GE Energy

Gas Engines

Waukesha gas engines

275GL + with ESM

operation &
maintenance

FORM 6354-2 This document contains proprietary and trade secret information. The receiver of this document
accepts it in confidence and agrees that, without the prior expressed written permission of GE’s
2nd edition Waukesha gas engines, it will (1) not use the document, its content or any copy thereof for any
purpose that may harm GE in any way; (2) not copy or reproduce the document in whole, or in
part; and (3) not disclose to others either the document or the confidential or trade secret
information contained therein.
All sales and information herein supplied is subject to the current version of the Standard Terms
of Sale, including limitation of liability.
All non-GE trademarks, service marks, logos, slogans, and trade names (collectively “marks”)
are the properties of their respective owners.
This manual complies with the European Union CE Mark/Machinery Directive in force at the
time of drafting.
Original Instructions (English)
The English version of this manual controls over any error in or conflicting interpretation of any
translation.

Waukesha gas engines

Waukesha, Wisconsin 53188
Printed in U.S.A.
© Copyright 8/2012
All rights reserved.
 California California
Proposition 65 Warning Proposition 65 Warning
The engine exhaust from this product Certain components in this product and its
contains chemicals known to the state of related accessories contain chemicals
California to cause cancer, birth defects known to the state of California to cause
or other reproductive harm. cancer, birth defects or other reproductive
harm. Wash hands after handling.

DISCLAIMERS:
All information, illustrations and specifications in this manual are based on the latest information available at the time
of publishing. The illustrations used in this manual are intended as representative reference views only. Products are
under a continuous improvement policy. Thus, information, illustrations and/or specifications to explain and/or
exemplify a product, service or maintenance improvement may be changed at any time without notice.

NOTICE
Review all applicable Service Bulletins and other documentation, and check with your Authorized Distributor for
updates that may supersede the contents of this manual.

ALL RIGHTS RESERVED:

No part of this publication may be reproduced or used in any form by any means – graphic, electronic or mechanical,
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of General Electric.

DIVERSION CONTROL STATEMENT:

Any technology, including technical data, or software contained herein were originally exported from the United States,
or the originating country of this transmission, in accordance with the U.S. Export Administration Regulations and/or
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Disposal requirements for waste electrical and electronic equipment:

NOTICE
Electrical and electronic equipment can contain harmful substances which can affect the environment and human
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WEEE symbol (Waste of Electrical and Electronic Equipment): The symbol for the separated disposal of electrical
and electronic equipment is a crossed-out waste bin on wheels (Directive 2002/96/EC Waste Electrical and Electronic
Equipment).
You must not dispose any electrical and electronic equipment marked with this symbol (battery-operated electrical
appliances, measurement equipment, light-bulbs, etc.) in the domestic waste but dispose of these separately. Always
use the waste return and collection systems locally available and contribute to the reuse, recycling and all other forms
of use for waste electrical and electronic equipment.

