass filtration system to the standard full-flow lube oil
SPRING
filter, especially for those engines operating in harsh
environments. In operation, a small portion of the lube oil
is routed from the pump through special bypass filters
and then back to the oil sump. Particles as small as one
micron are effectively removed as the oil flows through
the bypass filter elements. An orifice in the filter housing
inlet controls the flow to approximately 10% of the rated
flow to the engine. In an hour, this operation filters a
quantity of oil equal to roughly five times the system
capacity. Use of the bypass filtration unit does not alter
the recommended oil change interval, since the filter is
ER WASHER
RETAINING
RING
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designed to reduce engine wear, not prolong lube oil life.

LUBE OIL FILTER RELIEF VALVE INSPECTION

Figure 4.30-13. Lube Oil Filter Relief Valve Assembly
The full-flow lube oil filter housing contains a bypass
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relief valve. 4. Remove the O-ring from the relief valve piston.
When the elements are new, the drop in oil pressure Inspect the area above the O-ring for excessive wear.
through the filter is minimal, around 2 -- 3 psi Replace if gouged or deeply scratched.
(14 -- 21 kPa) under normal operating temperatures. If
5. Install a new O-ring on the relief valve piston.
the pressure differential reaches 28 -- 32 psi
(193 -- 221 kPa), the relief valve begins to open and oil 6. Install the piston, spring, washer and retaining ring in
bypasses the filter elements enroute to the lube oil the relief valve body.
strainer. The relief valve is fully open at approximately
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40 psi (276 kPa). 7. Install reducing bushing on the relief valve body.
Inspect the relief valve(s) for wear at least once each 8. Install the relief valve assembly on the bypass tube.
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year or after every 8,000 hours of operation, whichever

comes first.
1. Remove the relief valve assembly from the bypass
tube (see Figure 4.30-9).

2. Remove the reducing bushing from the relief valve

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body, if provided.

4.30 -- 10 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

LUBE OIL STRAINER MAINTENANCE

Clean the lube oil strainer element at each oil change.
Compressed air can pierce the skin and cause
1. Remove the plug (3/8 inch) at the bottom of the severe personal injury or death. Never use your hand
element housing to drain the strainer assembly of oil to check for leaks or to determine air flow rates. Wear

.
(see Figure 4.30-14). safety glasses to shield your eyes from flying dirt

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and debris. Disregarding this information could
result in severe personal injury or death.

7. Drip dry the element or air blow dry from the inside
out using low pressure compressed air.

8. Inspect the element for tears or holes. Replace the

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element if damaged.
STRAINER
HEAD
9. Inspect the strainer element O-ring for cuts, tears or
O-RING BAND loss of elasticity. Replace if necessary. Place the O-ring
RETAINER in the inside groove at the top of the wire mesh element.
Using a small paintbrush, lubricate the O-ring with clean
engine oil.
CLEANABLE
ELEMENT

SEAL
MAGNETIC ROD

ER 10. Place the two magnetic rods in the element grooves

and install the two band retainers.

11. Slide the element up onto the inside flange of the

strainer head.

12. Inspect the element housing seal for cuts, tears or

ELEMENT
W
HOUSING loss of elasticity. Replace if necessary. Place the seal
inside the groove at the top of the element housing.
Lubricate the O-ring with clean engine oil.
DRAIN PLUG
13. Install the drain plug (3/8 inch) in the bottom of the
PO

Figure 4.30-14. Lube Oil Strainer Assembly element housing.

14. Install the four capscrews and washers to secure

2. Remove the four capscrews and washers from the the element housing to the strainer head.
strainer head to detach the element housing.
NOTE: See Purging The Lube Oil System Piping for
3. Remove the rubber seal from the inside groove at the instructions.
top of the element housing.
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4. Pull down on the stainless steel wire mesh element to

detach it from the head.
AF

5. Remove the two band retainers and the two magnet-

ic rods externally mounted on the element.

6. Clean the element in solvent. Flushing the element

from the inside out produces the best results.
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FORM 6277 Second Edition 4.30 -- 11

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

MAGNETIC PLUG MAINTENANCE

Hot oil can cause severe burns. Allow oil to cool

.
prior to working on lube oil system components.

RP
Wear protective equipment and use caution while
working on lube oil system components. Failure to
follow proper procedures could cause severe per-
sonal injury or death.

Inspect and clean the oil supply magnetic plugs at each MAGNETIC PLUG
oil change. Proceed as follows:

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1. Remove the magnetic plug from the turbocharger oil
supply fitting (see Figure 4.30-15).
Figure 4.30-17. Cylinder Head Oil Supply Rear
Magnetic Plug -- 12 Cylinder Shown

3. Clean the magnetic plug in solvent, if necessary.

Wipe the plugs clean to ensure that all ferrous metal
debris is removed.

ER 4. Apply Perma Lokâ Heavy Duty Pipe Sealant with

Teflonâ to the threads, and install the magnetic plug and
wrench tighten.

LUBE OIL PRESSURE ADJUSTMENT

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MAGNETIC PLUG
1. Run the engine until the lube oil reaches normal
stabilized operating temperature. Take note of the oil
header pressure as indicated by the panel mounted oil
Figure 4.30-15. Turbocharger Oil Supply Magnetic pressure gauge.
PO

Plug -- 12 Cylinder Shown

2. Locate the pressure regulating valve at the oil cooler
outlet (see Figure 4.30-18 and Figure 4.30-19). Loosen
2. The cylinder head oil supply header has magnetic and back off the jam nut (1/2 inch) on the adjusting
plugs on each end (see Figure 4.30-16 and screw.
Figure 4.30-17)

THERMOSTATIC
VALVES
T
AF
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MAGNETIC PLUG
PRESSURE
REGULATING VALVE

Figure 4.30-18. Lube Oil Pressure Control Valve --

Figure 4.30-16. Cylinder Head Oil Supply Rear Engine Mounted Oil Cooler
Magnetic Plug -- 12 Cylinder Shown

4.30 -- 12 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

OIL OUTLET PORT

OIL PAN PIPE
TEE

THERMOSTAT

.
COVER PLATE REDUCING
BUSHING

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PRESSURE Y-STRAINER
REGULATING VALVE

LEAD THERMOSTAT
COVER PLATE

THERMOSTAT MALE ELBOW

HOUSING

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TUBE FITTING

OIL COOLER BYPASS

INLET PORT INLET PORT
Figure 4.30-20. Y-Strainer -- 12 Cylinder

TO PRELUBE
PUMP

ER
OIL COOLER

Figure 4.30-19. Lube Oil Pressure Control Valve --

Remote Oil Cooler
PLUG
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SCREEN STRAINER BODY FROM OIL PAN
3. Adjust the pressure regulating valve to maintain an
oil header pressure of 55 psi (380 kPa) for 6 and Figure 4.30-21. Prelube Y-Strainer
12 cylinder engines and 50 psi (345 kPa) for 16 cylinder
engines with the lube oil pressure stabilized at normal
PO

operating temperature of 180° F (82° C) and the engine

fully loaded. Turn the adjusting screw in to increase the Compressed air can pierce the skin and cause
oil pressure. To decrease the oil pressure, turn the severe personal injury or death. Never use your hand
adjusting screw out. to check for leaks or to determine air flow rates. Wear
safety glasses to shield your eyes from flying dirt
4. Tighten the jam nut (1/2 inch) to lock the setting of the and debris. Disregarding this information could
adjusting screw. result in severe personal injury or death.
PRELUBE Y-STRAINER MAINTENANCE
T

High pressure com-

Clean the Y-strainer screen at each oil change (see pressed air may damage
Figure 4.30-20). Proceed as follows: the screening element. Disregarding this informa-
AF

1. Drain the oil pan and all lube oil system accessories, tion could result in product damage and/or personal
oil cooler, full-flow oil filter and lube oil strainer. injury.

2. Locate the Y-strainer in the oil pan to prelube pump 6. Drip dry the screen or use low pressure compressed
oil line. air.
3. Remove the plug from the Y-strainer (see 7. Inspect the screen for tears or holes. Replace if
KR

Figure 4.30-21). damaged.

8. Slide the screen back into the Y-strainer.
4. Pull out the cylindrical steel mesh screen.
9. Apply Perma Locâ heavy duty pipe sealant or the
5. Flush the screening element in a non-volatile clean-
equivalent onto the male threads of the plug and the
ing solution or solvent.
female threads of the Y-strainer body.
10. Thread the plug into the Y-strainer and wrench
tighten.

FORM 6277 Second Edition 4.30 -- 13

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

MICROSPIN MAINTENANCE Disassembly Of Microspin P/N 489189 Centrifuge

Initial centrifuge servicing should be about four weeks
after startup, sooner if the oil is heavily contaminated. A
maximum buildup of 0.75 in. (19.05 mm) is allowed on
the centrifuge paper insert. Noting the buildup will help in The oil supply valve must be shut off before

.
establishing a cleaning interval. servicing the Microspin centrifuge. Allow two min-

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utes before proceeding with servicing the Micro-
Centrifuge spin centrifuge to allow the rotor to stop spinning
and the oil pressure to drop to zero. Failure to shut
off the oil supply valve can cause severe oil burns.

Solvents may be flammable and give off dangerous 1. Shut off the oil supply valve and wait two minutes for
fumes. Read and follow the manufacture’s recom- the oil pressure to drop to zero and the rotor to stop

CO
mendations to avoid severe personal injury or spinning.
death.

Under normal operating conditions, the centrifuge

should be cleaned and its paper insert removed at every
Oil and parts may be extremely hot. Always use
scheduled oil change, or as experience dictates. The
caution when servicing the unit to avoid severe
centrifuge can be cleaned while the engine remains
personal injury or death.
running provided the oil supply valve is shut off (see
Disassembly Of Microspin P/N 489189 And P/N 214105
Centrifuge in this section for proper procedures).
Cleanable Filter Elements
The cleanable oil elements (see Figure 4.30-22) should
be removed from the oil filtration canister and cleaned in
ER 2. Loosen and remove the side bell clamp (see
Figure 4.30-23).

3. Turn the bell knob counterclockwise until it is free.

4. Grasp the top bell knob and remove the bell housing
a solvent tank at every other regularly scheduled oil from the base (this will expose the rotor assembly).
W
change, or when the oil pressure differential between
the canister inlet and outlet exceeds 15 psi (103 kPa). If 5. Insert a screwdriver under the rotor assembly and
an oil pressure differential of 2 -- 15 psi (14 -- 103 kPa) raise the rotor assembly up 1 -- 2 in. (25.4 -- 50.8 mm) to
cannot be obtained after normal cleaning, the cleanable allow oil to drain from the rotor into the body base. When
PO

filter elements may be ultrasonically cleaned. It is the oil is drained from the rotor assembly, lift it straight up
recommended that an oil pressure gauge be installed to until it clears the base shaft.
monitor the oil “DP” pressure. The engine must be shut
6. Position the unit on a clean work table and remove
down to service the cleanable oil filters.
the knurled can nut from the rotor assembly.

Use caution during dis-

assembly to avoid dam-
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age to the brass bushings.

VHP 32 in.

7. Invert the rotor assembly and place it on a clean work

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table.

8. Holding the rotor can with both hands, press down

until the can separates from the rotor.

9. Clean the baffle screen assembly, rotor and jets.

Replace the O-ring if necessary.
KR

Figure 4.30-22. VHP Cleanable Oil Filter Elements

4.30 -- 14 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

Microspin Centrifuge Cleaning -- P/N 489189

BELL KNOB
1. Remove the paper insert from the rotor can by
BELL
HOUSING
inserting a narrow flat tool between the paper insert and
the rotor can. Run the tool around the inside of the can
and remove the paper insert. Clean the contaminant

.
build up in the rotor can, and insert a new paper insert.

RP
ROTOR ASSEMBLY
(SEE BELOW)

Solvents may be flammable and give off dangerous

BELL fumes. Read and follow the manufacture’s recom-
CLAMP mendations to avoid severe personal injury or
ASSEMBLY

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DIAGRAM death.

O-RING Remove rubber O-rings

prior to placing parts in
the solvent tank to prevent damage to equipment.
2. Clean the baffle screen assembly, rotor turbine, rotor
BASE can, covers and jets, in a suitable solvent tank.
SHAFT/BODY

CAN NUT,
(TOP MARKED
“TOP OR UP”)

ROTOR CAN
ER Microspin Centrifuge Assembly - P/N 489189
1. Install the baffle screen and new O-ring on the
turbine rotor.

The knurled can nut must

be tightened hand tight
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only, or damage to equipment could result.
2. Position the rotor can with a new paper insert in place
PAPER INSERT
(see Figure 4.30-23) on the turbine rotor. Ensuring that
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the side of the knurled can nut marked “TOP” or “UP” is

SUB ASSEMBLY on top (see Figure 4.30-24), tighten the knurled can nut
BAFFLE SCREEN DIAGRAM hand tight only to secure the assembly.
ASSEMBLY

TOP MARKED
O-RING “TOP” OR “UP” BEVEL
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ROTOR TURBINE
AF

Figure 4.30-24. Can Nut -- Side View

Figure 4.30-23. Service And Cleaning Of Microspin
P/N 489189 And P/N 214105 Centrifuge 3. Position the turbine rotor assembly to the base (over
the base shaft). Check to ensure that the rotor spins
freely.
KR

4. Install the bell housing to the base using a new O-ring

(if necessary) and hand tighten the bell nut.
5. Install and hand tighten the bell housing clamp finger
tight.
6. Retighten the bell nut hand tight.
7. Open the oil supply valve to start the centrifuge.
Check for oil leaks.
FORM 6277 Second Edition 4.30 -- 15

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

LUBRICATING OIL PERFORMANCE OIL ADDITIVES

Quality oils formulated specifically for natural gas
The performance of a lu-
engines have sufficient additives to meet requirements.
bricant, like that of any
Waukesha does not recommend the addition of oil
manufactured product, is the responsibility of the

.
additives to these quality oils.
refiner and supplier.

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OIL RECOMMENDATIONS
Waukesha Engine strongly recommends monitoring the
condition of the lube oil through the use of a good oil Waukesha recommends the use of oil formulated
analysis program. specifically for gas engines and meeting minimum ash
There are hundreds of commercial crankcase oils requirements based on engine makes and models (see
marketed today. Engine manufacturers or users cannot Table 4.30-4). The ash forming constituents in oil
completely evaluate the numerous commercial oils. The formulations provide detergency, corrosion protection,

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current edition of the EMA Engine Fluids Data Book is and anti-wear protection. In addition, the ash produced
available for purchase from: during combustion of these additives will provide
Engine Manufacturers’ Association protection against valve face and seat recession.
Two North LaSalle Street
Table 4.30-4. Oil Recommendations By Model
Chicago, IL 60602
Phone: (312) 827-8700 MODEL SULFATED ASH %(1, 2)
Fax: (312) 827-8737 VHP SERIES GAS ENGINES
Email: ema@enginemanufacturers.org VHP F2895, F3521, L5790, L7042,
www.enginemanufacturers.org
This section provides a tabulation of global lubricant
producers and marketers, together with the
performance classification for which the producers have
indicated their products are qualified.
ER P9390G, GSI, GL
VHP F3524, L5794, L7044GSI,
L5774, L5794LT
0.35 -- 1.0

0.45 -- 0.75

NOTE: (1) Oils must be specifically formulated for gas engines

using highly refined mineral oil base stocks. The ash
requirements are a percentage by weight with both metallic
and ashless additive systems. A maximum of 0.10% zinc is
The Waukesha Engine Warranty is limited to the repair recommended.
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or replacement of parts that fail due to defective material (2) Oil with 0.35% ash or less may be used in naturally
aspirated and catalyst equipped naturally aspirated or
or workmanship during the warranty period. The Wau- turbocharged engines with the understanding that valve
kesha Warranty does not include responsibility for recession may occur, thus shortening the normally
expected valve and seat life.
lubricating oil performance.
PO

With the exception of cogeneration and special or Waukesha engines use

prototype installations, Waukesha Engine has made it a
specifically formulated
practice not to recommend oil by brand name.
gas engine oils. Waukesha Engine does not recom-
NOTE: Service Bulletin 12-1880Y Waukesha Lube Oil mend gasoline or diesel oil formulations for use
Recommendations (or latest revision) provides the with its engines. Use of gasoline or diesel oil
customer with recommendations and guidelines for formulations may cause severe engine damage.
lubricating oil selection.
T

CATALYST CONTAMINANTS
OIL DESIGNATIONS
The following contaminants are known catalyst deacti-
AF

Oil is designated in several ways: American Petroleum vators and should be avoided when selecting lubricating
Institute (API), Society of Automotive Engineers (SAE), oils for installations with catalysts since they contribute
American Society for Testing and Materials (ASTM) to shortened catalyst life: heavy and base metals such
performance classifications and Military Designation. as lead, mercury, arsenic, antimony, zinc, copper, tin,
Since no gas engine industry oil performance designa- iron, nickel, chrome, sulfur, and phosphorus. These
tions exist, it is the responsibility of the engine operator individual elements should not exceed 1 ppm or collec-
to verify with their oil supplier, that the oil they select has tively exceed 5 ppm at the catalyst inlet. Specific
KR

proven field performance in their specific engine make exceptions: phosphorus or silicon compounds at the
and model. catalyst inlet are not to exceed 1 ppm and sulfur
compounds at the catalyst inlet are not to exceed
100 ppm.
Do not confuse the concentration of these elements AT
THE CATALYST INLET with the concentration of these
elements in the lube oil itself.

4.30 -- 16 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

OIL FILTRATION REQUIREMENTS Table 4.30-5. Recommended Lube Oils For

Cogeneration Applications (Using Pipeline Quality Gas)
The quality of oil filtration will directly affect engine
component life. BRAND TYPE PERCENT OF
SULFATED ASH
Waukesha’s basic filtration requirement is 90% efficient Chevron HDAX Low Ash SAE 40 0.50

.
at 15 microns for all full flow sock and paper elements, Estor Super SAE 40 0.45
and 98% efficient at 25 microns for cleanable full flow

RP
SAE 20
metal mesh elements. Mesh or screen sizes larger Estor Elite (Synthetic) W40 0.45
than 25 microns are not acceptable.
Estor Select 40 SAE 40 0.95
Lube oil filter elements should be changed when the Mobil Pegasus 1 SAE 15
(Synthetic) W40 0.48
lube oil is changed or when the pressure drop across the
lube oil filter exceeds 24 psi. Mobil Pegasus 805 SAE 40 0.48

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Waukesha’s complete oil filter performance specifica- Mobil Pegasus 710 (89) SAE 40 0.99
tion is shown in Waukesha specification sheets S08486 Petro Canada, CG40 SAE 40 0.92
and S08486-1. Q8 Mahler HA (Europe
only) SAE 40 0.90
EXTENDED OIL DRAIN INTERVALS Q8 Mahler MA (Europe
Only) SAE 40 0.55
Extended oil drain intervals are not recommended
Shell Mysella MA
unless a Waukesha Microspin centrifuge as well as SIPC (Outside USA only) SAE 40 0.90
Waukesha supplied oil filtration components are

remove by-products of combustion, allowing an ER

installed. The Microspin centrifuge, in conjunction with
Waukesha supplied oil filtration components, will

increase in scheduled oil drain and oil filter element

change intervals. See Table 4.30-10 for the maximum
Additions to the list of approved oils may be made if
substantiating data is provided for an oil meeting the
following criteria:

· Used in similar applications 212° F (100° C) to 265° F

(129° C) jacket water temperatures.
number of hours between normal and extended oil drain
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and oil filter element change intervals. · Minimum of 6 months operation. Documented with
It is recommended that oil analysis be used to determine engine inspection data.
when condemning limits are reached.
· No signs of oil degradation or lacquering problems
PO

WAUKESHA COGENERATION INSTALLATIONS (based on normal oil change interval, the engine
should be clean).
Waukesha Engine does not ordinarily recommend lube
oils by brand name. However, based on actual field SOUR GAS, DIGESTER GAS AND LANDFILL GAS,
experience, the oils listed in Table 4.30-5 are specified RECOMMENDATIONS
for cogeneration installations with forced hot water
cooling systems 212 -- 265° F (100 -- 129° C) or ebul-
lient cooling 250° F (121° C).
T

Waukesha Engine assumes no liability or responsi-

It is especially important that the lube oils used in bility for damage to the environment or severe
cogeneration applications use base stocks with good personal injury caused by using landfill gases or
AF

thermal stability. With a minimum of 4000+ hours of sour gases. It is the customer’s sole responsibility
experience, the lube oils listed in Table 4.30-5 are to carefully analyze any gases they choose to use.
known to give satisfactory performance in high tempera- Use of these gases is at the customer’s own risk.
ture cooling systems’ applications.
Alternate fuel sources are attracting increasing interest
today as a low cost fuel or because of environmental
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concerns. Waukesha, being the leader in developing

engine systems to accommodate these alternate fuels,
is aware of problems due to sulfur compounds (H2S,
etc.), siloxanes, and halide constituents in these fuels.
Hydrogen sulfide (H2S), siloxanes, and total organic
halide as chloride (TOH/CI) bring with them totally
different problems to the engine and lubricating oils.

FORM 6277 Second Edition 4.30 -- 17

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

Waukesha has limited fuel trace gases to the following: RECOMMENDED LUBE OILS FOR LANDFILL GAS
APPLICATIONS
· Sulfur bearing compounds (H2S, etc.) content in fuel
gas to 0.1%, (1000 ppm) by volume. However, it is not Table 4.30-6. Recommended Lube Oils Landfill Gas
unusual to encounter biomass gas or field gas with Applications

.
much higher percentages of sulfur bearing com- BRAND TYPE PERCENT OF
pounds (H2S, etc.). Gas exceeding 0.1% sulfur SULFATED ASH

RP
bearing compounds must be treated. Mobil Pegasus 610 (446) SAE 40 0.98
Mobil Pegasus 605 (426) SAE 40 0.48
· Maximum organic halide content, expressed as
Chevron HDAX LFG SAE 40 0.71
chloride, (TOH/CI) in landfill gas is limited to
150 micrograms per liter (mg/l).
Waukesha recommends lubricating oils specifically
· Maximum liquid fuel hydrocarbons at the coldest formulated for landfill gas. However, care must be taken

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expected engine mounted regulator fuel outlet tem- that oils formulated for a particular fuel type not be used
perature are limited to 2% total by gaseous volume. beyond their recommendations. When used outside of
their recommendations, some landfill gas formulated
· Maximum permissible free hydrogen content is 12% lube oils can cause excessive build-up of abnormal ash
by volume. deposits in the combustion chamber. Landfill gas engine
oils should only be used for engines applied to landfill
· Maximum total siloxanes for engine models with a gas operation, not digester gas operation.
prechamber fuel system is 25 mg/l. If greater than
25 mg/l total siloxanes are present at the inlet to the
engine mounted fuel regulator, clean commercial
quality natural gas must be supplied to the precham-
ber fuel system. Waukesha currently does not limit
total siloxane content in the fuel gas to engines which
do not have a prechamber fuel system.
ER The best approach would be to filter or absorb corro-
sives in the fuel gas before they reach the engine. There
are increasing claims for filtration and absorption by
various companies manufacturing and promoting these
types of products. Waukesha makes no endorsement of
these products or service. Their performance is solely
the responsibility of the manufacturers.
W
When dealing with halogens or halogen compounds in
landfill gas, the subject becomes far too complicated to RECOMMENDATIONS FOR FUEL GAS
address here as it relates to the selection of a lubricating FILTRATION OF SOLIDS AND LIQUIDS
oil, used oil analysis, and drain interval. It follows that
Solid Particulate Removal:
PO

those customers operating on landfill gas review

Waukesha Engine’s Fuel Specification S7884-7 (or Coalescer shall have an absolute rating of 5 microns
current revision) to fully understand the ramifications of (0.3 microns for landfill applications) for solid particulate
operating an engine on landfill gas. This section (as well removal.
as Service Bulletin 9-2701) prescribes specific fuel gas
sampling techniques, fuel gas analysis, handling of Liquid and Aerosol Removal From Fuel Gas:
abrasive fuel constituents, and limitations on total Coalescer shall remove entrained liquid and aerosol
organic halide as chloride, to achieve reasonable contaminants of 0.3 μm (micron) or larger.
T

engine life. Lubricating oil requirements change as the

TOH/CI increases. · Fuel gas compressor lubricating oil carryover must
be removed from the fuel stream. A coalescing filter
AF

with a 0.3 micron rating is adequate in most cases.

Even though this oil is hydrocarbon based and
combustible, it contains an additive package with
calcium and other undesirable elements and com-
pounds. Failure to remove this carryover oil can lead
to fuel regulator problems, excessive spark plug and
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combustion chamber deposits, cylinder varnish, ring

sticking, and other problems.

4.30 -- 18 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

· Liquid water is not allowed in the fuel because it Recommended Coalescing Filter:
frequently results in fouling and corrosion. Particular
attention must be paid to landfill and digester gases Pall Process Filtration Company
since these gases are commonly received saturated Model CC3LG7A
with water. Due to extremely small clearances in the
The following recommendations will minimize corrosion

.
admission and check valves, absolutely no water can
problems normally encountered with fuel gas containing

RP
be tolerated in a prechamber fuel system. To ensure
H2S and TOH/CI:
that no liquid water forms in the fuel system,
Waukesha specifies that the dew point of the fuel gas · Recommendation #1
should be at least 20° F (11° C) below the measured
temperature of the gas before all engine mounted Select a gas engine lubricating oil with a high alkalinity
regulators and engine remote regulator pilot valves (if reserve, 7 to 13 TBN (Total Base Number). Alkalinity
so equipped). On engines without prechamber fuel reserve in the lube oil is measured in TBN. The higher

CO
systems, saturated, (100% relative humidity) fuel gas the TBN, the more reserve.
at the carburetor inlet is acceptable. A 0.3 micron
coalescing filter will remove any liquid water droplets Contact your oil supplier or consult the EMA Engine
being carried along with the fuel stream. The water Fluids Data Book for an appropriate choice. Also follow
content of the gas can then be reduced to an the appropriate ash content percent by weight for the
acceptable level by several methods. specific engine model.

A. Condensation of excess moisture by refrigerating · Recommendation #2

the fuel gas to no higher than 40° F (4° C)

This process will also remove significant

amounts of halogenated and heavy hydrocar-
bons and volatile siloxanes.
ER
followed by filtering to remove the liquids and
reheating of the gas to 85 -- 95° F (29 -- 35° C).
Used oil analysis is mandatory for alternate fuel
applications. Lube oil change periods are determined by
TBN, TAN (Total Acid Number), oxidation, and nitration
level in the used oil samples. The user must change the
oil when the TBN level falls to 30% of the new oil value or
TAN increases by 2.5 – 3.0 above the new oil value. The
W
B. Selective stripping with a chemical process. method of measuring TBN in used oil must be ASTM-
D2896.
C. By heating: If the gas is 30° F (17° C) or more
above the ambient temperature, it can be cooled Dexsil Corporation has developed the Q2000 field test
by passing it through a heat exchanger or kit as a test for chlorine contamination of engine oil
PO

refrigeration system, then reheated, in a manner exposed to chlorine containing fuels, as in landfill gas.
similar to Step A. If the gas is 20° F (11° C) or This field test kit is highly accurate and allows the
more below the ambient temperature, it can be operator to obtain timely test results in the field. The oil
heated. In both cases, the fuel system after the must be sampled every 50 hours, in order to establish a
heating operation should be insulated. Heating of “trend.” Waukesha has experienced good results with
the fuel gas is limited to the maximum allowable this kit. Order information may be obtained from:
temperature of 140° F (60° C). Dexsil Corporation,
· Glycol is not permitted in fuel gas because it can One Hamden Park Drive,
T

affect the engine in adverse ways. The lubricating Hamden, CT 06517.

qualities of the oil may be reduced, resulting in
AF

bearing failure, piston ring sticking, excessive wear, TOH/CI does not affect
and other problems. A 0.3 micron rated coalescing TBN levels the same as
filter will remove liquid glycol from the fuel stream. sulfur compounds. Therefore, the 70% depletion as
an indicator of a change interval only applies to the
Design Criteria: applications where fuel gas does not contain halides.
Disregarding this information could result in product
Coalescer Filter Housing is to be of the cylindrical type,
KR

damage and or personal injury.

vertically mounted. The housing shall contain two sump
chambers, such that the lower sump collects heavier
liquid dropouts immediately downstream of the gas
inlet, while the upper sump collects liquids draining off
the coalescer cartridge(s).

The coalescer design shall use an inside to outside gas

flow path through the coalescer cartridge.

FORM 6277 Second Edition 4.30 -- 19

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

· Recommendation #3 Actual oil change inter-

vals to be determined by
Increase the jacket water temperature to 210 -- 235° F engine inspection and oil analysis in conjunction
(99 -- 113° C) and lube oil temperatures to 185 -- 200° F with the condemning limits. Disregarding this infor-
(85 -- 93° C). Increased temperatures will reduce con- mation could result in product damage.

.
densation, which will reduce the concentration of acids
within the crankcase. High temperature thermostats are In the interest of developing a reasonable life expectan-

RP
available for most models. cy for Waukesha engines operating on fuel gas laden
with some level of halogens, our experience dictates the
If you have any question on lubricants to be used with following:
alternate fuel gases, contact the Field Service Depart-
ment or Sales Engineering Department prior to select- · To achieve the life expectancy of an engine operating
ing a lubricating oil. on pipeline quality natural gas, remove all halogen
compounds and abrasives from the fuel gas.

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LUBE OIL CONDEMNING LIMITS
· Reasonable life can be expected if Total Organic
Halide as Chloride Concentration (TOH/CI) of the fuel
does not exceed 150 micrograms per liter (mg/l). Total
Engine oil is extremely hot and is under pressure. Organic Halide as Chloride (TOH/Cl) equals the sum
Use caution when sampling engine oil for analysis. of all halogenated compounds expressed as chloride
Failure to follow proper procedures could cause in micrograms/litre as chloride (mCl/L) at STP (Stan-
severe personal injury or death. dard Temperature and Pressure). Reasonable life
Lubricating oil condemning limits are established by the
engine manufacturer’s experience and/or used oil
testing.

Laboratory testing will determine the used oil’s suitability

ERcan also be expected with increased maintenance
and operating adjustments to the engine.

· Typical changes in maintenance and operation at this

level are:
for continued use. Used oil testing should cover the data ·· Decreased oil change interval (150 hours to start)
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shown in Table 4.30-7.
·· Condemn oil when 900 ppm chlorine level in
Table 4.30-7. Used Oil Testing And Condemnation used oil is reached. This will aid in establishing an
TEST CONDEMNING LIMIT oil change interval.
PO

Viscosity --20/+30% Change

·· Lubricating oil analysis every 50 hours maximum
Flash Point Below 356° F (180° C)
Total Base Number (TBN) 30% of New Oil Value ·· Elevated jacket water temperature 212 -- 235° F
(ASTM-D2896) (Not applicable to TOH/Cl) (100 -- 113° C)
2.5 -- 3.0 Rise Above New Oil
Total Acid Number (TAN) Value ·· Elevated lube oil temperature to 185 -- 200° F
Oxidation (Abs/Cm) 25 (85 -- 93° F)
Nitration (Abs/Cm) 25 ·· Use of high TBN oil (7.0 -- 13.0)
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Water Content Above 0.10% Wt.

Glycol Any Detectable Amount
·· Bypass lubrication oil filtration. Waukesha En-
AF

Wear Metals Trend Analysis

gine has introduced the Microspin cleanable lube
oil filtering system. The Microspin system uses
Chlorine 900 ppm
the cleaning capabilities of a centrifuge, coupled
with cleanable filter elements. The Microspin
system uses Waukesha’s current lube oil filtra-
tion canister for the cleanable elements. The
centrifuge is installed as a bypass system,
KR

working in conjunction with the cleanable filter

elements.

· TOH/Cl above 150 micrograms chloride/litre require

pre-treatment of the fuel in order to make it suitable
for use in a reciprocating engine.

4.30 -- 20 FORM 6277 Second Edition

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

Dexsil Corporation has developed the Q2000 field test lished through oil analysis and visual inspection of
kit, as a test for chlorine contamination of engine oil engine components. Typical areas to look for oil
exposed to chlorine containing fuels, as in landfill gas. breakdown are: exhaust valve stems, piston ring area,
This field test kit is highly accurate and allows the and piston undercrown. Oil filter change intervals
operator to obtain timely test results in the field. The oil remain at 1000 to 1500 hours of operation.

.
must be sampled every 50 hours, in order to establish a
Synthetic oils are not recommended for digester or

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“trend.” Waukesha has experienced good results with
this kit. Order information may be obtained from Dexsil landfill gas applications.
Corporation, One Hamden Park Drive, Hamden,
LOW AMBIENT TEMPERATURE OPERATION
CT 06517.
At low ambient temperatures, use an oil which will
OIL VISCOSITY SELECTION provide proper lubrication when the engine is hot and
working. For engines of 1000 cu. in. (16.4 L) and above,

CO
The operating temperature of the oil in the sump or
header is the best guide for selecting the proper SAE operating at ambients below 50° F (10° C) lube oil and
grade of oil. When the oil temperature is unknown, add jacket water heaters are required to warm oil and water
120° F (67° C) to the ambient temperature to obtain the for fast starting and loading of engines. Waukesha
estimated sump oil temperature. Engine will supply information on these starting devices
upon request.
Table 4.30-8. VHP Sump And Header Temperatures And
SAE Number LUBE OIL CONSUMPTION GUIDELINES
SUMP HEADER SAE Typical lube oil consumption rates have been updated
TEMPERATURES
160 -- 230° F
(71 -- 110° C)
Below 160° F (71° C)
TEMPERATURE
160 -- 195° F
(71 -- 91° C)
Below 160° (71°)

NOTE: Do not operate engines with an oil header

ER
NUMBER

40

30
for all Waukesha engines.
Table 4.30-9. Oil Consumption

MODEL

All
LBS/
HP-HR
0.0002 -- 0.002
GRAMS/
HP-HR
0.091 -- 0.910
GRAMS/
kWb-HR
0.121 -- 1.22
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temperature below 140° F (60° C). Engines that exceed
NOTE: Lube oil consumption rates given above are a general guide
195° F (91° C) header temperature or 215° F (102° C) and not meant to be used for Condemning Limits or determining
sump temperature should have reduced oil change overhaul requirements.
intervals.
FORMULAS FOR DETERMINING OIL
PO

MULTI-VISCOSITY OILS CONSUMPTION RATES

Use multi-viscosity oils only for engines in cold starting The following formulas may be useful in determining
applications. Multi-viscosity oil may deteriorate in con- whether the oil consumption rate of the engine is normal.
tinuous operation, allowing the oil to lose viscosity
through shearing. In this state, the oil may not supply
sufficient lubricating films and/or pressure. Therefore, LBS 7.3 x Number of Gallons of Oil Used

use an oil analysis program to determine the oil change HP  HR HP x Hours of Operation
T

intervals.
LBS 1.82 x Number of Quarts of Oil Used
SYNTHETIC OILS

HP  HR HP x Hours of Operation
AF

Based on developments by Exxon Mobil Corporation

and the release of their synthetic lubricating oils,
Grams 875 x Number of Litres of Oil Used
Waukesha Engine now recognizes these products as

HP  HR HP x Hours of Operation
being suitable for all Waukesha stoichiometric and lean
burn gas engines. Table 4.30-5 lists the synthetic oils
875 x Number of Litres of Oil Used
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available. Grams

kWb  HR kWb(corrected) x Hours of Operation

When synthetic lubricating oils are selected, it is
suggested that you contact Waukesha Engine for
change interval recommendations. Typically, synthetic
oil change intervals are 3 to 5 times longer than those of
mineral oils. Actual change intervals must be estab-

FORM 6277 Second Edition 4.30 -- 21

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 KRAFT POWER CORP.
LUBRICATION SYSTEM MAINTENANCE

RECOMMENDED OIL CHANGE INTERVALS

The use of some types of oil, as well as dusty environment, marginal installation,
internal engine condition and/or operating the engine with malfunctioning

.
carburetion equipment may require more frequent oil changes. Waukesha Engine recommends that the
lubricating oil be monitored with a professional oil analysis program. Extended oil change intervals may

RP
cause varnish deposits, oil oxidation, or sludge conditions to appear in the engine, which an oil analysis
cannot detect. Disregarding this information could result in engine damage. Contact your local Waukesha
Distributor for periodic engine maintenance.

Table 4.30-10. Recommended Oil Change Intervals For Engines Receiving Normal Maintenance
EBULLIENT COOLED

CO
ENGINES OR HOT WATER
ISO STANDARD OR OPERATED IN SYSTEM WITH ENGINE
ENGINE MODEL CONTINUOUS EXCESS OF LIGHT LOAD STANDBY
POWER RATING OPERATION WATER TEMPERATURE DUTY
ISO STD 200O F (93O C) OR
POWER ABOVE
FOR ENGINES OPERATING WITH OIL HEADER TEMPERATURES 195O F (91O C) OR BELOW.
VHP SERIES Normal 1500 hours 250 hours or
Natural Gas, (Extended 2100 hours*) 500 hours 1500 hours 500 hours annually
HD-5 Propane
NOTE: Change lube oil filter elements when lube oil is changed.

ER
* Extended oil drain intervals listed, are acceptable, if a Microspin centrifuge, in conjunction with a Waukesha supplied oil filtration system
is used, and an oil analysis program is followed.

Table 4.30-11. Recommended Oil Change Intervals For Engines Receiving Normal Maintenance And Using Gaseous
Fuel Containing H2S.
ENGINES EBULLIENT COOLED OR
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ISO STANDARD OR OPERATED IN HOT WATER SYSTEM WITH
ENGINE PRIME POWER EXCESS OF LIGHT LOAD ENGINE WATER STANDBY
MODEL RATING ISO STD OPERATION TEMPERATURE 200O F DUTY
POWER (93O C) OR ABOVE
FOR ENGINES OPERATING WITH ELEVATED OIL SUMP TEMPERATURE.
PO

250 hours or
VHP SERIES 360 hours 250 hours 360 hours 360 hours annually
NOTE: Change lube oil filter elements when lube oil is changed.

Table 4.30-12. Duty Cycle Definitions

ISO STANDARD OR The highest load and speed which can be applied 24 hours a day, 7 days a week, 365 days per year, except
CONTINUOUS POWER for normal maintenance. It is permissible to operate the engine at up to ten percent overload or maximum
RATING: load indicated by the intermittent rating, whichever is lower, for two hours in each 24 hour period.
T

In a system used as a backup or secondary source of electrical power, this rating is the output the engine
GENERATOR STANDBY will produce continuously (no overload), 24 hours per day, for the duration of the prime power source
POWER RATING: outage.
AF

INTERMITTENT POWER This rating is the highest load and speed that can be applied in variable speed mechanical system
RATING: application only. Operation at this rating is limited to a maximum of 3500 hours per year.

GENERATOR PEAK Peak shaving is operation of an engine for a limited time to meet short term peak power requirements.
SHAVING: Speed, loading, and hours per year of operation will affect the recommended oil change interval.

LIGHT LOAD OPERATION: Power levels less than 50% of the maximum continuous power rating.
KR

4.30 -- 22 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 4.35

.
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EXHAUST SYSTEM MAINTENANCE

EXHAUST SYSTEM MAINTENANCE EXHAUST SYSTEM TEMPERATURE MONITORING

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EXHAUST SYSTEM BACKPRESSURE Exhaust temperatures can be an important diagnostic
MEASUREMENT tool but there are differences found between rich and
lean burn engines:
Monitor the exhaust system backpressure regularly.
The maximum backpressure must not exceed specifica- · Rich Burn -- Very rich mixture will lower exhaust
tion. temperature and a very lean mixture will also lower
exhaust temperature.
Refer to Table 4.35-1 for exhaust system backpressure
values.

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1. Drill and tap a hole (1/4 inch NPT) in the customer
supplied exhaust piping. Place the hole 12 in. (305 mm)
downstream from the mating flange of the Waukesha
supplied flexible exhaust connection. The measure-
ment must be taken before the silencer or catalytic
· Lean Burn -- Very rich mixture will raise exhaust
temperature.

· Both Systems -- Very low temperatures are an

indication of misfiring.

NOTE: Verification of proper thermocouple readings is

W
converter, if provided, and should be away from any essential.
bend or elbow in the exhaust piping.
The maximum exhaust temperature variation across the
2. Install a tubing connector in the hole. Use only entire engine should be within 100° F (47° C) for all
non-corroding stainless steel fittings. models.
PO

Normal exhaust temperatures are model dependent: NOTE: Since air/fuel ratio, ambient air temperature and
that is air/fuel ratio and load dependant, naturally many other factors may affect exhaust gas tempera-
aspirated, turbocharged, lightly loaded, heavily tures, call the Waukesha Engine Field Service Depart-
loaded and ignition timing all affect the exhaust ment if additional information is required.
temperature. See the Waukesha Gas Engine Techni-
cal Data manual for specific details. Check engine exhaust temperatures for each cylinder
daily. Monitor the exhaust temperatures when the
3. Connect one end of a water manometer to the engine is running at rated speed and load.
T

connector and vent the free end to the atmosphere. The

manometer line fitting must not protrude beyond the EXHAUST SYSTEM INSPECTION
inner surface of the exhaust pipe or an inaccurate
AF

reading may result. 1. Inspect the exhaust manifolds and exhaust piping for
leaks.
4. Measure the exhaust backpressure at rated speed
and load. Corrective action must be taken if the 2. Record the exhaust manifold temperatures for
backpressure exceeds the specified limit. reference.