FORM 6354-2
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 Contents

HOW TO USE THIS MANUAL GENERAL INFORMATION............................. 1.15-1

FEATURES AND BENEFITS .......................... 1.15-1
SERIAL NUMBERS AND ENGINE
CHAPTER 1 – SAFETY AND GENERAL NAMEPLATE .............................................. 1.15-2
Section 1.00 – SAFETY LABELS AND BASIC ENGINE DESCRIPTION ...................... 1.15-2
LOCATIONS CRANKCASE ........................................ 1.15-2
CRANKSHAFT ...................................... 1.15-2
Section 1.05 – SAFETY CONNECTING RODS ............................. 1.15-3
SAFETY INTRODUCTION ............................. 1.05-1 PISTONS ............................................. 1.15-3
SAFETY LABELS ......................................... 1.05-5 CYLINDER SLEEVES ............................. 1.15-3
EQUIPMENT REPAIR AND SERVICE .............. 1.05-5 CAMSHAFT .......................................... 1.15-3
ACIDS ....................................................... 1.05-5 ESM .................................................... 1.15-3
BATTERIES ................................................ 1.05-5 CYLINDER HEAD AND VALVES ............... 1.15-3
BODY PROTECTION .................................... 1.05-5 TURBOCHARGER ................................. 1.15-4
CHEMICALS ............................................... 1.05-5 INTERCOOLER ..................................... 1.15-4
GENERAL ............................................ 1.05-5 CARBURETOR...................................... 1.15-4
CLEANING SOLVENTS........................... 1.05-5 INTAKE MANIFOLD................................ 1.15-4
LIQUID NITROGEN ................................ 1.05-6 EXHAUST MANIFOLD ............................ 1.15-4
COMPONENTS ........................................... 1.05-6 ENGINE MONITORING ........................... 1.15-4
HEATED OR FROZEN ............................ 1.05-6 DEFINITIONS........................................ 1.15-4
INTERFERENCE FIT .............................. 1.05-6 WKI ..........................................................1.15-10
COOLING SYSTEM...................................... 1.05-6 TRADEMARKS...........................................1.15-10
ELECTRICAL .............................................. 1.05-6 ACRONYMS ..............................................1.15-11
GENERAL ............................................ 1.05-6 INDEX OF SEALANTS, ADHESIVES, LUBRICANTS
IGNITION ............................................. 1.05-6 AND CLEANERS ........................................1.15-12
EMERGENCY SHUTDOWN ........................... 1.05-6 ENGINE IDENTIFICATION VIEWS..................1.15-14
EXHAUST .................................................. 1.05-6 MAXIMUM SOUND PRESSURE LEVEL ..........1.15-23
FIRE PROTECTION...................................... 1.05-6 ENGINE SPECIFICATIONS...........................1.15-23
FUELS ....................................................... 1.05-7 SERVICE TOOLS LIST.................................1.15-25
GENERAL ............................................ 1.05-7 ENGLISH / METRIC CONVERSIONS ..............1.15-26
GASEOUS............................................ 1.05-7 TORQUE VALUES ......................................1.15-28
LIQUIDS............................................... 1.05-7 TORQUE VALUES – CRITICAL ENGINE....1.15-28
INTOXICANTS AND NARCOTICS ................... 1.05-7 GENERAL TORQUE
PRESSURIZED FLUIDS / GAS / AIR ................ 1.05-7 RECOMMENDATIONS ..........................1.15-29
PROTECTIVE GUARDS ................................ 1.05-7 DECLARATION OF CONFORMITY.................1.15-34
SPRINGS ................................................... 1.05-7 DECLARATION OF INCORPORATION............1.15-35
TOOLS ...................................................... 1.05-7
ELECTRICAL ........................................ 1.05-7 Section 1.20 – ESM CONTROL SYSTEM
HYDRAULIC ......................................... 1.05-7 OVERVIEW
PNEUMATIC ......................................... 1.05-7 ESM SYSTEM DESCRIPTION ........................ 1.20-1
WEIGHT..................................................... 1.05-8 ESM COMPONENTS .................................... 1.20-2
WELDING................................................... 1.05-8 ECU .................................................... 1.20-2
HMI (HUMAN MACHINE INTERFACE) ....... 1.20-2
Section 1.10 – RIGGING AND LIFTING POWER DISTRIBUTION JUNCTION
ENGINES BOX .................................................... 1.20-3
RIGGING AND LIFTING ENGINES .................. 1.10-1 IPM-D .................................................. 1.20-3
LOCATION OF THE LIFTING EYES ........... 1.10-2 NCM.................................................... 1.20-3
RIGGING AND LIFTING PROCEDURE ....... 1.10-2 STEPPER (AGR, ACTUATOR, GAS

Section 1.15 – GENERAL INFORMATION REGULATOR) ....................................... 1.20-3

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THROTTLE ACTUATOR.......................... 1.20-4 COMPONENTS ........................................... 2.10-1
WASTEGATE ACTUATOR....................... 1.20-4 OPERATION ............................................... 2.10-1
BYPASS ACTUATOR ............................. 1.20-4 NOX SENSOR............................................. 2.10-2
ESM SENSORS........................................... 1.20-4 STEPPER................................................... 2.10-3
USER INTERFACE PANELS .......................... 1.20-6 SYSTEM WIRING ........................................ 2.10-3
E-HELP ...................................................... 1.20-7 NOX AIR-FUEL RATIO THEORY OF
ESM DIAGNOSTICS..................................... 1.20-7 OPERATION ............................................... 2.10-3
SAFETY SHUTDOWNS................................. 1.20-7 USER SETTINGS......................................... 2.10-4
ESP........................................................... 1.20-8 ESP SETUP .......................................... 2.10-4
DESCRIPTION OF OPERATION ..................... 1.20-9 HMI SETUP .......................................... 2.10-4
START-STOP CONTROL ........................ 1.20-9
Section 2.15 – IGNITION SYSTEM
IGNITION SYSTEM ................................ 1.20-9
DESCRIPTION
KNOCK DETECTION .............................. 1.20-9
IGNITION SYSTEM DESCRIPTION ................. 2.15-1
NOX CONTROL SYSTEM........................ 1.20-9
IPM-D .................................................. 2.15-1
ESM TURBOCHARGER CONTROL........... 1.20-9
IGNITION COILS.................................... 2.15-2
ESM SPEED GOVERNING ...................... 1.20-9
SPARK PLUG EXTENSION...................... 2.15-2
SPARK PLUGS...................................... 2.15-2
CHAPTER 2 – ENGINE SYSTEMS IGNITION THEORY ...................................... 2.15-3
Section 2.00 – ESM SPEED GOVERNING ESM KNOCK DETECTION CONTROL ............. 2.15-3
DESCRIPTION ESM KNOCK DETECTION THEORY.......... 2.15-4

OPERATION ............................................... 2.00-1 ESM KNOCK DETECTION AND TIMING

SPEED GOVERNING INPUTS AND CONTROL ............................................ 2.15-5

CALIBRATIONS........................................... 2.00-1 IGNITION DIAGNOSTICS .............................. 2.15-6

SPEED GOVERNING MODES ........................ 2.00-2 MONITORING IGNITION ENERGY

SPEED CONTROL MODE ....................... 2.00-2 FIELD .................................................. 2.15-6

LOAD CONTROL MODE ......................... 2.00-5 MONITORING SPARK REFERENCE

FEEDFORWARD CONTROL (LOAD COMING NUMBER.............................................. 2.15-7

CONTROL) ........................................... 2.00-6 Section 2.20 – AIR INTAKE SYSTEM

ALTERNATE DYNAMICS (SYNCHRONIZER DESCRIPTION
CONTROL) ........................................... 2.00-6
AIR INTAKE COMPONENT DESCRIPTION ....... 2.20-1
ROTATING MOMENT OF INERTIA / ADJUSTING
AIR FILTRATION SYSTEM....................... 2.20-1
GAIN ......................................................... 2.00-6
INTERCOOLER ..................................... 2.20-1
Section 2.05 – FUEL SYSTEM OPTIONAL AIR FILTRATION SYSTEM....... 2.20-1
DESCRIPTION CARBURETOR AND INTAKE

FUEL SYSTEM COMPONENT MANIFOLD ........................................... 2.20-2

DESCRIPTION ............................................ 2.05-1 Section 2.25 – TURBOCHARGER

MAIN FUEL GAS REGULATOR ................ 2.05-1 DESCRIPTION
CARBURETOR...................................... 2.05-2
TURBOCHARGER SYSTEM DESCRIPTION ..... 2.25-1
PRECHAMBER FUEL SUPPLY VALVE....... 2.05-3
ESM TURBOCHARGER CONTROL........... 2.25-1
PRECHAMBER FUEL REGULATOR .......... 2.05-3
TURBOCHARGERS ............................... 2.25-4
PRECHAMBER MANIFOLD ..................... 2.05-3
TURBOCHARGER WASTEGATE.............. 2.25-4
CYLINDER HEAD .................................. 2.05-4
PRECHAMBERS ................................... 2.05-4 Section 2.30 – COOLING SYSTEM
DESCRIPTION
Section 2.10 – NOX AIR-FUEL RATIO
COOLING SYSTEM DESCRIPTION................. 2.30-1
CONTROL DESCRIPTION
JACKET WATER PUMP .......................... 2.30-1
DESCRIPTION ............................................ 2.10-1
JACKET WATER PASSAGES................... 2.30-1

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JACKET WATER TEMPERATURE CONTROL Section 2.50 – START-STOP CONTROL

VALVE ................................................. 2.30-1 SYSTEM DESCRIPTION
CUSTOMER-SUPPLIED COOLER............. 2.30-1 START-STOP CONTROL DESCRIPTION ......... 2.50-1
AUXILIARY WATER PUMP ...................... 2.30-2 START SEQUENCE ............................... 2.50-1
AUXILIARY WATER TEMPERATURE CONTROL NORMAL SHUTDOWN SEQUENCE.......... 2.50-2
VALVE ................................................. 2.30-2 EMERGENCY SHUTDOWN
COOLING SYSTEM THEORY ........................ 2.30-3 SEQUENCE .......................................... 2.50-2