5. Excessive exhaust backpressure may be due to one

KR

or more of the following conditions:

· Undersized piping
· Elbows, bends or sudden enlargements in the piping
· Plugged catalytic converter
· Pipe obstructions
· Exit losses
FORM 6277 Second Edition 4.35 -- 1

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 KRAFT POWER CORP.
EXHAUST SYSTEM MAINTENANCE

Table 4.35-1. Maximum Allowable Exhaust Backpressure And Reductions For Speed And Load
NATURALLY ASPIRATED VHP G MODELS
The maximum allowable exhaust backpressure for a VHP G model is 18 in. (457 mm) of water column pressure
(4.5 kPa) at the highest load at the highest speed that the engine will experience during operation. At reduced load
and/or speed, the backpressure on the engine will decrease by the operating characteristic of the exhaust system.

.
STOICHIOMETRIC, TURBOCHARGED AND INTERCOOLED, VHP GSI* MODELS

RP
The maximum allowable exhaust backpressure for a VHP GSI* model is 21 in. (533 mm) of water column pressure
(4.5 kPa) at 180 BMEP at 1200 rpm. This pressure must be reduced by 1.5 in. (38 mm) of water column (0.37 kPa)
for every 100 rpm that the maximum rated speed is below 1200 rpm and reduced by 1.5 in. (38 mm) of water
column (0.37 kPa) for every 10 BMEP that the maximum rated load is below 180 BMEP. Allowable backpressure is
not reduced below 4.0 in. (101.6 mm) of water column pressure (1 kPa). At reduced load and/or speed the
backpressure on the engine will decrease by the operating characteristic of the exhaust system.
Max Exhaust Backpressure = 21 -- 1.5 x [(1200 -- rpm)/100] -- 1.5 x [(180 -- BMEP)/10] in. H2O

CO
* This applies only to VHP GSI engines with the ejector style breather system. For other models, contact the
Waukesha Sales Engineering Department.
LEAN BURN, TURBOCHARGED AND INTERCOOLED, VHP GL MODELS
The maximum allowable exhaust backpressure for a VHP GL model is 13.5 in. (343 mm) of water column pressure
(3.4 kPa) at 160 BMEP at 1200 rpm. This pressure must be reduced by 1.0 in. (25.4 mm) of water column
(0.25 kPa) for every 100 rpm that the maximum rated speed is below 1200 rpm and reduced by 1.0 in. (25.4 mm) of
water column (0.25 kPa) for every 10 BMEP that the maximum rated load is below 160 BMEP. Allowable backpres-
sure is not reduced below 4.0 in. (101.6 mm) of water column pressure (1 kPa). At reduced load and/or speed the
backpressure on the engine will decrease by the operating characteristic of the exhaust system.

ER
Max Exhaust Backpressure = 13.5 -- [(1200 -- rpm)/100] -- [(160 -- BMEP)/10] in. H2O
W
PO
T
AF
KR

4.35 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 4.40

.
RP
CRANKCASE BREATHER SYSTEM MAINTENANCE

CO
CRANKCASE BREATHER SYSTEM Crankcase Separator Screen Removal
MAINTENANCE 1. Disconnect the separator screen tubing from the
oil separator (see Figure 4.40-1, Figure 4.40-2,
NOTE: After cleaning, servicing or replacing any Figure 4.40-3 and Figure 4.40-4).
component of the crankcase breather system, recheck
the crankcase pressure to verify that it is within 2. Remove the capscrews, lock washers, and gaskets
specification and that all system components are and the separator screen assembly from the top of the
functioning properly. cylinder block.

SEPARATOR SCREEN MAINTENANCE

ER
On 6 cylinder engines, the separator screen is located in
the firing deck of the crankcase at the rear of the engine
(see Figure 4.40-1). On 12 cylinder engines, the sepa-
rator screen is located in the rear right side of the engine
ELBOW
HOSE
CLAMP
BREATHER
TUBE
HOSE
W
on the cylinder firing deck. Sixteen cylinder engines HOSE CLAMP
do not have separator screens.
HOSE
CLAMPS
PO

FLANGE

GASKETS
T

SEPARATOR
SCREEN
AF

Figure 4.40-2. Crankcase Separator Screen --

6 CYLINDER SEPARATOR 6 Cylinder
SCREEN LOCATION

Figure 4.40-1. Crankcase Separator Screen --

6 Cylinder
KR

FORM 6277 Second Edition 4.40 -- 1

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 KRAFT POWER CORP.
CRANKCASE BREATHER SYSTEM MAINTENANCE

Crankcase Separator Screen Cleaning And

Inspection
12 CYLINDER ENGINE SEPARATOR
SCREEN LOCATION -- SEPARATOR
SHOWN REMOVED

.
Always use approved cleaning solvents in a well
#6R CYLINDER

RP
ventilated area. Avoid contact with skin. Disregard- HEAD
ing this information could result in severe personal
injury or death.

1. Wash the screen in a non-volatile cleaning solution

or solvent, if necessary.

CO
2. Remove the separator screen and breather tube
assembly.

Figure 4.40-3. Crankcase -- Rear Right

Compressed air can pierce the skin and cause

severe injury. Never use your hand to check for
leaks or to determine air flow rates. Wear safety
glasses to shield your eyes from flying dirt and
debris. Disregarding this information could result in
severe personal injury or death.

3. Dry the screening element from the inside out using

low pressure compressed air.
ER BREATHER TUBE
W
Crankcase Separator Screen Assembly
1. Position a new gasket over the rectangular hole on
the top of the cylinder block (rear right corner)
(see Figure 4.40-1, Figure 4.40-2, Figure 4.40-3 and
PO

Figure 4.40-4). Verify that the gasket surfaces are clean

and completely free of grease and oil.

2. Install the separator screen in the cylinder block. GASKET

3. Install a new gasket on top of the separator screen.

4. Fasten the separator screen and breather transition SEPARATOR SCREEN

T

assembly to the top of the cylinder block lock washers

and capscrews.
GASKET
AF

5. Install the oil separator tubing.

Figure 4.40-4. Crankcase Separator Screen Assembly

-- 12 Cylinder Shown
KR

4.40 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
CRANKCASE BREATHER SYSTEM MAINTENANCE

OIL SEPARATOR(S) MAINTENANCE

Six cylinder and 12 cylinder G engines have one oil
separator located at the rear of the engine (see
Figure 4.40-5).

.
CRANKCASE

RP
VAPOR OUTLET
RETAINING
CLIP
SEPARATOR CELLULAR
LID FOAM

CO
O-RING

Figure 4.40-6. Oil Separator Assembly -- Rear Right

DRAIN
SEPARATOR
BODY
ER
STEEL MESH
ELEMENT
2. Remove the O-ring from the cover.

3. Pry the screen out of the cover and remove the foam
(see Figure 4.40-7). Remove the upper screen from the
inside of the cover.
W
CRANKCASE VAPOR
AND OIL INLET

Figure 4.40-5. Oil Separator 6 And 12 Cylinder

Engines
PO

Twelve cylinder GSI and GL engines have two oil

separators. One oil separator is connected by an elbow
to the vent in the gear housing cover on the front left side
of the engine. The second oil separator is mounted
above the crankcase at the rear right side of the engine
(see Figure 4.40-6). This oil separator is connected by a
breather tube to the crankcase separator screen in the
T

top of the crankcase.

Sixteen cylinder engines have one oil separator located
AF

on the rear of the engine directly above the flywheel.

Oil Separator Cleaning And Inspection -- Figure 4.40-7. Pry Screen From Cover
6 And 12 Cylinders
Clean the oil separator at each oil change.
NOTE: Current production separators have elongated
KR

indentations along the circumference of the cover. This

indicates that the upper foam filter is removable.

1. Disconnect the breather plumbing from the separa-

tor as required and remove the oil separator from the
engine. Release the two latches on the separator and
remove the cover (see Figure 4.40-5 and
Figure 4.40-6).

FORM 6277 Second Edition 4.40 -- 3

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 KRAFT POWER CORP.
CRANKCASE BREATHER SYSTEM MAINTENANCE

4. Wash the foam in a detergent solution and wring dry 8. Press the retaining screen and foam into the cover
by hand (see Figure 4.40-8). Do not use a mineral based (see Figure 4.40-10).
solvent.

.
RP
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Figure 4.40-10. Press Screen Into Cover

Figure 4.40-8. Wring Foam Dry

ER
9. Install the O-ring on the cover.

10. Clean the lower separator body in a solvent tank.

Allow the separator to dry (see Figure 4.40-11).
W
5. Wipe the inside of the cover clean.

6. Install the upper screen to the inside of the cover.

7. Place the foam into place in the retaining screen

PO

(see Figure 4.40-9).

T
AF

Figure 4.40-11. Wash Separator With Solvent

11. Install the separator on the engine. Connect the

KR

drain tube to the separator (if equipped).

12. Install the cover on the separator. Install the

Figure 4.40-9. Install Foam In Screen
breather plumbing as required.

4.40 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
CRANKCASE BREATHER SYSTEM MAINTENANCE

Oil Separator Cleaning And Inspection --

16 Cylinder
1. Remove the oil separator from the engine. Compressed air can pierce the skin and cause
severe injury. Never use your hand to check for
2. Loosen the retaining clamp and remove the lid from leaks or to determine air flow rates. Wear safety

.
the body of the oil separator (see Figure 4.40-12 and glasses to shield your eyes from flying dirt and

RP
Figure 4.40-13). debris. Disregarding this information could result in
severe personal injury or death.

FILTER High pressure com-

O-RING
pressed air can easily
LID damage the light metal filter mesh element causing

CO
breather system restriction and the resultant exces-
sive crankcase pressure condition.

6. Dry the lid, body, and filter element with low pressure
compressed air.
NUT
SEPARATOR
BODY 7. Install the filter element in the separator body with the
handle on the filter facing up, and hand tighten the wing
WING NUT

Figure 4.40-12. Oil Separator -- 16 Cylinder Engine ER nut.

8. Place the rubber O-ring seal on the inside rim of the

lid.

9. Position the lid and clamp on the separator body and

secure by tightening the nut on the clamp.
W
WING NUT
CRANKCASE PRESSURE CHECK
A negative crankcase pressure of 0 -- 1 in. (0 -- 25.4 mm)
H2O must be maintained.
PO

NOTE: Measure the crankcase pressure at least once

every 3 months (2160 hours).
Proceed as follows:
1. Remove the pipe plug from the oil level gauge
support and install a tube connector in the hole
(1/8 inch NPT) (see Figure 4.40-14).
FILTER 0-RING
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Figure 4.40-13. Oil Separator -- 16 Cylinder Engine

OIL LEVEL GAUGE
(DIPSTICK)
AF

3. Remove the rubber O-ring seal from the inside rim of

the lid. Inspect the seal for cuts, tears or loss of elasticity.
Replace when necessary.

4. Remove wing nut and lift the filter assembly from the
separator body.
KR

5. Thoroughly wash the body and filter element in a

non-volatile cleaning solution or solvent.
INSTALL WATER
MANOMETER TUBE

Figure 4.40-14. Install Water Manometer Tube

Connector

FORM 6277 Second Edition 4.40 -- 5

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 KRAFT POWER CORP.
CRANKCASE BREATHER SYSTEM MAINTENANCE

2. Connect one end of a water manometer to the

connector and vent the free end to the atmosphere. The
ADJUSTING VALVE
manometer line must not protrude beyond the inner
surface of the gauge support or an inaccurate reading
may result (see Figure 4.40-15).

.
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VENT EJECTOR
BREATHER
SHUTOFF
VALVES TO

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CRANKCASE

MANOMETER Figure 4.40-17. Ejector Breather/Adjusting Valve

Figure 4.40-15. Water Manometer Assembly -- 6 Cylinder Shown

3. Measure the crankcase pressure and perform all 12 Cylinder Engine Crankcase Pressure
pressure adjustments while the engine is operating at Adjustment Controls
rated speed and load (see Crankcase Pressure
On 12 cylinder models that are not equipped with
Adjustment).
4. Remove the manometer line and tube connector.
Install the pipe plug.

CRANKCASE PRESSURE ADJUSTMENT

CONTROLS
ER
venturi extractor, the crankcase pressure is adjusted
with a vacuum valve assembly of which there are
different configurations (see Figure 4.40-18 and
Figure 4.40-19). On 12 cylinder models equipped with a
venturi extractor, a choke valve is located on the end of
the venturi extractor (see Figure 4.40-20).
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All engines are provided with manual crankcase pres-
sure adjustment. The adjustment is accomplished by
BUTTERFLY VALVE
admitting more or less outside air into the breather
HEX NUT
system. All manual adjustment devices are externally
controlled and easily accessible.
PO

6 Cylinder Engine Crankcase Pressure

Adjustment Controls
On 6 cylinder models, crankcase pressure is adjusted ADJUSTING
SCREW
with either a venturi/adjusting screw assembly (see
Figure 4.40-16), an ejector breather/adjusting valve BREATHER TUBE
assembly (see Figure 4.40-17) or vacuum valve (see
Figure 4.40-18).
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Figure 4.40-18. Vacuum Valve Assembly

VENTURI/ADJUSTING
AF

SCREW ASSEMBLY
BUTTERFLY VALVE

HEX NUT
KR

ADJUSTING
SCREW
BREATHER TUBE

Figure 4.40-19. Vacuum Valve Assembly

Figure 4.40-16. Venturi/Adjusting Screw Assembly --

6 Cylinder GSI Shown

4.40 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.
CRANKCASE BREATHER SYSTEM MAINTENANCE

7. If adjustment of manual control devices fails to

properly regulate crankcase pressure:

A. Clean the crankcase separator screen.

B. Clean the crankcase oil separators.

.
RP
C. Clean all breather tubes.

D. Clean and inspect the crankcase breather regula-

tor assembly.
VENTURI
CHOKE VALVE EXTRACTOR E. Clean and inspect the venturi extractor assembly.

CO
F. Inspect the air cleaner prefilter pads and main
filter elements. Clean or replace as necessary.
Figure 4.40-20. Venturi Extractor/Choke Valve
G. Measure the exhaust backpressure. Excessive
Assembly -- 12 Cylinder GL Shown
backpressure reduces breather system effec-
tiveness.
16 Cylinder Engine Crankcase Pressure
Adjustment Controls NOTE: After cleaning, servicing or replacing any
On 16 cylinder engines, the crankcase pressure is component of the crankcase breather system, recheck

ER
adjusted with a vacuum valve that is similar in appear-
ance to the valve shown in Figure 4.40-16, or a venturi
extractor/choke valve assembly similar to the one
shown in Figure 4.40-20.
CRANKCASE PRESSURE ADJUSTMENT
the crankcase pressure to verify that it is within
specification and that all system components are
functioning properly.

CRANKCASE BREATHER REGULATOR

MAINTENANCE
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The crankcase breather regulator assembly is above
1. Run the engine at rated speed and load.
the water manifold and connected to the venturi
NOTE: A negative pressure of 0 -- 1 in. (0 -- 25.4 mm) extractor through a tee and pipe nipple arrangement
H2 O is desirable at all speeds and loads. (see Figure 4.40-21).
PO

2. Refer to Crankcase Pressure Check and install a BREATHER

NOTE: Location varies with
water manometer to monitor crankcase pressure. engine model REGULATOR

3. Loosen the hex nut and turn the adjusting screw

while monitoring the water manometer until the recom-
mended negative crankcase pressure is obtained.

4. Remove the engine load.

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5. Measure the crankcase pressure again. Readjust if it

is not within specification.
AF

6. Retest at rated speed and load. If the crankcase

pressure is within specification, tighten the hex nut to
hold the setting.
Figure 4.40-21. Breather Regulator

While there is no manual adjustment of the crankcase

KR

breather regulator, it should be inspected annually for an

accumulation of dirt or grit. Harsh environments may
dictate more frequent attention.

FORM 6277 Second Edition 4.40 -- 7

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 KRAFT POWER CORP.
CRANKCASE BREATHER SYSTEM MAINTENANCE

CRANKCASE BREATHER REGULATOR -- 5. Inspect the valve plate for nicks, cracks or damage.
CLEANING AND INSPECTION
If replacement of the
breather regulator hous-
ing or valve assembly is necessary, be sure to order

.
Compressed air can pierce the skin and cause the correct part numbers. Since air flow require-

RP
severe injury. Never use your hand to check for ments vary between engine models and applica-
leaks or to determine air flow rates. Wear safety tions, the housings and valves are sized or
glasses to shield your eyes from flying dirt and weighted differently and are not interchangeable.
debris. Disregarding this information could result in Disregarding this information could result in prod-
severe personal injury or death. uct damage.
1. Thoroughly wash all parts in a non-volatile cleaning 6. Replace any parts of the assembly that are damaged

CO
solution or solvent to remove accumulations of dust, dirt, or worn.
grease and grit (see Figure 4.40-22). Dry with low
pressure compressed air. CRANKCASE PRESSURE RELIEF VALVES
MAINTENANCE
To ensure that they are in proper working condition, the
crankcase pressure relief valves should be exercised
and inspected annually (see Figure 4.40-23). If re-
moved, replace crankcase pressure relief valves in the

ROD
HOUSING

ER same positions as received from the factory.

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E-CLIP

VALVE
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PLATE

VALVE
HUB

O-RING Figure 4.40-23. Crankcase Pressure Relief Valve

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1. Shut down the engine and allow it to cool.

2. Lift the valve off its seat to verify that the plate is free
AF

SCREEN
to move.

LOCK NUT The number of pressure relief valves used on the

engine depends on the volume of the crankcase.
KR

When using this option never operate the engine

without proper number of valves on the engine. The
Figure 4.40-22. Breather Regulator Assembly ability of the system to function is dependent upon
the proper number of relief valves. Operation
2. Inspect the regulator housing for cracks. without the proper type and number of relief valves,
or if the relief valves are not properly maintained,
3. Inspect the regulator rod for scratches or burrs.
can result in severe personal injury or death.
4. Inspect the O-ring for cuts, tears or loss of elasticity.
4.40 -- 8 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 4.45

.
RP
PRELUBE AND STARTING SYSTEM MAINTENANCE

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PRELUBE AND STARTING SYSTEM AIR/GAS STARTER LUBRICATION RESERVOIR
MAINTENANCE MAINTENANCE
1. Prior to each start check the air/gas starter reservoir
for lubricant (see Figure 4.45-2 and Figure 4.45-3).

From the bulkhead, all gas vented from the system

must be piped to a safe area in conformance with all
applicable codes. Failure to comply could result in RESERVOIR
severe personal injury or death.

ELECTRIC STARTER SYSTEM MAINTENANCE ER

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Always disconnect electrical power during inspec-
tion of electrical components. Failure to comply
could result in severe personal injury or death.
AIR/GAS STARTER
Inspect the starter motor and wiring for loose connec-
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tions or frayed insulation (see Figure 4.45-1).

Figure 4.45-2. Air/Gas Starter

2. Remove the plug and fill the reservoir. DO NOT

OVERFILL. Use the proper grade of oil. Add SAE 10W
oil at 32° F (0° C) and above. Use No. 2 Diesel Oil when
ambient temperatures fall below 32° F (0° C).
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3. Replace the plug.

AF

ELECTRIC STARTER

Figure 4.45-1. Electric Starter

KR

FORM 6277 Second Edition 4.45 -- 1

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 KRAFT POWER CORP.
PRELUBE AND STARTING SYSTEM MAINTENANCE

RESERVOIR PRELUBE PUMP AIR/GAS INLET

IN-LINE
LUBRICATOR

.
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PLUG PRELUBE MOTOR

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TO OIL PUMP

Figure 4.45-4. In-line Lubricator And Prelube

Motor/Pump Assembly

The lubricator is in-

tended for systems using
dry, clean natural gas. Any appreciable amount of

Figure 4.45-3. Air/Gas Starter Reservoir

ER hydrogen sulfide (H2S), particularly when combined
with moisture, will cause corrosion and adversely
effect the lubricator and its operation. Disregarding
this information could result in product damage
and/or personal injury.
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From the point of use,
IN-LINE LUBRICATOR
some oil mist may escape
into the surrounding atmosphere. Users are referred
to OSHA safety and health standards for limiting oil
PO

mist contamination and use of protecting equipment.

If high pressure gas is used to drive the air/gas
Disregarding this information could result in prod-
prelube pump motor, vent the motor exhaust to a
uct damage and/or personal injury.
safe area in conformance with all applicable codes.
Improper venting may result in severe personal
injury or death. The maximum operating
temperature of the lubri-
The in-line lubricator injects oil into a stream of cator is 175° F (79° C). Disregarding this information
compressed air/gas to provide the internal lubrication of
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could result in product damage and/or personal

the air/gas operated prelube pump motor (see injury.
Figure 4.45-4).
AF
KR

4.45 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
PRELUBE AND STARTING SYSTEM MAINTENANCE

Oil Fill Adjustments

Check the level of the in-line lubricator daily. The oil level Periodically check the lubricator drip rate. If the prelube
must always be visible in the sight glass. Refill as follows: pump motor exhaust is oil-free or contains an excessive
amount of oil, manual adjustment is necessary.
1. With the inlet pressure shut off, slowly loosen the oil

.
fill plug in the lubricator housing cover (see 1. Locate the oiler adjusting screw at the top of the sight

RP
Figure 4.45-5). Loosening the plug exposes a bleed feed dome on the lubricator housing cover.
orifice that reduces pressure in the oil reservoir.
2. Pull the lock ring on the adjusting screw upward to
release the drip rate setting.
OILER ADJUSTING
SCREW 3. Adjust the drip rate only when there is a constant rate
of air/gas flow through the lubricator. Oil drops are

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SIGHT FEED DOME atomized by the air/gas flowing through the lubricator
AIR/GAS
FILL PLUG throat. Monitor the drip rate through the sight feed dome.
OUTLET All of the drops visible in the dome are delivered to the
AIR/GAS prelube pump motor.
INLET
4. Adjust the lubricator to provide a light oil vapor at the
prelube motor exhaust (about 4 to 5 drops per minute).
Turn the adjusting screw clockwise to decrease the drip
rate, turn the screw counterclockwise to increase it.
8 OZ.
RESERVOIR
ER
RESERVOIR LEVEL
SIGHT GLASS
5. Push the lock ring on the adjusting screw downward
to lock the drip rate setting.

6. Monitor the prelube pump motor for a few days following

the adjustment. Readjust the drip rate if necessary.
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Cleaning
DRAIN PLUG
Clean the in-line lubricator monthly.
1. With the inlet pressure shut off, slowly loosen the oil
Figure 4.45-5. In-line Lubricator
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fill plug in the lubricator housing cover. Loosening the

plug exposes a bleed orifice that reduces pressure in the
Ensure that oil level of oil reservoir. Remove the oil fill plug.
the in-line lubricator is
2. Remove the drain plug at the bottom of the reservoir.
always visible in the sight glass. DO NOT OVERFILL
the reservoir. Failure to follow proper procedures Drain the oil.
could result in product damage and/or personal 3. Unthread the reservoir from the lubricator housing
injury.
cover.
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2. Remove the plug and fill the reservoir to the proper

level. DO NOT OVERFILL. The oil level must always be 4. Inspect the O-ring on the upper lip of the reservoir for
visible in the sight glass. Use the proper grade of oil. Add tears, cuts or general deterioration. Replace as neces-
AF

SAE 10W oil at 32° F (0° C) and above. Use No. 2 Diesel sary.
Oil when ambient temperatures fall below 32° F (0° C).

3. Inspect the O-ring on the neck of the oil fill plug for
tears, cuts or general deterioration. Replace as Compressed air can pierce the skin and cause
necessary. severe injury. Never use your hand to check for
KR

leaks or to determine air flow rates. Wear safety

4. Install the plug in the lubricator housing cover. glasses to shield your eyes from flying dirt and
debris. Disregarding this information could result in
severe personal injury or death.

5. Clean the reservoir using soap and water. Dry parts

and blow out internal body passages using clean, dry
compressed air.

FORM 6277 Second Edition 4.45 -- 3

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 KRAFT POWER CORP.
PRELUBE AND STARTING SYSTEM MAINTENANCE

6. Inspect all parts carefully. Replace any parts that

appear damaged.

7. Install the reservoir onto the lubricator housing cover

and fully tighten the reservoir until it stops (approximate-

.
ly five turns). Unscrew the reservoir no more than one
full turn to position the sight glass for best visibility.

RP
8. Inspect the O-ring on the neck of the oil fill plug for
tears, cuts or general deterioration. Replace as neces-
sary. Install the plug in the lubricator housing cover.
9. Install the drain plug at the bottom of the lubricator
24 VOLT
reservoir. ALTERNATOR

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10. Fill the lubricator reservoir with the proper grade
and amount of oil (see Table 4.30-1).
11. Periodically check the drip rate. Readjust if neces-
sary (see In-line Lubricator “Adjustments”).
ALTERNATOR
Figure 4.45-7. Crankshaft Driven Alternator
VHP engines have an optional 24 volt alternator. This
alternator can be used to run accessories or recharge
starting system batteries. Two styles of alternators are

the front gear housing (see Figure 4.45-6). The other

alternator option is driven from a pulley installed on the
crankshaft (see Figure 4.45-7).
ER
available. One alternator is driven from a jackshaft out of
BATTERY CONNECTION
1. When connecting a battery and alternator, make
certain the ground polarity of the battery and the ground
polarity of the alternator are the same.

The alternator uses two drive belts to increase belt life 2. When connecting a booster battery, always connect
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and ensure reliability. the negative battery terminals together and the positive
battery terminals together.
NOTE: These belts are a matched set and must be
replaced as a pair to ensure proper operation. 3. When connecting a charger to the battery, connect
PO

the charger positive lead to the battery positive terminal

first. The charger negative lead to the battery negative
terminal is connected last.

4. Never operate the alternator on open circuit. Make

certain all connections in the circuit are secure.

5. Do not short across or ground any of the terminals on

the alternator.
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6. Do not attempt to polarize the alternator.

AF

ALTERNATOR SERVICING

24 VOLT
The frequency of inspection is determined largely by the
ALTERNATOR type of operating conditions. High speed operation, high
temperatures and dust and dirt all increase the wear of
brushes, slip rings and bearings.
At regular intervals, inspect the terminals for corrosion
KR

and loose connections. Inspect the wiring for frayed

Figure 4.45-6. Jackshaft Driven Alternator And Guards insulation. Inspect the mounting bolts for tightness, and
the belt for alignment, proper tension and wear. Belt
tension should be adjusted on a routine basis.
When adjusting belt tension, apply pressure against the
stator laminations and between the end frames and not
against either end frame.

4.45 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
PRELUBE AND STARTING SYSTEM MAINTENANCE

ALTERNATOR NOISE 3. When the desired belt tension is reached, tighten the
Noise from an alternator may be caused by worn or dirty adjusting capscrew and pivot bolt.
bearings, loose mounting bolts, a loose drive pulley, a NOTE: A new belt is adjusted to a greater tension due
defective diode, or a defective stator. Inspect for any of to tension loss which occurs during break-in.
these causes and repair or replace as necessary.

.
CRANKSHAFT ALTERNATOR V-BELT TENSION

RP
JACKSHAFT ALTERNATOR V-BELT TENSION

To prevent severe personal injury or death, always

To prevent severe personal injury or death, always
stop the unit before cleaning, servicing or repairing
stop the unit before cleaning, servicing or repairing
the unit or any driven equipment.
the unit or any driven equipment.

CO
1. Remove the guarding from the alternator.
1. Loosen the upper pivot bolt on the upper end of the
alternator (see Figure 4.45-8). 2. Loosen the lower pivot bolt on the end of the
alternator (see Figure 4.45-10).

PIVOT BOLT

ER ADJUSTING
BOLT
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PIVOT BOLT
PO

ADJUSTING STUD

Figure 4.45-8. Alternator Belt Adjustment Pivot Figure 4.45-10. Alternator Belt Adjustment

2. Loosen the adjusting bolt on the alternator (see 3. Loosen the adjusting bolt on the alternator (see
Figure 4.45-9). Figure 4.45-10).

4. Use a wrench on the adjusting stud to pivot the

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alternator.

5. When the desired belt tension is reached, tighten the

AF

adjusting capscrew and pivot bolt.

6. Install the guarding over the alternator.

KR

ADJUSTING
BOLT

Figure 4.45-9. Alternator Belt Adjustment Bolt

FORM 6277 Second Edition 4.45 -- 5

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 KRAFT POWER CORP.
PRELUBE AND STARTING SYSTEM MAINTENANCE

ALTERNATOR V-BELT MAINTENANCE 4. Keep belts at the proper tension. New belts will
stretch shortly after installation. Loose belts will slip,
1. Always use new, matching belt sets. causing power loss and heat buildup. Belts that are too
2. When replacing belts, always replace the entire set tight will deteriorate rapidly and wear out engine shaft
of belts, not just the ones that look worn. This will ensure bearings.

.
proper belt operation. 5. To avoid belt damage, always loosen the pulley

RP
3. To check belt tension, depress the belt with your adjustment when installing belts. Never pry a belt over a
fingers. A tensioned belt will feel alive and springy. Belts pulley.
that are too tight will will not deflect and loose belts will
feel dead.

CO
ER
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PO
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KR

4.45 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 4.50

.
RP
ENGINE PROTECTION SYSTEM MAINTENANCE

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ENGINE PROTECTION SYSTEM
INSPECT THERMOCOUPLE
MAINTENANCE AND CONNECTING HARNESS
Maintenance of the engine protection system is general-
ly limited to visual inspection of components.

Switches for alarms and automatic engine shut-

down must be supplied by the customer. The
ER
sensors provided are for measuring and monitoring
temperatures and WILL NOT shut the engine down if
potentially harmful temperatures are reached. Dis-
regarding this information could result in severe
Figure 4.50-1. Jacket Water Temperature Sensor

personal injury or death.

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MASKING TAPE
APPLIED DURING
MAINTENANCE

To prevent engine damage and severe personal

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injury or death, it is the customer’s responsibility to

provide engine protection switches and fuel shutoff
valves wired to simultaneously shut off the ignition
and the fuel for the following conditions: normal
shutdown, overspeed, low lube oil pressure, high
jacket water temperature and high intake manifold INSPECT THERMOCOUPLE TEMPERATURE
SENSOR AND CONNECTING HARNESS
pressures.
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K-TYPE THERMOCOUPLES INSPECTION

Figure 4.50-2. Oil Strainer And Temperature Sensor
AF

Thermocouples can be
extremely hot. Allow en-
gine to cool prior to handling thermocouple. Failure INSPECT THERMOCOUPLE
to follow these procedures could result in severe TEMPERATURE SENSOR AND
CONNECTING HARNESS
personal injury.

1. Inspect the thermocouples (see Figure 4.50-1,

KR

Figure 4.50-2, Figure 4.50-3 and Figure 4.50-4) to en-

sure they are securely seated.

2. Inspect connecting cables and wires for loose EXHAUST

MANIFOLD
connections, broken wires or insulation. END SECTION

Figure 4.50-3. Exhaust Thermocouples

FORM 6277 Second Edition 4.50 -- 1

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 KRAFT POWER CORP.
ENGINE PROTECTION SYSTEM MAINTENANCE

SPECIAL
INSPECT MAIN BEARING TEMPERATURE PIPE NIPPLE
THERMOCOUPLES HARNESS

GASKET

.
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LEAN BURN
OXYGEN SENSOR

THERMOCOUPLE
INSPECT ACTUAL MAIN BEARING TEMPERATURE
THERMOCOUPLES DURING OIL CHANGE

CO
Figure 4.50-4. Main Bearing Temperature
SENSOR
Thermocouples BLOCK
HEATER

PRESSURE AND TEMPERATURE SWITCHES Figure 4.50-6. Lean Burn Oxygen Sensing Assembly
CALIBRATION
Calibrating and testing pressure and temperature MANUAL SPEED CONTROL LEVER MAINTENANCE
switches should be performed by qualified service
technicians every 90 days.
OPTIONAL INSTRUMENT PANEL
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Inspect instrument panel to ensure gauges are operating.
OPTIONAL SENSORS INSPECTION
Always ensure that the fuel gas valve(s) are closed
after engine shutdown. Failure to close fuel gas
valve(s) could cause severe personal injury or
death.
The optional CEC Air/Fuel Module (AFM) uses sensors
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in the exhaust outlet that require periodic inspection. 1. Inspect the manual speed control lever for proper
operation (see Figure 4.50-7). With the engine running
1. Inspect the sensors (see Figure 4.50-5 and
under no load, move the lever to the CLOSED position,
Figure 4.50-6) to ensure they are securely seated.
the engine should return to idle speed.
PO

2. Inspect connecting cables and wires for loose

connections, broken wires or insulation.

OXYGEN SENSOR
(GSI SHOWN)
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AF

MANUAL
SHUTDOWN
LEVER
Figure 4.50-5. Oxygen Sensor -- GSI
KR

Figure 4.50-7. Manual Shutdown Lever --

12 Cylinder VHP GL Shown

4.50 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
ENGINE PROTECTION SYSTEM MAINTENANCE

DETONATION SENSING MODULE AND SENSORS

Sensors can be extreme-

ly hot. Allow engine to
cool prior to handling sensors. Failure to follow

.
these procedures could result in severe personal

RP
injury.

1. Inspect the detonation sensors to ensure they are

seated (see Figure 4.50-8). Refer to Form 6268
(Version 5.3c) or Form Number 6278 (Version 6
Series), Custom Engine Control Detonation Sensing
Module Installation, Operation And Maintenance

CO
Manual for further information. Inspect wiring harness
for damage.

DETONATION
SENSOR

Figure 4.50-8. Detonation Sensor

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PO
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AF
KR

FORM 6277 Second Edition 4.50 -- 3

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 KRAFT POWER CORP.

SECTION 4.55

.
RP
VALVE ADJUSTMENT

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VALVE ADJUSTMENT NOTE: A special tool (Tool P/N 494287) may be used
for removing the rocker arm cover capscrews. The same
INTAKE AND EXHAUST VALVES -- tool can also be used for loosening the valve lifter
ADJUSTMENT -- 6, 12 AND 16 CYLINDER VHP capscrews and rocker arm adjusting screws, enabling
GAS ENGINES the operator to perform multiple operations without
switching tools.
In any procedure where
the rocker arms may 3. Remove the rocker arm covers. Use a rubber mallet

crankshaft until all rocker arm adjusting screws

ER
have been removed or disturbed, the cylinder head
replaced, or if it is suspected that the valves may
have been adjusted incorrectly, do not rotate the

have been completely backed off. Failure to back off

the adjusting screws in these situations may cause
to loosen the covers, if necessary.

NOTE: Set the valves in the order that the engine fires
(see Table 4.55-1). The cylinder firing order appears on
the engine nameplate (see Figure 4.55-2). Each piston
must be brought into top dead center position, compres-
sion stroke.
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collision between valves and pistons and severe
engine damage. 4. Using the engine barring device (see Figure 4.55-1),
turn the engine over in a counterclockwise direction
NOTE: All VHP gas engines use hydraulic valve lifters. (facing the flywheel) until the piston of the first cylinder in
PO

To compensate for slight differences in wear between the firing order is at top dead center (compression
the valves and valve seats, adjust the valve clearance stroke) (see Table 4.55-1).
every 3 months (2160 hours). Install new rocker arm
cover gaskets when the valve adjustments are per-
formed.
BARRING DEVICE

Shut the engine down

and allow it to cool for at
T

least one hour before adjusting the valves. Disre-

garding this information could result in product
damage and/or personal injury.
AF

1. Refer to Section 4.10 Spark Plug Removal and

remove the spark plug cables from the ignition coils and
pull out the spark plug extensions.

2. Remove the rocker arm cover capscrews, washers Figure 4.55-1. Engine Barring Device
KR

and spark plug cable clips (2 capscrews per cover).

FORM 6277 Second Edition 4.55 -- 1

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 KRAFT POWER CORP.
VALVE ADJUSTMENT

Table 4.55-1. Valve Settings 6, 12, And 16 Cylinder VHP Gas Engines
6 CYLINDER ENGINE 12 CYLINDER ENGINE 16 CYLINDER ENGINE
WHEN VALVES WHEN VALVES WHEN VALVES
SET VALVES OVERLAP ON SET VALVES OVERLAP ON SET VALVES OVERLAP ON
ON CYLINDER MATING CYLINDER ON CYLINDER MATING CYLINDER ON CYLINDER MATING CYLINDER

.
Column A Column B Column A Column B Column A Column B

RP
1 6 1R 6R 1R 8R
5 2 6L 1L 1L 8L
3 4 5R 2R 3R 6R
6 1 2L 5L 3L 6L
2 5 3R 4R 7R 2R

CO
4 3 4L 3L 7L 2L
6R 1R 5R 4R
1L 6L 5L 4L
2R 5R 8R 1R
5L 2L 8L 1L
4R 3R 6R 3R
Column A Shows the cylinder firing 3L 4L 6L 3L
order.
d V Value
l iin column
l A added
dd d to
value in column B always equals 7.

d V Value
ER
Column A Shows the cylinder firing
order. l iin column
l A added
dd d to
value in column B always equals 7.
2R
2L
4R
4L
Column A Shows the cylinder firing
order. Value in column A added to
7R
7L
5R
5L
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value in column B always equals 9.
NOTE: On 12 and 16 cylinder engines, right bank and left bank are determined by standing at the flywheel end of the engine facing the flywheel.
The cylinders farthest from the flywheel on the right and left side are the #1R and #1L cylinders, respectively. On 6 cylinder engines, the cylinder
farthest from the flywheel is the #1 cylinder, the closest, the #6 cylinder.
PO

SAA # SERVICE TYPE

MODEL
WAUKESHA ENGINE
SERIAL DRESSER INC.
NUMBER WAUKESHA, WISCONSIN U.S.A. DATE
COMP.
RATIO

THIS ENGINE IS FACTORY EQUIPPED AS LISTED. HP(kW) ARE PER

ISO 3046/1. CONSULT A W.E.D. AUTHORIZED DISTRIBUTOR OR W.E.D.
T

APPLICATION ENGINEERING FOR ADDITIONAL INFORMATION.

ALTITUDE LIMIT
PRIMARY SECONDARY FT/M
FUEL
AF

TM AIR INLET TEMP

MIN. WKI LIMT O
F/ CO

IGN.TIMING
BTDC GOVERNED SPEED RPM

CARB ADJ.

SERVICE VALVE CLEARANCE IN. /mm

211853M

HP/kW INTAKE EXHAUST

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OVERLOAD
HP/kW

FIRING ORDER

Figure 4.55-2. Nameplate -- Current Production

4.55 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
VALVE ADJUSTMENT

FRONT
(GEAR SIDE)

1 1L 1R 1L 1R

.
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2 2L 2R 2L 2R

LEFT RIGHT
SIDE 3 3L 3R 3L 3R SIDE

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4 4L 4R 4L 4R DIRECTION OF
FLYWHEEL ROTATION
COUNTERCLOCKWISE
5 5L 5R 5L 5R

6 6L 6R 6L 6R

FIRING ORDER:
1, 5, 3,
6, 2, 4 ER
FIRING ORDER:
1R, 6L, 5R, 2L, 3R, 4L,
6R, 1L, 2R, 5L, 4R, 3L
7L

8L
7R

8R

REAR
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(FLYWHEEL SIDE) FIRING ORDER:
1R, 1L, 3R, 3L, 7R, 7L, 5R, 5L
= MATING CYLINDER OF THE FIRST CYLINDER 8R, 8L, 6R, 6L, 2R, 2L, 4R, 4L
IN THE FIRING ORDER
PO

NOTE: When the mating cylinder is in valve overlap, the first cylinder in the firing order is at top dead center (compression stroke).

Figure 4.55-3. Engine Firing Order And Direction Of Rotation -- 6, 12 And 16 Cylinder Engine

To determine when this piston is at top dead center NOTE: To obtain the proper end clearance between the
(compression stroke), watch the rocker arms and valves intake and exhaust rocker arms and the support, place a
on its mating cylinder (see Table 4.55-1 and feeler gauge 0.015 -- 0.020 in. (0.381 -- 0.508 mm) for
Figure 4.55-3). As the exhaust valves on the mating the exhaust rocker arm, and 0.010 -- 0.015 in.
T

cylinder are closing, the intake valves begin to open. At (0.254 -- 0.381 mm) for the intake rocker arm, between
this point, the mating cylinder is in valve overlap (all four one end of the rocker arm and the support. The adjusting
valves partially open). This means that all four valves on screw tappets should be centered on the valve stem
AF

the first cylinder in the firing order are fully closed. The tips. If the tappets are not properly centered, loosen the
first cylinder in the firing order is now at top dead center two hex head capscrews and slightly shift the rocker arm
(compression stroke). support. After the best position is obtained, torque the
rocker arm support capscrews to 55 -- 60 ft-lb
Insure that adequate side (75 -- 81 N×m).
clearance is allowed for
KR

between the rocker arm supports and the rocker

arm assemblies, when tightening the rocker arm
support capscrews, to prevent the rocker arm
assemblies from binding. Failure to allow for ade-
quate clearance, may cause damage to equipment.

FORM 6277 Second Edition 4.55 -- 3

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 KRAFT POWER CORP.
VALVE ADJUSTMENT

5. Loosen the lock nuts and adjusting screws at all four LUBE OIL
valve stem tips (see Figure 4.55-4). ADJUSTING SCREW
PASSAGE

HEX JAM
NUT

.
RP
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BALL TAPPET INSERT
JAM NUTS AND
ADJUSTING SCREWS

Figure 4.55-4. Rocker Arms Figure 4.55-6. Current Rocker Arm Adjusting Screws

6. Look for cracks or breakage around the ball and

tappet insert of the rocker arm adjusting screws (see
Figure 4.55-5 and Figure 4.55-6). Verify that the ball
rotates freely in all directions without binding. Replace
the adjusting screw, if necessary.
ER PLUNGER

HYDRAULIC
LIFTER
C-CLIP

LUBE OIL
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ADJUSTING SCREW
PASSAGE

HEX JAM
NUT
PO

PUSH
T

BALL TAPPET INSERT ROD

TUBE
AF

Figure 4.55-5. Previous Rocker Arm Adjusting Screws

Figure 4.55-7. Hydraulic Lifter
7. Mark the two fixed valve lifter screws (see
Figure 4.55-8). Back out the fixed screws 1/2 turn to 8. Raise the intake rocker arm until it just contacts the
remove the preload from the hydraulic lifters. Verify that intake actuator. Turn the intake rocker arm adjusting
the hydraulic lifter plunger is fully extended up against screw (closest to the actuator arm) down until the ball
KR

the C-clip (see Figure 4.55-7). and tappet contacts the valve stem. Snugly center the
tappet on the valve stem tip.