Section 2.35 – LUBRICATION SYSTEM PRELUBING THE ENGINE WITHOUT

DESCRIPTION STARTING ........................................... 2.50-6

CRANKING THE ENGINE OVER WITHOUT
LUBRICATION SYSTEM DESCRIPTION........... 2.35-1
STARTING AND WITHOUT FUEL ............. 2.50-6
OIL SUMP AND SUCTION LINE (PICKUP /
AIR STARTER ............................................. 2.50-6
SUPPLY) .............................................. 2.35-1
MAIN GAS SHUTOFF VALVE ................... 2.50-7
OIL PUMP AND PRESSURE REGULATING
VALVE ................................................. 2.35-1 Section 2.55 – STARTING SYSTEM
OIL FEEDBACK SYSTEM ........................ 2.35-2 DESCRIPTION
COLD OIL RELIEF VALVE ....................... 2.35-2 STARTING SYSTEM COMPONENT
FULL-FLOW OIL FILTERS ....................... 2.35-2 DESCRIPTION ............................................ 2.55-1
FILTER RELIEF VALVES ......................... 2.35-2 STARTING SYSTEM THEORY ....................... 2.55-2
OIL TEMPERATURE CONTROL
VALVE ................................................. 2.35-3 Section 2.60 – EMERGENCY SAFETY
OIL COOLER ........................................ 2.35-3 ALARMS AND
LUBRICATION SYSTEM THEORY .................. 2.35-3 SHUTDOWNS
PRELUBE / POSTLUBE SYSTEM.................... 2.35-4 DESCRIPTION
PRELUBE / POSTLUBE OVERVIEW................................................. 2.60-1
SPECIFICATIONS .................................. 2.35-4 SAFETY SHUTDOWNS................................. 2.60-1
CENTRIFUGE CLEANABLE OIL FILTERING EMERGENCY STOP (E-STOP)
SYSTEM .................................................... 2.35-5 BUTTONS ............................................ 2.60-1
LOW OIL PRESSURE ............................. 2.60-1
Section 2.40 – EXHAUST MANIFOLD ENGINE OVERSPEED ............................ 2.60-2
SYSTEM DESCRIPTION CUSTOMER-INITIATED EMERGENCY
EXHAUST SYSTEM COMPONENT SHUTDOWN ......................................... 2.60-2
DESCRIPTION ............................................ 2.40-1 ENGINE OVERLOAD .............................. 2.60-2
EXHAUST MANIFOLD SEGMENTS........... 2.40-1 UNCONTROLLABLE ENGINE KNOCK....... 2.60-2
EXHAUST THERMOCOUPLES................. 2.40-1 HIGH HT JACKET WATER COOLANT
EXHAUST SYSTEM INSULATION ............. 2.40-1 TEMPERATURE .................................... 2.60-2
EXHAUST PIPING AND FLEXIBLE LOW HT JACKET WATER COOLANT
CONNECTIONS .................................... 2.40-1 PRESSURE .......................................... 2.60-2

Section 2.45 – CRANKCASE BREATHER HIGH IMAT ........................................... 2.60-2

SYSTEM DESCRIPTION HIGH OIL TEMPERATURE ...................... 2.60-2

FAILURE OF MAGNETIC PICKUP ............. 2.60-2
VENTILATION SYSTEM COMPONENT
OVERCRANK........................................ 2.60-2
DESCRIPTION ............................................ 2.45-1
ENGINE STALL ..................................... 2.60-2
BLOWER WITH ELECTRIC MOTOR .......... 2.45-1
ECU INTERNAL FAULTS......................... 2.60-2
RESTRICTION VALVE ............................ 2.45-1
SECURITY VIOLATION ........................... 2.60-3
CUSTOMER-SUPPLIED PIPING ............... 2.45-1
CUSTOMER-SUPPLIED SHUTDOWN
CHECK VALVE...................................... 2.45-1
CONTROLS ................................................ 2.60-3
CRANKCASE PRESSURE RELIEF
THERMOCOUPLE CONNECTIONS ................ 2.60-3
VALVES ............................................... 2.45-2
ALARMS .................................................... 2.60-3