4.55 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
VALVE ADJUSTMENT

NOTE: Use finger pressure only when turning the 17. Holding the tappet of the adjusting screw against
rocker arm adjusting screws. the valve stem tip, turn the other exhaust rocker arm
adjusting screw down until the tappet contacts the valve
9. Verify that the fixed valve lifter screw just contacts, stem. Eliminate any play.
but does not depress, the hydraulic lifter plunger.

.
18. Tighten the hex jam nut to lock the setting of the
10. Using a valve adjusting wrench (P/N 494287) and second exhaust rocker arm adjusting screw.

RP
screwdriver (see Figure 4.55-8), tighten the hex jam nut
to lock the setting of the first intake rocker arm adjusting 19. Rotate the tappets of the two exhaust rocker arm
screw. adjusting screws to feel for equal contact with the valve
stem tips. Readjust, if necessary.

20. Turn the two fixed valve lifter screws clockwise

FIXED LIFTER SCREWS
1/2 turn to their original setting. Preloading the hydraulic

CO
lifter backs the plunger off the C-clip and moves it into
the upper range of lifter travel. Torque each valve lifter
screw to 55 -- 60 ft-lb (75 -- 81 N×m).

21. Rotate the tappets of the two intake and two

exhaust rocker arm adjusting screws to feel for equal
contact with the valve stem tips.

EXHAUST
ADJUSTING SCREWS

Figure 4.55-8. Valve Adjusting Wrench

INTAKE
SCREWS
ER
ADJUSTING
22. Rotate the engine counterclockwise to the next
cylinder in the firing order, top dead center (compression
stroke). Repeat the above procedures for each cylinder
in the firing order (see Table 4.55-1 and Figure 4.55-3).
Watch each mating cylinder for valve overlap.

23. After all valves are adjusted and before starting the
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NOTE: When tightening the hex jam nut, hold the engine, use the engine barring device to manually rotate
rocker arm adjusting screw with a screwdriver. This the engine in a counterclockwise direction to be certain
method holds the adjusting screw while tightening the that no oversights have occurred which might cause
jam nut without disturbing the setting of the adjusting valve and piston interference.
PO

screw.
24. Scrape the old gasket material from the valve
11. Holding the tappet of the adjusting screw against covers and cylinder heads.
the valve stem tip, turn the other intake rocker arm
adjusting screw down until the tappet contacts the valve 25. Verify that the rocker arm cover and cylinder head
stem. Eliminate any play. gasket surfaces are clean and completely free of grease
and oil.
12. Tighten the hex jam nut to lock the setting of the
second intake rocker arm adjusting screw. 26. Place new gaskets on the rocker arm covers.
T

13. Rotate the tappets of the two intake rocker arm Carefully check the cylin-
adjusting screws to feel for equal contact with the valve der head for any old gas-
AF

stem tips. If a tappet cannot be rotated, or if it rotates too ket debris before installing the rocker arm covers.
freely, loosen the jam nut and readjust the screw. Disregarding this information could result in prod-
uct damage and/or personal injury.
14. Turn the exhaust rocker arm adjusting screw down
until the tappet contacts the valve stem. Snugly center 27. Position the rocker arm covers on the cylinder
the tappet on the valve stem tip. heads. Install the washers, spark plug cable clips and
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15. Verify that the fixed valve lifter screw just contacts, rocker arm cover capscrews (2 capscrews per cover).
but does not depress, the hydraulic lifter plunger. 28. Torque the rocker arm cover capscrews to
16. Tighten the hex jam nut to lock the setting of the first 30 -- 35 ft-lb (41 -- 47 N×m) oiled.
exhaust rocker arm adjusting screw. 29. Install the spark plug extensions. Fit the rubber
recess cover into the top of each spark plug carrier.

FORM 6277 Second Edition 4.55 -- 5

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 KRAFT POWER CORP.

SECTION 4.60

.
RP
MAINTENANCE SCHEDULE

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The following maintenance schedule has been deter- Record” in this section and use it to record the results of
mined for normal operating conditions. It may be regular inspections. By maintaining trend information on
necessary to change some of the intervals of mainte- the general condition of the engine, the necessary
nance to meet abnormal operating conditions such as corrective action can be taken when a problem first
extreme cold or very dirty conditions. Pick the shortest becomes apparent. An early diagnosis will save money
time listed when given a choice. and reduce down time by preventing the development of
more serious problems.
Regularly inspect the engine in operation (see
Table 4.60-1). Duplicate the “Engine Performance
Table 4.60-1. Routine Maintenance Chart
ER
DAILY OR AS REQUIRED

1,500 HRS.

2,500 HRS.
4,000 HRS.

8,000 HRS.
500 HRS.

720 HRS.
250 HRS.
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ITEM SERVICE
PO

Air Cleaner Filter Element Check/Clean or Replace ·

Air Starter Lubricator Check/Fill ·
Control Rod Ends and Linkage Clean/Lubricate ·
Cooling Systems Fluid Level
(Jacket and Auxiliary) Check/Fill ·
Crankcase Oil Level Check/Fill ·
Governor Oil Level Check/Fill ·
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Governor Synchronizer or Speed Control Adjust ·

Oil Filter Release Trapped Air ·
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Pre-Cleaner Element Check/Clean or Replace ·

Prelube Motor Reservoir Check/Fill ·
Power Take-off Lubricate ·
Engine Oil & Filter * (ISO Standard or Continuous Duty) Change Oil and Filter ·
KR

Engine Oil & Filter * (ISO Standard or Continuous Duty With

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

FORM 6277 Second Edition 4.60 -- 1

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
MAINTENANCE SCHEDULE

DAILY OR AS REQUIRED

1,500 HRS.

2,500 HRS.
4,000 HRS.

8,000 HRS.
500 HRS.

720 HRS.
250 HRS.
ITEM SERVICE

.
RP
Battery Electrolyte Check/Fill ·
Belt Tension Check ·
Cooling Water Analysis (Ebullient) Check ·

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Air Actuator Lubricate ·
Alternator Bearings Lubricate ·
Auxiliary Water Pump Inspect/Lubricate ·
Fan Hub and Idler Pulley Bearings Lubricate ·
Generator Bearings Lubricate ·
Tachometer Drive Clean ·
Control Linkage
Spark Plugs (or as necessary)

Water Pump Idler Puller Bearings

Crankcase Breather
Governor Rod Ends
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Clean And Lubricate
Clean and Regap

Lubricate

Clean
Lubricate
·
·
·
·
·
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Ignition Timing Check ·
Lube Oil Strainer Element Clean ·
Magnetic Plugs Clean ·
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Oil Cooler (Oil Side) Drain ·

Oil Filter Elements Replace ·
Oil Separators Clean ·
Ignition Cables: Primary and Secondary Connection Inspect ·
Water Temperature Gauge Test ·
Carburetor Adjust ·
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Crankcase Pressure Check ·

99 Regulator(s) Adjust ·
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Prechamber Regulator* Adjust ·

Safety Controls/Engine Protection Devices Test/Calibrate ·
Valve Clearance Adjust ·
Valve Cover Gasket Replace ·
Spark Plugs (2,500 -- 4,000 hours or as necessary) Replace ·
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Oil Filter Seal Replace ·

Wastegate Vent Plug Inspect/Clean ·
Admission Valve Assembly, Washer, O-ring** Clean or Replace ·
Cylinder Compression Check ·
Electric Starter Bearings Lubricate ·

4.60 -- 2 FORM 6277 Second Edition

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
MAINTENANCE SCHEDULE

DAILY OR AS REQUIRED

1,500 HRS.

2,500 HRS.
4,000 HRS.

8,000 HRS.
500 HRS.

720 HRS.
250 HRS.
ITEM SERVICE

.
RP
Governor-Synchronizer Motor Bearings Lubricate ·
99 Regulator Filter Clean/Replace ·
Water Pump Inspect ·

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Carburetor Air/Gas Valves Clean ·
Carburetor Diaphragm Inspect ·
Governor Compensation Adjust ·
Magneto Drive Disc Replace ·
Precleaner Element Replace ·
Turbocharger Clean/Inspect ·
Main and Rod Bearings
Cooling System (Jacket and Auxiliary)

Cooling System Thermostats

Cooling System Tube Bundle

Crankcase Oil Pickup Screen
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Inspect
Clean and Flush

Remove and Test

Clean
Clean
·
·
·
·
·
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Engine Mounting and Alignment Check ·
Exhaust Back Pressure Check ·
Fuel Flow Filter Relief Valve Inspect ·
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High Tension Wires Replace ·

Ignition Primary Terminals, Harness Plug Inspect ·
CEC Ignition Module Timing Disc Magnets Clean/Inspect ·
Governor-Synchronizer Motor Reduction Gears Lubricate ·
Jacket Water Hoses Replace ·
Lube Oil Hoses Replace ·
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Oil Pan Clean ·

Vibration Damper Capscrews Retorque ·
AF

Cooling Water Analysis Check ·

Hydraulic Governor Oil (or as necessary) Change ·
Intercooler Clean/Inspect ·
Carburetor Gasket Replace ·
Carburetor Air/Gas Valve Replace ·
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Belts (Engine) Replace ·

Carburetor Diaphragm Replace ·
Crankcase Pressure Relief Valves Inspect ·
Ignition Coils Inspect ·
Ignition Magneto Rebuild ·

FORM 6277 Second Edition 4.60 -- 3

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
MAINTENANCE SCHEDULE

DAILY OR AS REQUIRED

1,500 HRS.

2,500 HRS.
4,000 HRS.

8,000 HRS.
500 HRS.

720 HRS.
250 HRS.
ITEM SERVICE

.
RP
Ignition Primary Terminals, Connections, Harness Plug, and Wires Inspect ·
Wastegate Rebuild ·
Inspect Harness Connec-
Custom Engine Control Ignition Module tions And Ground Wire ·

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Inspect Harness Connec-
Custom Engine Control Detonation Sensing Module tions And Ground Wire ·
Perform Lost Sensor
Custom Engine Control Detonation Sensing Module Check *** (16 Cylinder ·
Engines Only)
Inspect Harness Connec-
Custom Engine Control Air/Fuel Module tions And Ground Wire ·
NOTE: * For ebullient cooled engines, hot water systems with engine water temperature of 200° F (93° C) or above, engines using gaseous fuel
containing H2 S in excess of published limits, or alternate fuels such as landfill gases, refer to SB 12-1880Y or latest revision for information
on oil change intervals.
** Indicates GL engines.

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*** Refer to Form 6278 (Version 6) or Form 6268 (Version 5.3c) Custom Engine Control Detonation Sensing Module Installation,
Operation, And Maintenance Manual, Section 4.10.
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Failure to observe the above maintenance schedule
could result in severe personal injury or death.
PO
T
AF
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4.60 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
MAINTENANCE SCHEDULE

ENGINE PERFORMANCE RECORD

Engine operating information, recorded during regular inspections, is necessary to apply proper Routine Mainte-
nance schedules. Accurate records will help to control costs by avoiding unnecessary servicing, ensuring needed
servicing, and providing trend information on the general engine condition. It is recommended that a record of the
following information be kept.

.
RP
Date Time

Serial No. Spec. No. Model

Hourmeter Reading rpm Ambient Temperature

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Ignition Timing Load Hours On Spark Plugs

Oil Temperature Oil Pressure

Jacket Water Temperature Outlet Inlet

Auxiliary Water Temperature In Out

Gas/Air Pressure

Int. Manifold Pressure

Exh. Manifold Oxygen %

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Supply Pressure

Int. Manifold Temperature

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Exh. Backpressure Crankcase Pressure (Positive/Negative)

Detonation Module Status

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Unusual Noise(s) Vibration

Oil Leaks (Location)

Coolant Leaks (Location)

Exhaust Manifold Temperatures: Exhaust Manifold Temperature (Pre-turbine)

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1 1 LB
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2 2 RB

3 3

4 4
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5 5

6 6

8 8
FORM 6277 Second Edition 4.60 -- 5

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 KRAFT POWER CORP.

SECTION 4.65

.
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ENGINE STORAGE

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ENGINE STORAGE PRESERVATION EQUIPMENT AND MATERIAL
Consider the following factors before deciding how Sprays And Atomizers
much preservation is required (see Table 4.65-1):
Often it is necessary to apply a protective compound
· Whether the engine was used, the length of service under difficult field conditions. Several simple tools may
since the last oil change. be used to atomize preservative oil and force it into the
manifolds and combustion chambers. One of these is a
· The period of time the engine is likely to be idle or manually operated atomizing gun used ordinarily to
inoperative.

· The atmospheric conditions at the time and place of

storage. For example, the storage problems encoun-
tered in a tidewater warehouse will differ greatly from
those that may be experienced in a dry and dusty
ER lubricate inaccessible points on cars and truck chassis.
Another is a hand-operated pump-type sprayer with a
pointed discharge nozzle commonly used with insecti-
cides. If desired, small oil pumps may be rigged with a
motor drive to make a convenient spray unit of the
mechanical pressure type. In almost all cases, the air
location.
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available from shop compressor lines carries too much
moisture to be safe for this purpose. Do not use high
· The hostility of the environment and the accessibility
pressure air from this source.
of the equipment for periodic inspection. An engine
on a showroom floor that is turned over and oiled
PO

occasionally requires less treatment than an engine

stored indefinitely abandoned in a warehouse.

Table 4.65-1. Waukesha Engine Preservative Oil Application

UPPER CYLINDER CRANKCASE
NUMBER TOTAL QUANTITY OF
OF Ounces Of Ounces Of ENGINE PRESERVATIVE
Preservative Oil Preservative Oil Standard Oil Pan Quantity Of
CYLINDERS Capacity In Gallons Preservative Oil OIL REQUIRED
Per Cylinder All Cylinders
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6 3 oz. (90 cc) 18 oz. (540 cc) 43 gal. (162.7 litres) 110 oz. (3253 cc) 128 oz. (3785 cc)
12 3-1/2 oz. (103.5 cc) 42 oz. (1242 cc) 54 gal. (204 litres) 138 oz. (4081 cc) 180 oz. (5323 cc)
AF

16 3-1/2 oz. (103.5 cc) 56 oz. (1680 cc) 110 gal. (416.3 litres) 282 oz. (8339 cc) 338 oz. (9995 cc)
KR

FORM 6277 Second Edition 4.65 -- 1

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
ENGINE STORAGE

WAUKESHA ENGINE PRESERVATIVE OIL WAUKESHA ENGINE PRESERVATIVE OIL USAGE

During storage, protect internal metal surfaces from the 1. Verify that the engine temperature is below 100° F
effects of dampness, salt and other corrosive sub- (38° C).
stances. Waukesha Engine Preservative Oil offers a
practical and economical solution to these storage 2. Verify that both the oil and oil filter elements are

.
problems. It contains volatile corrosion-inhibiting chemi- clean. The preservative oil will do an effective job only if

RP
cals that slowly vaporize and diffuse throughout any added to the engine oil in a clean condition. If a high
closed void. The chemicals form an invisible protective sulfur fuel was used or if improper control of oil condition
layer on all surfaces contacted and allow the engine to left a highly corrosive oil in the bearings and other close
be safely stored for one year. contact surfaces, then the vapors cannot form a good
protective layer. In these circumstances, change the oil
and then run the engine long enough to ensure complete

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circulation of the clean oil.
Waukesha Preservative Oil contains a petroleum
distillate which is harmful or fatal if swallowed. If 3. Add Waukesha Engine Preservative Oil to the
taken internally, do not induce vomiting. Remove existing crankcase oil in an amount equivalent to 2% of
ingested material by gastric lavage with 2 to 4 quarts the total oil capacity.
or litres of tap water or milk. Follow with fruit juice or 4. If possible, crank the engine for at least 20 seconds
vinegar to neutralize the alkali. Failure to follow to ensure adequate circulation of the preservative oil.
these precautions could cause severe personal
injury or death.

Avoid prolonged or repeated breathing of vapor.

Vapor is harmful and may cause irritation to eyes,
ER 5. Add the required amount of preservative oil to each
cylinder through the spark plug hole or prechamber
admission valve opening. Install the plugs or admission
valves.

6. Apply the preservative oil to the rocker arm area

through light brushing or pouring. Replace the rocker
nose and throat. Use only with adequate ventilation.
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arm covers.
If affected by exposure, move to fresh air immedi-
ately and get medical help. Failure to follow these 7. While it may not be practical to completely seal an
precautions could cause severe personal injury or engine in the field, try to block the paths through which
death. the vaporized chemicals may escape.
PO

8. The engine may be stored for one year. If storage is

to exceed this period, inspect the engine annually and
repeat the preservation routine.
Avoid contact with eyes, skin and clothing. If skin
contact occurs, immediately flush the affected area USE OF OTHER PRESERVATIVE OILS AND
with plenty of water. If eye contact occurs, flush for MATERIALS
at least 15 minutes and seek medical attention. If
In addition to Waukesha Engine Preservative Oil, the
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clothing is contaminated, remove and wash before

using again. Failure to follow these precautions following preservative oils have been found satisfactory
could cause severe personal injury or death. for the internal protection of engines (see Table 4.65-2).
Other equally good oils are also available. In general,
AF

the properties that make an oil suitable for preservative

requirements are good aging stability; high resistance to
gumming, oxidation and polymerization; low pour point
Keep container closed and away from heat. Always and viscosity and freedom from acids, asphalts, resins,
read and observe the CAUTION labels on the tars, water and other contaminants.
containers. Do not remove or deface the container
KR

labels. Failure to follow these precautions could

cause severe personal injury or death.

4.65 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
ENGINE STORAGE

Table 4.65-2. Preservative Oils 4. Refill the crankcase with proper grade lube oil to
SUPPLIER BRAND NAME which an inhibitive type preservative oil has been added
American Oil Company Amoco Anti-Rust Oil 4-V
in the recommended proportion.
Gulf Oil Corporation No rust Engine Oil Grade 1 External Component Protection

.
Mobil Oil Company Mobil Arma 522
1. Wipe the engine clean and dry.

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Shell Oil Company Donax T-6
Atlantic Richfield Company Dexron 2. Protect all engine openings against the entrance of
Texaco, Inc. #800 Regal Oil A (R O) dirt and other foreign matter. Apply a wax type masking
tape or similar type of material over the intake openings
NOTE: Waukesha Engine Preservative Oil is not for- of air cleaners, exhaust outlets, breathers, magneto
mulated as a protective coating for external surfaces. vents, open line fittings, etc.
Excellent products for polished and machined surfaces

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are available on the market and should be used when 3. Relieve the tension on all belts to avoid deterioration
needed. Refer to Table 4.65-3. of the rubber.

Table 4.65-3. Protective Materials 4. Use a brush to apply a coating of heavy preservative
compound to all exposed machined surfaces, such as
INTERNAL SURFACES EXTERNAL SURFACES
flywheels.
U. S. Army Spec. 2-126 U.S. Army Spec. 2-121 (Waxy
(Available as SAE 10 or SAE 30) Coating)
5. Protect all accessory equipment (such as carbure-
U. S. Army Ordinance Spec. tors, gas regulators, starters, generators, etc.) against
WED Preservative Oil,
Mil Spec. MIL-L46002 Grade 2 AXS 673

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(Harder Black Coating)

To avoid severe personal injury or death, do not heat

corrosion, dirt, moisture saturation and progressive
deterioration.

6. Protect the cooling system and intercoolers against

freezing, rusting or seizure of water pump seals.

preservative compounds to temperatures that ex- 7. Protect against rain, snow and temperature ex-
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ceed 200° F (93° C). Direct heating always presents a tremes.
dangerous and unnecessary fire hazard. This tem-
perature may be inadvertently reached by placing 8. Disconnect the batteries and remove them to a slow
the container in boiling water. The product may be charging station where they can be kept fully charged.
PO

warmed in hot water that has been removed from the

NOTE: Engines stored according to these instructions
heat source.
using Waukesha Engine Preservative Oil will normally
be protected for one year. If storage is to exceed this
ENGINE STORAGE -- NEW period, inspect the engine annually and repeat the
OPERATIONAL preservation routine.

Internal Component Protection NON-OPERATIONAL

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1. Mix an inhibitive type preservative oil with the engine 1. Open drains, as required, to remove oil, water and
lubricating oil in the proportions recommended by the fuel.
manufacturer. Operate the engine until the oil is hot.
AF

Treat the cooling water used in this run with the proper 2. Remove the spark plugs and add 3-1/2 oz. (100 cc) of
inhibitors based on the instructions of the manufacturer. preservative oil to each cylinder/combustion chamber.
Crank the engine in the normal direction about one-
2. Drain both the oil and cooling water while they are still quarter turn, then spray each cylinder again. Repeat this
hot. For extra protection, remove the rocker arm covers procedure at least eight times or until the engine has
and pour a quantity of preservative oil over the rocker been turned through two complete revolutions, so that
KR

arm and valve mechanisms. each valve is exposed to a coating of preservative oil.

3. Remove the spark plugs and add 3-1/2 oz. (100 cc) of 3. Depending upon storage conditions, open the crank-
preservative oil to each cylinder/combustion chamber shaft and camshaft inspection doors, valve rocker
(see Table 4.65-1). covers, gear cover plates and as many points as
possible to spray, squirt or pour oil over the interior
engine parts. Replace all spark plugs and covers.

FORM 6277 Second Edition 4.65 -- 3

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
ENGINE STORAGE

4. Refer to Engine Storage -- New, Operational, Exter- ENGINES RETURNED TO SERVICE

nal Component Protection, in this section. AFTER STORAGE
ENGINE STORAGE -- USED
OPERATIONAL

.
Never attempt to start an engine that has been
During normal engine operation, residues of various

RP
stored without first cranking it over with the spark
combustion products accumulate in the combustion
plugs removed. Any oil, water or preservative
area and in the lubricating oil. Portions of these residues
compound that might spurt from these openings
combine with atmospheric moisture to form acids and
must be removed to prevent a hydraulic lock.
other corrosive compounds. The following treatment will
Continue to crank the engine with the starter until
help reduce damage from this source:
liquid is no longer being ejected from the openings.

CO
1. Run the engine until the original oil is hot. Drain oil. Inspect the intake passages and manifolds for
thickened preservative oil. Accumulations of this
2. For best results, refill the engine with a good flushing type may thin out as the engine warms up and be
oil. Run the engine until the flushing oil is hot. Drain both burned as fuel, resulting in a runaway engine.
the oil and cooling water while still hot. Disregarding this information could result in severe
personal injury or death.
3. Refill the crankcase with proper grade lube oil to
which an inhibitive type preservative oil has been added 1. Remove the old spark plugs and crank the engine
in the recommended proportion. over to remove any accumulation of oil, water or
4. Remove the spark plugs and add 3-1/2 oz. (100 cc) of
preservative oil to each cylinder/combustion chamber
(see Table 4.65-1). Replace the spark plugs.

5. Refer to Engine Storage -- New, Operational, Exter-

nal Component Protection, in this chapter.
ER preservative compounds.

2. Crank the engine with the starter until liquid is no

longer ejected from the openings.

3. Inspect the intake passages and manifolds for

thickened preservative oil.
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NON-OPERATIONAL 4. Install new spark plugs.
1. Refer to Engine Storage -- New, Non-Operational. The steps needed to bring an engine into active service
after storage in accordance with these instructions are
PO

2. Protect the fuel system against the gumming effects

about the same as those normally carried out on a new
of gas residues.
engine. Refer to Prestart Inspection and Engine Startup
3. In those cases where fuels with high sulfur concen- Procedures in Section 3.00.
trations have been used or where extremely harsh
climatic or environmental conditions prevail, the engine
may need to be disassembled, thoroughly cleaned and
then reassembled for treatment as a new engine.
T
AF
KR

4.65 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
CHAPTER 5 -- TROUBLESHOOTING

.
RP
CONTENTS

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SECTION 5.00 -- TROUBLESHOOTING

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FORM 6277 Second Edition

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 KRAFT POWER CORP.

SECTION 5.00

.
RP
TROUBLESHOOTING

CO
TROUBLESHOOTING NOTE: This chart is only provided as a service to our
customers. It should not be viewed as a reflection of
The following table is provided to assist the user in
Waukesha Engine’s actual experience with this product.
determining the possible causes of unsatisfactory
This chart is not “all inclusive,” refer to respective sections
engine operation, as well as point out the corrective
in this manual for details.
action that may be undertaken to remedy the problem.
Knowledge of how the engine operates along with the
current readings from the engine instrument panel can
be combined with this information to provide a frame-
work for resolving actual or potential problems.
Table 5.00-1. Troubleshooting Table
SYMPTOM
ER
PROBABLE CAUSE
Engine crankshaft cannot be barred Load not disengaged from engine.
over.
Disengage load.
REMEDY
W
Engine will crank, but will not start. ON-OFF switch in OFF position or defective Place switch in the ON position or replace if
50° F (10°
( C)) minimum ambient (if used). defective.
temperature
Fuel throttle or manual shutoff control in OFF Place fuel throttle or manual shutoff control in ON
position. position.
PO

Safeties tripped. Determine cause, correct, and reset.

Insufficient cranking speed:
a. Low starting air/gas pressure. a. Build up air/gas pressure. 100 -- 125 rpm
required to start engine.
b. Lube oil temperature too low or viscosity b. Change lube oil or raise the oil
too high. temperature.
Fuel system inoperative:
a. Insufficient fuel supply or fuel pressure. a. Check gas pressure.
T

Faulty ignition system:

a. No power to ignition module. a. Reconnect.
AF

b. Low or no output from ignition module. b. Replace ignition module as required.

c. Hall-effect pickup disconnected, or dam- c. Reconnect.
aged.
d. Incorrect ignition timing. d. Reset the timing.
e. Broken or damaged wiring. e. Repair or replace.
KR

f. Spark plug(s) not firing. f. Check gap/replace as required.

Insufficient or no air intake: NOTE: Bar the engine over by hand to verify that
cylinders are clear. Inspect the intake manifold for
accumulations of lube oil.
a. Clogged intake air filters. a. Remove and clean.
b. Clogged/dirty intercooler (air side). b. Remove and clean.
(Continued)

FORM 6277 Second Edition 5.00 -- 1

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 KRAFT POWER CORP.
TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

Engine will crank, but will not start Detonation Sensing Module inoperative or in
(cont’d). Shutdown Condition:
a. DSM in shutdown mode. a. Check DSM diagnostic display codes, and
perform appropriate procedures as out-

.
lined in Form 6268 (Version 5.3c) or Form
6278 (Version 6 Series) Custom Engine

RP
Control Detonation Sensing Module Instal-
lation, Operation, And Maintenance Manu-
al. Contact your Waukesha Engine Distrib-
utor for assistance.
b. Wiring from sensors to DSM damaged. b. Repair or replace wiring as required.
Refer to Form 6268, or 6278 Custom
Engine Control Detonation Sensing Mod-
ule Installation, Operation, And Mainte-
nance Manual, and rerun AutoCal pro-

CO
gram. Contact your Waukesha Engine
Distributor for assistance.
AFM inoperative or in Alarm Condition:
a. Wiring from sensors, AFM module or a. Repair or replace wiring as required.
AFM actuator damaged. Refer to Form 6263 (Version 2.8a) or Form
6286 (Version 4 Series) Custom Engine
Control Air/Fuel Module Manual. Contact
your Waukesha Engine Distributor for
assistance.
b. AFM in alarm mode.

Governor inoperative:
ER b. Check AFM diagnostic display codes,
and perform appropriate procedures as
outlined in Form 6263 (Version 2.8a) or
Form 6286 (Version 4 Series) Custom
Engine Control Air/Fuel Module Manual.
Contact your Waukesha Engine Distribu-
tor for assistance.
W
a. Governor set incorrectly: Contact your Waukesha Engine Distributor for
assistance.
b. Insufficient oil:
1. UG-8 low oil level. 1. Add oil.
PO

2. Water/sludge in oil passages. 2. Clean or replace governor.

c. Binding control linkage:
1. Linkage dirty. 1. Clean.
Engine stops suddenly. Safeties tripped. Determine cause, correct, and reset.
Insufficient fuel supply. Check gas pressure.
Low oil pressure causes engine protection control Inspect lubricating oil system and components;
to shut down engine. correct cause.
T

High coolant temperature causes engine protec- Inspect cooling system and components; correct
tion control to shut engine down. cause.
High intake manifold temperature. Correct cause.
AF

High lube oil temperature. Correct cause.

Engine overspeed causes engine protection con- Determine and correct cause.
trol to shut down engine.
Excessive load causes engine to stall. Determine and correct cause of overload.
Insufficient intake air:
a. Clogged intake air filter(s). a. Remove and clean.
KR

b. Clogged intercooler (air side). b. Remove and clean.

Obstructed exhaust manifold. Locate and remove obstruction.
Seizure of main bearings, connecting rod, piston Replace bearings -- clean up or replace crank-
pin or camshaft. shaft, camshaft or piston pins, as required.
a. Lack of lubrication. a. Check lube oil system; correct cause.
b. Dirt in lube oil. b. Check lube oil filters.
(Continued)

5.00 -- 2 FORM 6277 Second Edition

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 KRAFT POWER CORP.
TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

Engine stops suddenly (Cont’d). Detonation Sensing Module inoperative or in
Shutdown Condition:
a. Wiring from sensors to DSM damaged. a. Repair or replace wiring as required. Refer
to Form 6268 (Version 5.3c) or Form 6278

.
(Version 6 Series) Custom Engine Con-
trol Detonation Sensing Module Installa-

RP
tion, Operation, And Maintenance Manu-
al. Contact your Waukesha Engine Dis-
tributor for assistance.
b. DSM in shutdown mode. b. Check DSM diagnostic display codes, and
perform appropriate procedures as out-
lined in Form 6268 (Version 5.3c) or Form
6278 (Version 6 Series) Custom Engine
Control Detonation Sensing Module Instal-
lation, Operation, And Maintenance Manu-

CO
al. Contact your Waukesha Engine Distrib-
utor for assistance.
AFM Inoperative or in Alarm Condition:
a. Wiring from sensors, AFM module or a. Repair or replace wiring as required.
AFM actuator damaged. Refer to Form 6263 (Version 2.8a) or Form
6286 (Version 4 Series) Custom Engine
Control Air/Fuel Module Manual. Contact
your Waukesha Engine Distributor for
assistance.

Engine loses power. Insufficient fuel:

ER
b. AFM in alarm mode. b. Check AFM diagnostic display codes,
and perform appropriate procedures as
outlined in Form 6263 (Version 2.8a) or
Form 6286 (Version 4 Series) Custom
Engine Control Air/Fuel Module Manual.
Contact your Waukesha Engine Distribu-
tor for assistance.
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a. Low gas pressure. a. Check gas fuel system.
Air intake system malfunction:
a. Dirty intake air filters. a. Remove and clean.
b. Clogged intercooler. b. Remove and clean.
PO

Bar the engine over by hand

to verify that the cylinders
are clear. Inspect the intake manifold for ac-
cumulations of lube oil.
Detonation Sensing Module, sensing detonation
condition in one or more cylinders:
a. “Hot” or unprocessed gas has gone a. Determine if “hot” or unprocessed gas has
through engine that could cause detona- gone through engine that could cause
tion. detonation. Check DSM diagnostic display
T

codes, and perform appropriate procedures

as outlined in Form 6268 (Version 5.3c) or
Form 6278 (Version 6 Series) DSM Custom
Engine Controlâ Detonation Sensing Mod-
ule Installation, Operation, And Mainte-
AF

nance Manual. Contact your Waukesha

Engine Distributor for assistance.
AFM inoperative or in Alarm Condition:
a. Wiring from sensors, AFM module or a. Repair or replace wiring as required.
AFM actuator damaged. Refer to Form 6263 (Version 2.8a) or Form
6286 (Version 4 Series) Custom Engine
Control Air/Fuel Module Manual. Contact
KR

your Waukesha Engine Distributor for

assistance.
b. AFM in alarm mode. b. Check AFM diagnostic display codes,
and perform appropriate procedures as
outlined in Form 6263 (Version 2.8a) or
Form 6286 (Version 4 Series) Custom
Engine Control Air/Fuel Module Manual.
Contact your Waukesha Engine Distribu-
tor for assistance.
(Continued)

FORM 6277 Second Edition 5.00 -- 3

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 KRAFT POWER CORP.
TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

Engine loses power (Cont’d). Air leaks in intake system. Find and correct as required.
Turbocharger malfunction or failure:
a. Lack of lubrication. a. Contact your Waukesha Engine Distribu-

.
tor for assistance.

RP
Ignition system timing incorrect. Re-time.
Low compression pressure:
a. Misadjusted intake and exhaust valves (if a. Readjust.
recently overhauled).
Excessive exhaust system backpressure. Correct as required.
Engine will not shut down using normal Defective ON-OFF switch. Shut off fuel supply.
stopping procedures.

CO
Overheated combustion chamber deposits cause Allow engine to cool down before attempting to
the engine to run on auto ignition. stop.
Shut off the gas supply for posi-
tive shutdown of gas engines. In-
spect the intake manifold for accu-
mulations of lube oil.
Engine will not reach rated speed. Engine overloaded. Determine and correct cause.
Insufficient fuel supply. Check fuel supply system.

ER
AFM Inoperative or in Alarm Condition:
a. Wiring from sensors, AFM module or
AFM actuator damaged.
a. Repair or replace wiring as required.
Refer to Form 6263 (Version 2.8a) or Form
6286 (Version 4 Series) Custom Engine
Control Air/Fuel Module Manual. Contact
your Waukesha Engine Distributor for
assistance.
b. AFM in alarm mode. b. Check AFM diagnostic display codes,
W
and perform appropriate procedures as
outlined in Form 6263 (Version 2.8a) or
Form 6286 (Version 4 Series) Custom
Engine Control Air/Fuel Module Manual.
Contact your Waukesha Engine Distribu-
tor for assistance.
PO

Restricted air intake. Correct cause.

Ignition not properly timed. Re-time.
Tachometer inaccurate. Calibrate or replace tachometer.
Individual cylinders misfire. Spark plug fouled or not firing, ignition coil failed Replace spark plug. Replace ignition coil.
Engine will not run at maximum power. Engine misfiring:
a. Fuel system setting incorrect. a. Contact your Waukesha Engine Distribu-
tor for assistance.
T

AFM Inoperative or in Alarm Condition:

a. Wiring from sensors, AFM module or a. Repair or replace wiring as required.
AF

AFM actuator damaged. Refer to Form 6263 (Version 2.8a) or Form

6286 (Version 4 Series) Custom Engine
Control Air/Fuel Module Manual. Contact
your Waukesha Engine Distributor for
assistance.
b. AFM in alarm mode. b. Check AFM diagnostic display codes,
and perform appropriate procedures as
outlined in Form 6263 (Version 2.8a) or
Form 6286 (Version 4 Series) Custom
KR

Engine Control Air/Fuel Module Manual.

Contact your Waukesha Engine Distribu-
tor for assistance.
Engine detonates. Engine overloaded. Determine and correct cause of overload.
Incorrect ignition timing. Reset to specification.
Engine misfiring:
a. Spark plugs misfiring. a. Clean and regap, or replace spark plugs.
(Continued)

5.00 -- 4 FORM 6277 Second Edition

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 KRAFT POWER CORP.
TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

Emission levels too high. Advanced ignition timing. Reset to specification.
Air/fuel ratio incorrect. Reset to specification.
AFM inoperative or in Alarm Condition:

.
a. Wiring from sensors, AFM module or a. Repair or replace wiring as required.
AFM actuator damaged. Refer to Form 6263 (Version 2.8a) or Form

RP
6286 (Version 4 Series) Custom Engine
Control Air/Fuel Module Manual. Contact
your Waukesha Engine Distributor for
assistance.
b. AFM in alarm mode. b. Check AFM diagnostic display codes,
and perform appropriate procedures as
outlined in Form 6263 (Version 2.8a) or
Form 6286 (Version 4 Series) Custom

CO
Engine Control Air/Fuel Module Manual.
Contact your Waukesha Engine Distribu-
tor for assistance.
Engine misfiring:
a. Faulty ignition system. a. Repair or replace components as required.
Low or fluctuating lube oil pressure. Insufficient oil. Add oil as required.

Shut down the Lube oil pressure gauge inaccurate. Compare to master gauge. Replace gauge if
engine immedi- necessary.
ately.

ER
Oil gauge line plugged or valve shut.
Lube oil filters plugged.
Lube oil pressure regulating valve stuck in open
position.
Oil pressure regulating valve set too low.
Renew gauge line; open valve.
Change elements; clean filter.
Clean and polish valve.

Refer to Section 4.30 Lube Oil Pressure Adjust-

ment, and readjust oil pressure regulating valve to
W
proper pressure at governed speed.
Lube oil dilution. Change oil and filter elements. Determine and
correct source of dilution.

Lube oil of low viscosity. Change to higher viscosity oil as recommended.

PO

Lube oil foaming. Use oil grade recommended. Check for water
leaks into oil.
Clogged oil inlet screen(s). Remove and clean screen(s).
Engine is operated at angles that exceed the Operate within maximum safe tilt angles
maximum safe tilt specification. (see Specifications).
Dirty oil cooler. Clean.
Low gas/air pressure. Insufficient line pressure. Increase line pressure.
T

High gas/air pressure. Incorrectly adjusted gas regulator. Readjust.

Incorrect spring in gas regulator. Replace spring.
Excessive line pressure. Reduce line pressure.
AF

AFM inoperative or in Alarm Condition:

a. Wiring from sensors, AFM module or a. Repair or replace wiring as required.
AFM actuator damaged. Refer to Form 6263 (Version 2.8a) or Form
6286 (Version 4 Series) Custom Engine
Control Air/Fuel Module Manual. Contact
your Waukesha Engine Distributor for
assistance.
KR

b. AFM in alarm mode. b. Check AFM diagnostic display codes,

and perform appropriate procedures as
outlined in Form 6263 (Version 2.8a) or
Form 6286 (Version 4 Series) Custom
Engine Control Air/Fuel Module Manual.
Contact your Waukesha Engine Distribu-
tor for assistance.
(Continued)

FORM 6277 Second Edition 5.00 -- 5

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 KRAFT POWER CORP.
TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

High lube oil pressure. Misadjusted oil pressure regulating valve. Refer Section 4.30 Lube Oil Pressure Adjustment,
and readjust oil pressure regulating valve to
proper pressure.
Lubricating oil of high viscosity. Change to lower viscosity oil as recommended.

.
Low jacket water temperature. Gauge inaccurate. Compare to master gauge; replace gauge if

RP
necessary.
High jacket water temperature. Allow engine to cool.

Gauge inaccurate. Compare to master gauge; replace gauge if

necessary.
Gauge line clogged or valve shut. Replace line, open valve.
Low coolant level. Fill cooling system.

CO
Broken or loose water pump belts. Replace or adjust belts.
Air bound cooling system. Purge air from cooling system.
Engine overloaded. Determine and correct cause.
Leaking pump seals. Repair pump.
Frozen coolant. Completely thaw cooling system before restarting
engine.
Incorrect ignition timing. Reset ignition timing.
High auxiliary water temperature. Gauge inaccurate.

ER
Clogged gauge line or the gauge line valve is shut.
Broken or loose auxiliary water pump belts.
Clogged heat exchanger or intercooler.
Compare to master gauge; replace gauge if
necessary.
Replace line or open valve.
Replace or adjust belts.
Clean heat exchanger/intercooler.
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High lube oil consumption. Oil leaks in lube oil system. Locate and repair leaks.
Improper viscosity. Change to a viscosity recommended for operating
temperatures.
Worn piston rings or liners. Contact your Waukesha Engine Distributor for
assistance.
PO

Lube oil contamination. Lube oil contaminated with water: Change oil.
Lube oil contaminated with dirt:
a. Lube oil filter bypass valves opening a. Replace elements.
because elements are plugged.
b. Lube oil filter elements punctured. b. Replace elements.
c. Air intake filters punctured. c. Replace air intake filters.
Excessive vibration. Engine misfiring Refer to Engine Detonates causes.
T

Foundation bolts:

Stop engine at a. Loose. a. Contact your Waukesha Engine

once; investigate Distributor for assistance.
AF

cause
cause.
Vibration damper:

a. Loose. a. Contact your Waukesha Engine

Distributor for assistance.
Crankshaft:
a. Broken. a. Contact your Waukesha Engine
KR

Distributor for assistance.

b. Main bearing nuts loose. b. Contact your Waukesha Engine
Distributor for assistance.
c. Crankshaft counterweight loose. c. Contact your Waukesha Engine
Distributor for assistance.
Loose flywheel. Contact your Waukesha Engine Distributor for
assistance.
(Continued)

5.00 -- 6 FORM 6277 Second Edition

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 KRAFT POWER CORP.
TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

High lube oil temperature. Gauge inaccurate. Compare to master gauge; replace gauge if
necessary.
Engine overloaded. Determine and correct cause.