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CHAPTER 3 – OPERATION RECOMMENDED SYSTEM

REQUIREMENTS......................................... 3.25-1
Section 3.00 – ENGINE START-UP AND
INSTALLING ESP FROM DOWNLOAD............. 3.25-1
SHUTDOWN
INSTALLING ESP FROM CD .......................... 3.25-3
INITIAL ENGINE SETUP ................................ 3.00-1
CONNECTING PC TO ECU............................ 3.25-3
ESP SETUP ................................................ 3.00-1
STARTING ESP ........................................... 3.25-4
NOX CONTROL SETUP USING HMI................ 3.00-2
CONNECTION STATUS .......................... 3.25-4
PRESTART INSPECTION .............................. 3.00-3
BASIC PROGRAMMING IN ESP ..................... 3.25-5
FUEL SYSTEM ADJUSTMENT ....................... 3.00-4
SAVING TO PERMANENT MEMORY............... 3.25-6
INITIAL START-UP PROCEDURE ................... 3.00-5
EXITING ESP WITHOUT SAVING ............. 3.25-6
HIGH OIL PRESSURE FAULTS DURING ESM ECU
SENDING CALIBRATIONS TO ECU ................ 3.25-7
COLD STARTS...................................... 3.00-7
ACTUATOR CALIBRATION ........................... 3.25-8
ENGINE CHECKS DURING OPERATION ......... 3.00-8
RESET STATUS LEDS ON ECU ..................... 3.25-9
ROUTINE START-UP PROCEDURE ................ 3.00-8
CHANGING UNITS – U.S. OR METRIC............3.25-10
ENGINE SHUTDOWN PROCEDURES ............. 3.00-9
PROGRAMMING LOAD INERTIA ...................3.25-10
ROUTINE SHUTDOWN........................... 3.00-9
PROGRAMMING WKI VALUE .......................3.25-13
EMERGENCY SHUTDOWN ..................... 3.00-9
PROGRAMMING ALARM AND SHUTDOWN
ENGINE PERFORMANCE RECORD...............3.00-10
SETPOINTS...............................................3.25-14
Section 3.05 – BREAK-IN PROCEDURE IPM-D PROGRAMMING ...............................3.25-15
AFTER OVERHAUL PROGRAMMING NOX LEVEL .......................3.25-16

BREAK-IN PROCEDURE............................... 3.05-1 LOGGING SYSTEM PARAMETERS ...............3.25-17

CREATE TEXT FILE ..............................3.25-18
Section 3.10 – INTRODUCTION TO CREATING .TSV FILE ............................3.25-19
ELECTRONIC SERVICE REMOTE PROGRAMMING OF ECU VIA
PROGRAM (ESP) MODEM ..............................................3.25-20
ESP DESCRIPTION...................................... 3.10-1 INITIAL MODEM SETUP...............................3.25-21
USER INTERFACE PANELS .......................... 3.10-1 MODEM CONNECTIONS .......................3.25-23
OTHER ESP WINDOWS................................ 3.10-5 USING A MODEM FOR REMOTE
FAULT LOG .......................................... 3.10-5 MONITORING ............................................3.25-25
E-HELP ................................................ 3.10-5 STARTING ESP FOR MODEM ACCESS..........3.25-26
VERSION DETAILS ................................ 3.10-5 CONNECTING MODEM TO ECU AND PC .......3.25-28
NAVIGATING ESP PANELS ........................... 3.10-6
COMMON FEATURES ............................ 3.10-6
Section 3.30 – HMI PROGRAMMING
DISPLAY FIELDS ................................... 3.10-7 STEPPER CONTROL ................................... 3.30-1

BUTTON BAR ....................................... 3.10-9 FAULTS ..................................................... 3.30-4