.
Insufficient cooling:

RP
a. High auxiliary water temperature. a. See High Auxiliary Water Temperature
causes.
b. Dirty lube oil cooler. b. Clean or replace.
c. Broken or loose auxiliary water pump c. Replace or adjust belts.
belts.
Dirty jacket water heat exchanger or radiator. Clean or replace.
Low lubricating oil pressure. See Low Or fluctuating Lubricating Oil Pressure

CO
causes.
Knocking or unusual noises. Low octane fuel. Adjust timing for the fuel used.
Engine overloaded. Determine and correct cause.
Overly advanced ignition timing. Retime.
Detonation Sensing Module, sensing detonation
condition in one or more cylinders:
b. “Hot” or unprocessed gas has gone b. Determine if “hot” or unprocessed gas has
through engine that could cause detona- gone through engine that could cause
tion.

ER detonation. Check DSM diagnostic display

codes, and perform appropriate procedures
as outlined in Form 6268 (Version 5.3c) or
Form 6278 (Version 6 Series) Custom
Engine Control Detonation Sensing Module
Installation, Operation, And Maintenance
Manual. Contact your Waukesha Engine
Distributor for assistance.
Excessive valve clearance. Adjust to specification.
W
Loose bearings (failed). Contact your Waukesha Engine Distributor for
assistance.
Loose piston pins (failed). Contact your Waukesha Engine Distributor for
assistance.
PO

Excessive crankshaft end play. Contact your Waukesha Engine Distributor for
assistance.
Misfitted or excessively worn timing gears. Contact your Waukesha Engine Distributor for
assistance.
Excessive fuel consumption. Leaks in fuel system. Contact your Waukesha Engine Distributor for
assistance.
Retarded ignition timing. Set timing to specifications.
Engine overloaded. Determine and correct cause.
T

TURBOCHARGER: Excessive noise Low lube oil pressure. Improper bearing lubrica- Contact your Waukesha Engine Distributor for
or vibration. tion. Load engine before warm oil is supplied to the assistance.
turbocharger.
AF

GOVERNOR: UG-8 Engine hunts or Dirty oil in governor. Drain oil, clean governor and refill.
surges.
Foamy oil in governor. Drain oil and refill.
Low oil level. Add oil to correct level on gauge glass. Check for
leaks, especially at drive shaft.
GOVERNOR: UG-8 Engine is slow to Engine overloaded. Reduce load.
respond to speed or load changes.
KR

GOVERNOR: UG-8 Engine will not Restricted fuel supply. Clean fuel supply line and filters.
pick up rated load.
Governor linkage binding or sticking. Contact your Waukesha Engine Distributor for
assistance.
Governor linkage loose or sloppy. Contact your Waukesha Engine Distributor for
assistance.
(Continued)

FORM 6277 Second Edition 5.00 -- 7

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 KRAFT POWER CORP.
TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

Governor rod length incorrect. Contact your Waukesha Engine Distributor for
assistance.
GOVERNOR: UG-8 Engine will not Incorrect angle on governor terminal shaft. Contact your Waukesha Engine Distributor for
pick up rated load (Cont’d). assistance.

.
Governor compensation set too low. Contact your Waukesha Engine Distributor for

RP
assistance.
Fuel pressure unstable and “hunting.” Contact your Waukesha Engine Distributor for
assistance.
Governor drive gear dampers are worn out. Contact your Waukesha Engine Distributor for
assistance.

CO
ER
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PO
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5.00 -- 8 FORM 6277 Second Edition

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 KRAFT POWER CORP.
APPENDIX A

A Auxiliary Water Pump Bearings Lubrication,

4.25 -- 8
Admission Valve Service Kit Installation, 4.05 -- 4 Auxiliary Water Pump Drive Belt Replacement,
4.25 -- 13
Air Actuator For UG Governors, 2.00 -- 3
Auxiliary Water Pump Drive Belt Tension
Air Intake System Description, 2.15 -- 1

.
Adjustment, 4.25 -- 14
Air Cleaner(s), 2.15 -- 2 Cooling System Additives, 4.25 -- 1

RP
Carburetor(s) And Intake Manifold(s), 2.15 -- 1 Cooling System Specifications And
Intercooler(s), 2.15 -- 2 Recommendations, 4.25 -- 2
Turbocharger(s), 2.15 -- 2 Cooling Water Circuits -- Drain And Flush, 4.25 -- 5
Air Intake System Maintenance, 4.15 -- 1 Cooling Water System -- Air Bleed, 4.25 -- 4
Air Filter Maintenance, 4.15 -- 1 Grease Recommendations, 4.25 -- 9
Idler Pulley Bearing Lubrication, 4.25 -- 8
Alternator, 4.45 -- 4

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Jacket Cooling Water Circuit -- Initial Fill, 4.25 -- 3
Alternator Noise, 4.45 -- 5
Jacket Water Pump Belts Replacement, 4.25 -- 9
Alternator V--Belt Maintenance, 4.45 -- 6
Jacket Water Pump Belts Tension Adjustment,
Battery Connection, 4.45 -- 4
4.25 -- 11
Crankshaft Alternator V--Belt Tension, 4.45 -- 5
Jacket/Auxiliary Water Pump Inspection, 4.25 -- 16
Jackshaft Alternator V--Belt Tension, 4.45 -- 5
Servicing, 4.45 -- 4 Crankcase Breather System Description, 2.40 -- 1
Breather Regulator, 2.40 -- 4
Choke Valve/Vacuum Valve Maintenance, 2.40 -- 3
B
Basic Engine Description, 1.15 -- 1

C
ER Oil Separator(s), 2.40 -- 2
Pressure Relief Valves, 2.40 -- 5
Separator Screen, 2.40 -- 1
Venturi Extractor, 2.40 -- 4
Crankcase Breather System Maintenance, 4.40 -- 1
Oil Separator(s) Maintenance, 4.40 -- 3
Component Descriptions, 1.15 -- 2 Pressure Adjustment, 4.40 -- 7
W
Camshafts, 1.15 -- 2 Pressure Adjustment Controls, 4.40 -- 6
Carburetor(s), 1.15 -- 3 Pressure Check, 4.40 -- 5
CEC Detonation Sensing Module, 1.15 -- 3 Pressure Relief Valves Maintenance, 4.40 -- 8
CEC Ignition Module, 1.15 -- 2 Regulator Cleaning And Inspection, 4.40 -- 8
PO

Connecting Rods, 1.15 -- 2 Regulator Maintenance, 4.40 -- 7

Crankcase, 1.15 -- 2 Separator Screen Maintenance, 4.40 -- 1
Crankshaft, 1.15 -- 2
Cylinder Head And Valves, 1.15 -- 2
Cylinder Liners, 1.15 -- 2 E
Exhaust Manifold(s), 1.15 -- 2 Engine During Operation Checks, 3.00 -- 5
Instrument Panel, 1.15 -- 3
Intake Manifold(s), 1.15 -- 2 Engine Identification Views, 1.15 -- 5
T

Intercooler(s), 1.15 -- 3 Six Cylinder GL, 1.15 -- 5

Pistons, 1.15 -- 2 Sixteen Cylinder GL, 1.15 -- 13
Serial Numbers And Engine Nameplate, 1.15 -- 3 Twelve Cylinder GL, 1.15 -- 10
AF

Turbocharger(s), 1.15 -- 2 Twelve Cylinder GSI, 1.15 -- 8

Cooling System Description, 2.25 -- 1 Engine Performance Record, 3.00 -- 10, 4.60 -- 5
Auxiliary Remote Heat Transfer Device, 2.25 -- 4 Engine Protection Shutdown System Description
Auxiliary Water Pump, 2.25 -- 3 Options, 2.50 -- 1
Cluster Thermostat Housing, 2.25 -- 3 Customer Supplied Control Switches, 2.50 -- 4
Exhaust Manifold, 2.25 -- 1 Detonation Module And Sensors, 2.50 -- 5
KR

Intercooler(s), 2.25 -- 3 K--Type Thermocouples, 2.50 -- 1

Jacket Water Header/Jacket Water, 2.25 -- 1 Manual Shutdown Switch(es), 2.50 -- 4
Jacket Water Pump, 2.25 -- 2 Manual Speed Control Lever And Governor Speed
Oil Cooler, 2.25 -- 4 Control Lever, 2.50 -- 3
Remote Heat Transfer Device, 2.25 -- 3 Optional Instrument Panel, 2.50 -- 4
Water Manifold, 2.25 -- 2 Pressure And Temperature Switch Calibration,
2.50 -- 4
Cooling System Maintenance, 4.25 -- 1
Thermocouple Junction Box, 2.50 -- 3
Auxiliary Cooling Water Circuit -- Initial Fill, 4.25 -- 4

FORM 6277 Second Edition A- 1

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 KRAFT POWER CORP.
APPENDIX A

Engine Protection System Maintenance, 4.50 -- 1 Oxygen Analyzer, 4.05 -- 7

Detonation Module And Sensors, 4.50 -- 3 Rich Burn (GSI), 4.05 -- 8
K--Type Thermocouples, 4.50 -- 1 Fuel System Maintenance, 4.05 -- 1
Manual Speed Control Lever, 4.50 -- 2 Admission Valve Maintenance, 4.05 -- 2
Optional Instrument Panel, 4.50 -- 2 Regulator Filter Cleaning and Inspection, 4.05 -- 1

.
Optional Thermocouples Inspection , 4.50 -- 2
Pressure And Temperature Switches Calibration,

RP
4.50 -- 2 G
Engine Rigging And Lifting, 1.10 -- 1
Correct Method, 1.10 -- 1 General Information, 1.15 -- 1
Location Of The Lifting Eyes, 1.10 -- 1 Features And Benefits, 1.15 -- 1
Engine Shutdown Procedures, 3.00 -- 7 Governing System Description, Governor Air
Emergency Shutdown, 3.00 -- 7 Actuator, 2.00 -- 3

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Routine Shutdown, 3.00 -- 7
Engine Specifications, 1.15 -- 16 H
Engine Startup Procedures, 3.00 -- 3
How To Use This Manual, i, ii
Engine Storage, 4.65 -- 1
Preservation Equipment And Material, 4.65 -- 1
Engine Storage -- New, 4.65 -- 3 I
Non--Operational, 4.65 -- 3
Operational, 4.65 -- 3
External Component Protection, 4.65 -- 3
Internal Component Protection, 4.65 -- 3
Engine Storage -- Used, 4.65 -- 4
Non--Operational, 4.65 -- 4
ER Ignition Maintenance, 4.10 -- 1
CEC Ignition Module Timing Adjustment -- Dynamic,
4.10 -- 10
Ignition System General Maintenance And
Inspection, 4.10 -- 12
Ignition Timing Adjustment -- Dynamic (Magneto
Operational, 4.65 -- 4 System), 4.10 -- 8
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Engine Timing Data, 1.15 -- 21 Spark Plug Maintenance -- CSA, 4.10 -- 4
Spark Plug Maintenance -- Non--CSA, 4.10 -- 1
Engines Returned To Service After Storage, 4.65 -- 4
Ignition System Description, 2.10 -- 1, 2.10 -- 2
English Metric Conversions, 1.15 -- 30
CEC Detonation Sensing Module, 2.10 -- 5
PO

Exhaust System Description, 2.35 -- 1 CEC Ignition Module, 2.10 -- 2

Exhaust Manifold, 2.35 -- 1 CSA Ignition System, 2.10 -- 4
Turbochargers, 2.35 -- 2 Magneto Ignition System, 2.10 -- 4
Wastegates, 2.35 -- 2 Spark Plug, Spark Plug Carriers, And Connectors,
Exhaust System Maintenance, 4.35 -- 1 2.10 -- 1
Backpressure Measurement, 4.35 -- 1 Index Of Sealants, Adhesives And Lubricants,
Inspection, 4.35 -- 1 1.15 -- 32
Temperature Monitoring, 4.35 -- 1
T

L
F
AF

Lock Nut Replacement P/N 211587 And P/N 211587A

Fuel System Description, 2.05 -- 1 Admission Valves, 4.05 -- 4
Admission Valve Assemblies, 2.05 -- 3 Lubrication System Description, 2.30 -- 1
Carburetor(s), 2.05 -- 2 In--line Lubricator, 2.30 -- 8
CEC Air/Fuel Module System, 2.05 -- 4 Internal Oil Control, 2.30 -- 1
Low Fuel Pressure System Engines, 2.05 -- 5 Lube Oil Level Regulator, 2.30 -- 8
Main Fuel Gas Pressure Regulators, 2.05 -- 1
KR

Microspin Cleanable Lube Oil Filtering System,

Prechamber Gas Safety Shutdown Valve, 2.05 -- 2 2.30 -- 6
Prechamber Gas Valve, 2.05 -- 2 Oil Cooler, 2.30 -- 4
Prechamber Regulator, 2.05 -- 2 Oil Pan And Pickup Screen, 2.30 -- 4
Prechambers And Spark Plug Carriers, 2.05 -- 3 Oil Pump, 2.30 -- 4
Fuel System Adjustment General Information Oil Strainer, 2.30 -- 5
Exhaust Gas Analysis For Waukesha Engines, Prelube Pump/Motor, 2.30 -- 7
4.05 -- 2, 4.05 -- 6 Prelube Pushbutton Valve, 2.30 -- 7
Fuel System Adjustment, 4.05 -- 6 Prelube System Components, 2.30 -- 1

A- 2 FORM 6277 Second Edition

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
APPENDIX A

Prelube Valve, 2.30 -- 7 Starter Motor -- Air/Gas, 2.45 -- 2

Lubrication System Maintenance, 4.30 -- 1 Starter Motor -- Electric Start, 2.45 -- 2
Catalyst Contaminants, 4.30 -- 16 Prelube And Starting System Maintenance, 4.45 -- 1
Crankcase Oil Level Checking, 4.30 -- 2 Air/Gas Starter -- Lubrication Reservoir, 4.45 -- 1
Extended Oil Drain Intervals, 4.30 -- 17 Electric Starter System, 4.45 -- 1

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Formulas For Determining Oil Consumption Rates, In--line Lubricator, 4.45 -- 2

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4.30 -- 21 Prelube Pressure Check Valve Inspection, 4.20 -- 3
Low Ambient Temperature Operation, 4.30 -- 21
Lube Oil Comsumption Guidelines, 4.30 -- 21 Pressure And Temperature Test Points, 1.15 -- 21
Lube Oil Condemning Limits, 4.30 -- 20 Prestart Inspection, 3.00 -- 1
Lube Oil Filter Maintenance, 4.30 -- 8
Lube Oil Filter Relief Valve Maintenance, 4.30 -- 10
Lube Oil Pressure Adjustment, 4.30 -- 12 R

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Lube Oil Strainer Maintenance, 4.30 -- 11
Recommended Oil Change Intervals, 4.30 -- 22
Lube Oil System Air Bleed, 4.30 -- 7
Lubricating Oil Performance, 4.30 -- 16
Magnetic Plug Maintenance, 4.30 -- 12
Microspin Maintenance, 4.30 -- 14
S
Multi--Viscosity Oils, 4.30 -- 21 Safety Introduction, 1.05 -- 1
Oil Additives, 4.30 -- 16 Acids, 1.05 -- 2
Oil Change, 4.30 -- 3 Batteries, 1.05 -- 2
Oil Cooler And Lube Oil Filter Installation
Requirements, 4.30 -- 2
Oil Cooler Maintenance, 4.30 -- 7
Oil Designations, 4.30 -- 16
Oil Fill --Initial Procedure, 4.30 -- 1
Oil Filtration Requirements, 4.30 -- 17
ER Body Protection, 1.05 -- 2
Chemicals, 1.05 -- 2
Cleaning Solvents, 1.05 -- 2
General, 1.05 -- 2
Liquid Nitrogen/Dry Ice, 1.05 -- 2
Components, 1.05 -- 2
Oil Pan Maintenance, 4.30 -- 3
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Oil Pickup Screen Maintenance, 4.30 -- 4 Heated Or Frozen, 1.05 -- 2
Oil Recommendations, 4.30 -- 16 Interference Fit, 1.05 -- 2
Oil Viscosity Selection, 4.30 -- 21 Cooling System, 1.05 -- 3
Prelube Y--Strainer Maintenance, 4.30 -- 13 Electrical, 1.05 -- 3
PO

Recomendations For Fuel Gas Filtration Of Solids General, 1.05 -- 3

And Liquids, 4.30 -- 18 Ignition, 1.05 -- 3
Recommended Lube Oils For Landfill Gas Equipment Repair And Service, 1.05 -- 1
Applications, 4.30 -- 18 Exhaust, 1.05 -- 3
Sour Gas, Digester Gas And Landfill Gas Fire Protection, 1.05 -- 3
Recommendations, 4.30 -- 17 Fuels, 1.05 -- 4
Synthetic Oils, 4.30 -- 21 Gaseous, 1.05 -- 4
Waukesha Cogeneration Installations, 4.30 -- 17 General, 1.05 -- 4
T

Liquid, 1.05 -- 4
Intoxicants And Narcotics, 1.05 -- 4
M Pressurized Fluids/Gas/Air, 1.05 -- 4
AF

Maintenance Of Standby Units, 3.00 -- 9 Protective Guards, 1.05 -- 4

Safety Tags And Decals, 1.05 -- 1
Springs, 1.05 -- 5
O Tools, 1.05 -- 5
Electrical, 1.05 -- 5
Oil Change Intervals, 4.30 -- 22 Hydraulic, 1.05 -- 5
KR

Pneumatic, 1.05 -- 5
Weight, 1.05 -- 5
P Welding, 1.05 -- 5
Prelube And Starting System Description, 2.45 -- 1 General, 1.05 -- 5
In--line Lubricator, 2.45 -- 1 On Engine, 1.05 -- 5
Prelube Pump And Motor, 2.45 -- 1
Prelube Pushbutton Valve, 2.45 -- 1
Start Pushbutton Valve, 2.45 -- 2

FORM 6277 Second Edition A- 3

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
APPENDIX A

Service Tools List, 1.15 -- 27 Engines Operating On Dual fuel With IMPCO 600D
Speed Governing System Description, 2.00 -- 1 Carburetors, 4.05 -- 36
Control Panel, 2.00 -- 4 Fuel System Adjustment Prior To Engine Startup,
Governor Linkage, 2.00 -- 3 4.05 -- 36
Magnetic Pickup, 2.00 -- 3 Physical Requirements, 4.05 -- 36

.
Overspeed Governor, 2.00 -- 2 Preliminary Settings After Engine Startup,
4.05 -- 37

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Woodward EG--3P Electronic Governor, 2.00 -- 2
Woodward UG--8 Dial Governor, 2.00 -- 1 Engines Operating On Low Btu Fuel With IMPCO
Woodward UG--8 Governor, 2.00 -- 1 600D Carburetors, 4.05 -- 32
Woodward UG--Actuator Governor, 2.00 -- 1 Final Fuel Sytem Adjustments, 4.05 -- 33
Speed Governing System Maintenance, 4.00 -- 1 Fuel System Adjustment Prior To Engine Startup,
4.05 -- 32
Governor Maintenance, 4.00 -- 1
Physical Requirements, 4.05 -- 32
Governor Rod Maintenance, 4.00 -- 2

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Preliminary Settings After Engine Startup,
4.05 -- 33
Engines Operating On Natural Gas As (Primary
T Fuel) And HD--5 Propane Vapor (Secondary
Temperature And Pressure Test Points, 1.15 -- 21 Fuel For Emergency Backup), 4.05 -- 39,
4.05 -- 40
Torque Values, 1.15 -- 19
Fuel System Adjustments Prior To Engine
Torque Values -- General, 1.15 -- 28 Startup, 4.05 -- 39
HD--5 Propane Gas (High BTU), 4.05 -- 40
Troubleshooting, 5.00 -- 1
Turbocharger System Description, 2.20 -- 1
Turbochargers, 2.20 -- 1
Turbocharger System Maintenance, 4.20 -- 1
Inspection, 4.20 -- 1
Lubrication Check, 4.20 -- 2
ER Natural Gas (Low BTU), 4.05 -- 40
Physical Requirements, 4.05 -- 39
Engines With IMPCO 600D Carburetors (Natural
Gas Fuel Air/Fuel Prechamber), 4.05 -- 30
Final Fuel System Adjustments, 4.05 -- 32
Fuel System Adjustment Prior To Engine Startup,
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Wastegate Adjustment For Altitude, 4.20 -- 2
4.05 -- 30
Physical Requirements, 4.05 -- 30
V Preliminary Settings After Engine Startup,
4.05 -- 31
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Valve Adjustment, 4.55 -- 1 Engines With IMPCO 600D Carburetors And

Intake/Exhaust Valves -- 6, 12, And 16 Cylinder Engine Mounted Fisher 99 Regulators
Gas, 4.55 -- 1 (Fuel--Only Prechamber System), 4.05 -- 29
VHP Gas Engine -- Lean Burn Fuel System Adjustment Prior To Engine Startup,
Engines (6 & 12 Cylinder) Operating On Landfill 4.05 -- 29
Gas Fuel (400 -- 500 Btu) Digester Gas Fuel Fuel System Adjustment Settings After Engine
(500 -- 650 Btu) With Low Fuel Pressure Startup, 4.05 -- 29
System, 4.05 -- 41 Physical Requirements, 4.05 -- 29
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Final Fuel System Adjustments, 4.05 -- 43 VHP Gas Engines -- Rich Burn
Fuel System Adjustment Prior To Engine Startup, Engines (6 & 12 Cylinder GSI) Operating On
4.05 -- 42 Natural Gas Fuel (850 -- 900 Btu) With Low
AF

Physical Requirements, 4.05 -- 41 Fuel Pressure System, 4.05 -- 27

Preliminary Settings After Engine Startup, Carburetor Adjustment (6 Cylinder Engine),
4.05 -- 42 4.05 -- 27
Engines (6 & 12 Cylinder) Operating On Natural Carburetor Adjustment (Each Bank Of 12
Gas Fuel (850 -- 900 Btu) With Low Fuel Cylinder Engine), 4.05 -- 28
Pressure System, 4.05 -- 34 Fuel System Adjustment Prior To Engine Startup,
4.05 -- 27
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Final Fuel System Adjustments, 4.05 -- 35

Fuel System Adjustment Prior To Engine Startup, Physical Requirements, 4.05 -- 27
4.05 -- 35 Preliminary Settings After Engine Startup,
Physical Requirements, 4.05 -- 34 4.05 -- 27
Preliminary Settings After Engine Startup,
4.05 -- 35

A- 4 FORM 6277 Second Edition

WWW.KRAFTPOWER.COM
 KRAFT POWER CORP.
APPENDIX A

Engines (Naturally Aspirated) Operating On Low Physical Requirements, 4.05 -- 16

Btu Gas And Natural Gas (Dual Fuel) Regulator Setting (6 Cylinder Engine And/Or
Carburetion, 4.05 -- 18 Each Bank Of 12 Or 16 Cylinder Engine),
Carburetor Adjustment (6 Cylinder Engine), 4.05 -- 17
4.05 -- 11 Vee Engine Intake Manifold Pressure Balance,

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Carburetor Adjustment (Each Bank For 12 or 4.05 -- 18
16 Cylinder Engine), 4.05 -- 12 Engines (Turbocharged) Operating On Low Btu Gas

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Carburetor Adjustment For Low BTU Gas And Natural Gas With (Dual Fuel) IMPCO
Operation (12 Or 16 Cylinder Engine), Model 600 Carburetor, 4.05 -- 22
4.05 -- 21 Carburetor Adjustment For Low BTU Gas
Carburetor Adjustment For Low BTU Gas Operation (6 Cylinder Engine), 4.05 -- 24
Operation (6 Cylinder Engine), 4.05 -- 20 Carburetor Adjustment For Low BTU Gas
Carburetor Adjustment For Natural Gas Operation Operation (Each Bank For 12 Or 16 Cylinder
(6 Cylinder Engine), 4.05 -- 19 Engine), 4.05 -- 24

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Carburetor Adjustment For Natural Gas Operation Carburetor Adjustment For Natural Gas Operation
(Each Bank For 12 Or 16 Cylinder Engine), (6 Cylinder Engine), 4.05 -- 23
4.05 -- 20 Carburetor Adjustment For Natural Gas Operation
Physical Requirements, 4.05 -- 11, 4.05 -- 18 (Each Bank For 12 Or 16 Cylinder Engine),
4.05 -- 23
Regulator Setting, 4.05 -- 11
Physical Requirements, 4.05 -- 22
Regulator Setting For Low BTU Gas Operation
(6 Cylinder And/Or Each Bank For 12 Or Regulator Setting For Low BTU Gas Operation
16 Cylinder Engine), 4.05 -- 19 (6 Cylinder Engines And/Of Each Bank Of 12

ER
Regulator Setting For Natural Gas Operation
(6 Cylinder And/Or Each Bank For 12 Or
16 Cylinder Engine), 4.05 -- 19
VEE Engine Intake Manifold Vacuum Balance,
4.05 -- 21
Vee Engine Intake Manifold Vacuum Balance,
4.05 -- 12
Cylinder Engine), 4.05 -- 22
Regulator Setting For Natural Gas Operation
(6 Cylinder Engines And/Or Each Bank Of 12
Or 16 Cylinder Engine), 4.05 -- 22
VEE Engine Intake Manifold Pressure Balance,
4.05 -- 25
Engines (Turbocharged) With IMPCO Model 600
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Engines (Naturally Aspirated) Operating On Low And 600D Carburetors, 4.05 -- 13
Btu Gas With (Single Fuel) IMPCO Model 600 Carburetor Adjustment (6 Cylinder Engine),
Series Carburetors, 4.05 -- 14 4.05 -- 13
Carburetor Adjustment (6 Cylinder Engines), Carburetor Adjustment (Each Bank For 12 or
4.05 -- 15 16 Cylinder Engine), 4.05 -- 14
PO

Carburetor Adjustment (Each Bank For 12 Or Physical Requirements, 4.05 -- 13

16 Cylinder Engines), 4.05 -- 15 Regulator Setting, 4.05 -- 13
Physical Requirements, 4.05 -- 14 Vee Engine Intake Manifold Vacuum Balance,
Regulator Setting (6 Cylinder Engine And/Or 4.05 -- 14
Each Bank Of 12 Or 16 Cylinder Engine), Naturally Aspirated Engines With IMPCO Model
4.05 -- 15 600 And 600D Carburetors, 4.05 -- 11
Vee Engine Intake Manifold Vacuum Balance,
4.05 -- 16
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T

Engines (Naturally Aspirated) With Parallel

Carburetion, 4.05 -- 25
Warning Tags And Decal Locations, 1.00 -- 1
Digester Gas Operation, 4.05 -- 26
AF

VHP 12 Cylinder, 1.00 -- 4

Natural Gas Operation, 4.05 -- 25 VHP 16 Cylinder, 1.00 -- 7
Physical Requirements, 4.05 -- 25 VHP 6 Cylinder, 1.00 -- 2
Engines (Turbocharged) Operating On Low Btu Gas
(Single Fuel) With IMPCO Model 600 Waukesha Engine Preservative Oil, 4.65 -- 2
Carburetors, 4.05 -- 16 Preservative Oil Usage, 4.65 -- 2
Carburetor Adjustment (6 Cylinder Engines), Use Of Other Preservative Oils And Materials,
KR

4.05 -- 17 4.65 -- 2
Carburetor Adjustment (Each Bank For 12
Cylinder Engine), 4.05 -- 17

FORM 6277 Second Edition A- 5

WWW.KRAFTPOWER.COM
 WAUKESHA ENGINE, DRESSER, INC.
KRAFT POWER CORP.
EXPRESS LIMITED WARRANTY FOR PRODUCTS OPERATED IN CONTINUOUS DUTY APPLICATIONS

INTRODUCTION
CONTINUOUS DUTY DEFINITION: The highest load and speed which can be applied, subject to Waukesha’s approved ratings in effect at time of sale.
APPLICATIONS COVERED BY THIS WARRANTY
Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any part of an engine, or Enginatorr, or product (hereinafter referred to as
”Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.
I. TERMS OF EXPRESS LIMITED WARRANTY

.
Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any part of an engine, or engine powered Enginator® (hereinafter

RP
referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
A. This coverage shall commence upon initial new Products start--up date and shall expire upon the earlier of the following:
1. 12 months after the initial new Products start--up date; or
2. 24 months after the original shipment date of the covered Products by Waukesha Engine.
B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaft
forging will be free from defects in material or workmanship. This additional warranty only covers failures of the specific items noted within this subparagraph.
This coverage shall expire upon the earlier of the following:

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1. 60 months after the initial new Products start--up date; or
2. 25,000 hours of operation of the covered Products; or
3. 72 months after the original shipment date of the covered Products by Waukesha Engine.
NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be considered as a forging defect.

III. WAUKESHA’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY

Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha’s election, of covered defective parts and all reasonable labor required regarding a warranted failure during the
express limited warranty term. All such labor shall be provided by Waukesha’s authorized contractor or distributor.
B. Reasonable and necessary travel and expenses incurred by Waukesha’s authorized contractor or distributor.
C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a
warranted failure.

IV. OWNER’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY

Owner shall be responsible for:
ER
NOTWITHSTANDING THE FOREGOING, WAUKESHA SHALL NOT BE RESPONSIBLE FOR LABOR COSTS ASSOCIATED WITH WARRANTY CLAIMS
BROUGHT PURSUANT TO SUB--PARAGRAPH II (B).

A. The operation and maintenance of the Products within the guidelines established by Waukesha.
B. Making the Products available to Waukesha or Waukesha’s authorized contractors or distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
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D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.
H. Loss of revenue and loss of/or damage to real and/or personal property.
PO

V. LIMITATION OF WAUKESHA’S OBLIGATIONS

The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance
practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products; or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Products for which Waukesha did not receive properly completed start--up reports; or
F. Repairs of a covered failure performed with non--genuine Waukesha parts; or
G. Repairs of a covered failure performed by non--authorized contractors or distributors; or
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H. Failure to make Products available to Waukesha or its authorized representatives; or

I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.
VI. APPLICABILITY AND EXPIRATION
AF

The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of no
further effect upon the dates of expiration of the applicable warranty periods.
THE FOREGOING SETS FORTH WAUKESHA’S ONLY OBLIGATIONS AND OWNERS’ EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH
CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT
LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in
contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.
KR

Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories must be
commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services provided
hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party’s request for negotiation,
either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance with
its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party’s actual damages and may not, in any event, make any ruling, finding or award that
does not conform to the terms and condition of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form M--464 for the most current warranty terms. Effective April 10, 2001.

W -- 1
WWW.KRAFTPOWER.COM
 WAUKESHA ENGINE, DRESSER, INC.
KRAFT POWER CORP.
EXPRESS LIMITED WARRANTY FOR PRODUCTS USED IN EXCESS OF CONTINUOUS DUTY RATINGS

INTRODUCTION
This warranty only applies to engines which Waukesha Engine has approved to operate in excess of the continuous duty rating.
APPLICATIONS COVERED IN THIS WARRANTY
Standby Service Applications: This rating applies to those systems used as a secondary or backup source of electrical power. This rating is the output the system will
produce continuously (no overload), 24 hours per day for the duration of the prime power source outage.
Intermittent Service Applications: This rating is the highest load and speed that can be applied in variable speed mechanical system applications only (i.e., blowers,
pumps, compressors, etc.). Operation at this rating is limited to a maximum of 3500 hours/year. For continuous operation for any length of time between the continuous

.
and intermittent ratings, see the Peak Shaving Application rating procedure.

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Peak Shaving Applications: The rating for a peak shaving application is based on the number of horsepower--hours available per year at site specific conditions. All
applications using a peak shaving rating require a signed Special Application Approval (SAA) from Waukesha’s Application Engineering Department.
I. TERMS OF EXPRESS LIMITED WARRANTY
Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any part of an engine, or engine powered EnginatorR (hereinafter
referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
A. This coverage shall commence upon initial new Products start--up date and shall expire upon the earlier of the following:
1. 60 months or 3500 hours, whichever occurs first, after the initial new Products start--up date; or
2. 72 months after the original shipment date of the covered Service Parts by Waukesha Engine.

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B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaft
forging will be free from defects in material or workmanship. This additional warranty only covers failure of the specific items noted within this subparagraph.
This coverage shall expire upon the earlier of the following:
1. 60 months after the initial new Products start--up date; or
2. 25,000 hours of operation of the covered Products; or
3. 72 months after the original shipment date of the covered Products by Waukesha Engine.
NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be considered as a forging defect.
III. WAUKESHA’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha’s election, of covered defective parts and all reasonable labor required regarding a warranted failure during the
express limited warranty term. All such labor shall be provided by Waukesha’s authorized contractor or distributor.

BROUGHT PURSUANT TO SUB--PARAGRAPH II (B).

IV. OWNER’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
ER
B. Reasonable and necessary travel and expenses incurred by Waukesha’s authorized contractors or distributor.
C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a
warranted failure.
NOTWITHSTANDING THE FOREGOING, WAUKESHA SHALL NOT BE RESPONSIBLE FOR LABOR COSTS ASSOCIATED WITH WARRANTY CLAIMS

A. The operation of the product within the allowable HP--HR/YR rating granted by the specific Special Application Approval for the product.
B. The operation and maintenance of the Products within the guidelines established by Waukesha.
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C. Making the Products available to Waukesha or Waukesha’s authorized contractors or distributors for any warranty repair, during normal business hours.
D. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
E. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
F. All administrative costs and expenses resulting from a warranted failure.
G. Any costs of transportation, towing, repair facilities, or associated costs.
H. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.
PO

I. Loss of revenue and loss of/or damage to real and/or personal property.
V. LIMITATION OF WAUKESHA’S OBLIGATIONS
The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance
practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products: or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Products for which Waukesha did not receive properly completed start--up reports; or
F. Repairs of a covered failure performed with non--genuine Waukesha parts; or
G. Repairs of a covered failure performed by non--authorized contractors or distributors; or
T

H. Failure to make Products available to Waukesha or its authorized representatives; or

I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.
VI. APPLICABILITY AND EXPIRATION
AF

The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of no
further effect upon the dates of expiration of the applicable warranty periods.
THE FOREGOING SETS FORTH WAUKESHA’S ONLY OBLIGATIONS AND OWNERS’ EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH
CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE FOREGOING
IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in
contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products
provided under this Agreement.
KR

Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories must be
commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services provided
hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party’s request for negotiation,
either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance with
its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party’s actual damages and may not, in any event, make any ruling, finding or award that
does not conform to the terms and condition of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form M--467 for the most current warranty terms. Effective April 10, 2001.

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 WAUKESHA ENGINE, DRESSER, INC.
KRAFT POWER CORP.
EXPRESS LIMITED WARRANTY FOR GENUINE WAUKESHA SERVICE PARTS

INTRODUCTION
This warranty only applies to Genuine Waukesha Service Parts (to include assemblies and short blocks) sold by Waukesha Engine and used for repair,
maintenance, or overhaul of Waukesha Products.
I. TERMS OF EXPRESS LIMITED WARRANTY
A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine, or
EnginatorR, or product (hereinafter referred to as ”Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.

.
B. Waukesha Engine further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged as the
direct result of a warrantable defect in a Genuine Waukesha Service Part during the term of coverage.

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II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
This coverage shall commence upon the date the Service Part is installed and shall expire upon the earlier of the following:
A. 12 months after the date the part is installed; or
B. 24 months after the purchase date from an authorized Waukesha Distributor.
III. WAUKESHA’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha’s election, of covered defective Service Parts and progressive damage as explained in Paragraph 1B of this warranty.
B. Labor time to repair or replace the defective part as established by the Waukesha Labor Guide Manual. All reimbursable labor costs shall be provided by

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Waukesha’s authorized Distributor.
C. The reimbursement of documented Distributor expenses covering Freight, Customs, Brokers Fees, and Import Duties to obtain the replacement Service Part
from Waukesha.
IV. OWNER’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation and maintenance of the Products/Service Parts within the guidelines established by Waukesha.
B. Making the Products/Service Parts available to Waukesha or Waukesha’s authorized Distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repairs.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.

V. LIMITATION OF WAUKESHA’S OBLIGATIONS

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G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of this Service Parts Warranty.
H. All additional labor time in excess of Waukesha’s Labor Guide for the warrantable repair.
I. Loss of revenue and loss of/or damage to real and/or personal property.

The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, maintenance, or
assembly practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products or Service Parts; or
C. Any failure resulting from overload, overspeed, overheat, accident; or
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D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Service Parts for which Waukesha did not receive proper documentation concerning the Service Parts purchase date from an authorized Waukesha
Engine Distributor; or
F. Repairs of a covered failure performed with non--genuine Waukesha parts; or
G. Repairs of a covered failure performed by non--authorized Contractors or Distributors; or
H. Failure to make Products and Service Parts available to Waukesha or its authorized representative; or
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I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; or
J. Any failure of Service Parts resulting from misapplication or improper repair procedures; or
K. Any failure or damage resulting from the improper or extended storage of a Service Part; or
L. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided; or
M. Normal wear items or consumable parts such as belts, spark plugs, lubricating oil filters, air filters, etc. are not considered defective if in need of routine
replacement, rebuild, or maintenance during the term of the warranty.
VI. APPLICABILITY AND EXPIRATION
The warranty set out above is extended to the original purchaser of the Genuine Waukesha Service Parts. The warranty and obligations of Waukesha shall expire
and be of no further effect upon the date of expiration of the applicable warranty period.
VII. WARRANTY ADMINISTRATION
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This warranty is administered exclusively by an authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the Distributor to
determine whether the warranty is applicable.
Contact the nearest authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest authorized Distributor is
available by contacting Waukesha Engine at (262) 547--3311.
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THE FOREGOING SETS FORTH WAUKESHA’S ONLY OBLIGATIONS AND OWNERS’ EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH
CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT
LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in
contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.
Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories must be
commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
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Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services provided
hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party’s request for negotiation, either
party may initiate arbitration as herein after provided.
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services provided
hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party’s request for negotiation,
either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance with
its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party’s actual damages and may not, in any event, make any ruling, finding or award that
does not conform to the terms and condition of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form M--463 for the most current warranty terms. Effective April 10, 2001.

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 WAUKESHA ENGINE, DRESSER, INC.
KRAFT POWER CORP.
EXPRESS LIMITED WARRANTY FOR CUSTOM ENGINE CONTROLS

INTRODUCTION
The Custom Engine Control (CEC) are sold as standard, or as options on new Engines or as Genuine Service Parts, and includes the Detonation Sensing Module
(DSM), Air Fuel Module (AFM), Turbocharger Control Module (TCM), and Ignition Module (IM), or any other control device identified as a CEC product.
I. TERMS OF EXPRESS LIMITED WARRANTY
Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any CEC installed on an engine, or EnginatorÒ, or product (hereinafter
referred to as “Products”) manufactured by Waukesha, or purchased as a Genuine Service Part, which proves to have had a defect in material or workmanship.

.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
A. This coverage shall commence upon initial new Products start--up date or the purchase date, in the case of service parts sales, and shall expire upon the earlier

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of the following:
1. New Products
A. 12 months after the initial new Product start--up date; or
B. 24 months after the original shipment date of the covered Products by Waukesha Engine.
2. Genuine Service Parts
A. 12 months from the date the CEC is put into service; or
B. 18 months from the purchase date.
B. Notwithstanding the foregoing, Waukesha further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha
Product damaged as the direct result of a warrantable defect in a CEC product.

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III. WAUKESHA’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha’s election, of covered defective parts and all reasonable labor required regarding a warranted failure during the
express limited warranty term. All such labor shall be provided by Waukesha’s authorized contractor or distributor.
B. For the repair of CECs installed on Products shipped from Waukesha, reasonable and necessary travel and expenses incurred by Waukesha’s authorized
contractor or distributor.
C. Replacement of lubricating oil, coolant, filter elements, Waukesha supplied engine components, or other normal maintenance items that are contaminated
and/or damaged as a direct result of a warranted failure.
IV. OWNER’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation and maintenance of the Products within the guidelines established by Waukesha.

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B. Making the Products available to Waukesha or Waukesha’s authorized contractors or distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of the Service Parts Warranty.
H. All additional labor time in excess of Waukesha’s Labor Guide for the warrantable repair.
I. Loss of revenue and loss of/or damage to real and/or personal property.
V. LIMITATION OF WAUKESHA’S OBLIGATIONS
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The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance
practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products; or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
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E. Failure of Products for which Waukesha did not receive properly completed start--up reports; or
F. Repairs of a covered failure performed with non--genuine Waukesha parts; or
G. Repairs of a covered failure performed by non--authorized contractors or distributors; or
H. Failure to make Products available to Waukesha or its authorized representatives; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; or
J. Improper diagnosis of a Product problem for which a CEC product is replaced.
K. Failure of Service Parts for which Waukesha did not receive proper documentation concerning the Service Parts purchase date from an authorized Waukesha
Engine Distributor; or
L. Any failure of a Service Part resulting from misapplication or improper repair procedures; or
M. Any failure or damage resulting from the improper or extended storage of a Service Part; or
N. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided.
VI. APPLICABILITY AND EXPIRATION
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The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of no
further effect upon the dates of expiration of the applicable warranty periods.
VII. WARRANTY ADMINISTRATION
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This warranty is administered exclusively by an authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the Distributor to
determine whether the warranty is applicable.
Contact the nearest authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest authorized Distributor is
available by contacting Waukesha Engine at (414) 547--3311.
THE FOREGOING SETS FORTH WAUKESHA’S ONLY OBLIGATIONS AND OWNERS’ EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH
CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY),OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT
LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in
contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.
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Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories must be
commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services provided
hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60 days of a party’s request for negotiation,
either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance with
its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party’s actual damages and may not, in any event, make any ruling, finding or award that
does not conform to the terms and condition of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form M--462 for the most current warranty terms. Effective April 10, 2001.

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