FAULT LOG DESCRIPTION ....................3.10-10 OPTIONS ................................................... 3.30-7

CONTRAST / BACK LIGHT ADJUSTMENT ....... 3.30-9
Section 3.15 – INTRODUCTION TO HMI
HMI ICONS................................................. 3.15-1
CHAPTER 4 – MAINTENANCE
CONVENTIONS FOR HMI ............................. 3.15-2
SCREEN DESCRIPTIONS ....................... 3.15-3 Section 4.00 – ESM CONTROL SYSTEM
HMI NAVIGATION ........................................ 3.15-4 MAINTENANCE
THROTTLE, WASTEGATE AND BYPASS ACTUATOR
Section 3.20 – ESP AND HMI FIELD
INSPECTION AND MAINTENANCE................. 4.00-1
DESCRIPTIONS
ESM COMPONENT MAINTENANCE ............... 4.00-3
ESP PANELS .............................................. 3.20-2
KNOCK SENSORS ................................ 4.00-3
HMI SCREENS ............................................ 3.20-8
AGR (STEPPER).................................... 4.00-4
FIELD DESCRIPTIONS ................................3.20-11
ESM SYSTEM WIRING ........................... 4.00-5
Section 3.25 – ESP PROGRAMMING BATTERY MAINTENANCE ...................... 4.00-5

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POWER DISTRIBUTION JUNCTION BOX TYPE ................................................... 4.25-1

MAINTENANCE........................................... 4.00-8 FILL PROCEDURE ................................. 4.25-2
INSTALLING PDB COVER ....................... 4.00-8 LUBRICATION SYSTEM MAINTENANCE ......... 4.25-2
OIL CHANGE ........................................ 4.25-2
Section 4.05 – FUEL SYSTEM
ENGINE-MOUNTED OIL COOLER ............ 4.25-3
MAINTENANCE
OIL FILTERS ELEMENT
FUEL SYSTEM MAINTENANCE ..................... 4.05-1
REPLACEMENT .................................... 4.25-3
ADMISSION VALVE ..................................... 4.05-2
CENTRIFUGAL OIL FILTER ........................... 4.25-5
ADMISSION VALVE REMOVAL ................ 4.05-2
DESCRIPTION ...................................... 4.25-5
ADMISSION VALVE OVERHAUL .............. 4.05-3
CLEANING ........................................... 4.25-6
ADMISSION VALVE INSTALLATION ......... 4.05-5
PRELUBE / POSTLUBE SYSTEM.................... 4.25-7
FUEL SYSTEM ADJUSTMENT ....................... 4.05-5
PRELUBE / POSTLUBE
MAIN GAS SHUTOFF VALVE ......................... 4.05-6
SPECIFICATIONS .................................. 4.25-7
NOX SENSOR............................................. 4.05-6
BLOCK CLEANING ................................ 4.05-6 Section 4.30 – EXHAUST SYSTEM
MAINTENANCE
Section 4.10 – IGNITION SYSTEM
BACKPRESSURE MEASUREMENT ................ 4.30-1
MAINTENANCE
EXHAUST SYSTEM INSPECTION................... 4.30-2
IGNITION SYSTEM MAINTENANCE ................ 4.10-1
EXHAUST SYSTEM HARD PANEL
SPARK PLUGS...................................... 4.10-1
INSULATION............................................... 4.30-2
SPARK PLUG EXTENSION...................... 4.10-2
IGNITION COILS.................................... 4.10-3 Section 4.35 – CRANKCASE BREATHER
MAGNETIC PICKUP ADJUSTMENT ................ 4.10-4 SYSTEM MAINTENANCE
CAMSHAFT GEAR MAGNETIC VENTILATION SYSTEM MAINTENANCE.......... 4.35-1
PICKUP................................................ 4.10-4 CRANKCASE PRESSURE CHECK.................. 4.35-1
CRANKSHAFT MAGNETIC PICKUP .......... 4.10-4 PRESSURE RELIEF VALVE
IGNITION SYSTEM GENERAL MAINTENANCE AND MAINTENANCE........................................... 4.35-2
INSPECTION .............................................. 4.10-5 RELIEF VALVE AND DOOR REMOVAL ...... 4.35-2
RELIEF VALVE DISASSEMBLY ................ 4.35-3
Section 4.15 – AIR INTAKE AND
TURBOCHARGER SYSTEM Section 4.40 – STARTER SYSTEM
MAINTENANCE MAINTENANCE
AIR INTAKE MAINTENANCE.......................... 4.15-1 STARTING SYSTEM MAINTENANCE .............. 4.40-1
TURBOCHARGER MAINTENANCE................. 4.15-3 STARTER INSPECTION.......................... 4.40-1
TURBOCHARGER INSPECTION .............. 4.15-3 STARTER MAINTENANCE ............................ 4.40-2
TURBOCHARGER WASTEGATE AND AIR
Section 4.45 – VALVE ADJUSTMENT
BYPASS............................................... 4.15-3
INTAKE AND EXHAUST VALVE
TURBOCHARGER LUBRICATION ............ 4.15-3
ADJUSTMENT ............................................ 4.45-1
TURBOCHARGER OPERATION ..................... 4.15-3

Section 4.20 – COOLING SYSTEM Section 4.50 – MAINTENANCE

MAINTENANCE SCHEDULE
ROUTINE INSPECTION ................................ 4.50-1
JACKET COOLING CIRCUIT INITIAL FILL ........ 4.20-1
ROUTINE MAINTENANCE............................. 4.50-2
AUXILIARY COOLING CIRCUIT FILL ............... 4.20-2

Section 4.25 – LUBRICATION SYSTEM

CHAPTER 5 – ESM PACKAGING
MAINTENANCE
OIL PRESSURE ADJUSTMENT ...................... 4.25-1 Section 5.00 – SYSTEM POWER AND
LUBRICATION SYSTEM INITIAL FILL .............. 4.25-1 WIRING
OIL CAPACITIES ................................... 4.25-1 POWER SUPPLY REQUIREMENTS ................ 5.00-1

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BATTERY REQUIREMENTS .......................... 5.00-2 USING E-HELP...................................... 6.00-3
POWER SUPPLIED BY BATTERIES .......... 5.00-3 E-HELP WINDOW DESCRIPTION ............. 6.00-5
POWER SUPPLIED BY 24VDC POWER ESM FAULT CODES..................................... 6.00-7
SUPPLY ............................................... 5.00-4 ALM555 TROUBLESHOOTING......................6.00-13
POWER DISTRIBUTION JUNCTION BOX......... 5.00-5 NON-CODE ESM TROUBLESHOOTING .........6.00-15
RECOMMENDED WIRING....................... 5.00-5 POWER DISTRIBUTION JUNCTION BOX........6.00-16
CONNECTING GROUND AND POWER TO CYCLING POWER TO POWER DISTRIBUTION
POWER DISTRIBUTION JUNCTION JUNCTION BOX .........................................6.00-16
BOX .................................................... 5.00-7 NON-CODE TROUBLESHOOTING ................6.00-17
EARTH GROUND ........................................ 5.00-8 TROUBLESHOOTING ...........................6.00-17
CUSTOMER INTERFACE HARNESS......... 5.00-8
Section 6.05 – STORAGE
REQUIRED CONNECTIONS ...................5.00-12
ENGINE STORAGE – GENERAL..................... 6.05-1
OPTIONAL CONNECTIONS....................5.00-14
WAUKESHA PRESERVATIVE OIL................... 6.05-1
LOCAL CONTROL OPTION HARNESS .....5.00-15
OTHER PRESERVATIVE OILS AND
Section 5.05 – ESM COMMUNICATIONS MATERIALS................................................ 6.05-3
MODBUS (RS-485) COMMUNICATIONS.......... 5.05-1 ENGINES RETURNED TO SERVICE AFTER
WIRING ............................................... 5.05-2 STORAGE .................................................. 6.05-4
PROTOCOL.......................................... 5.05-2
MODBUS FOR PLC................................ 5.05-2
APPENDIX A – WARRANTY
PERSONAL COMPUTERS....................... 5.05-2
FAULT CODE BEHAVIOR........................ 5.05-2
FUNCTION CODES...................................... 5.05-4
READING MODBUS ADDRESSES ............ 5.05-4
MODBUS EXCEPTION RESPONSES ........ 5.05-5
FUNCTION CODE TABLES...................... 5.05-5
ADDITIONAL INFORMATION ON MODBUS
ADDRESSES 30038 – 30041 ...................5.05-13
LOCAL CONTROL PANEL............................5.05-15
USER DIGITAL INPUTS .........................5.05-15

CHAPTER 6 – TROUBLESHOOTING AND

STORAGE
Section 6.00 – TROUBLESHOOTING
USING ESM
WHERE TO BEGIN....................................... 6.00-1
ADDITIONAL ASSISTANCE ........................... 6.00-1
DETERMINING FAULT CODE BY USING
ESP........................................................... 6.00-1
DETERMINING FAULT CODE BY USING
HMI ........................................................... 6.00-2
ESM FAULTS ........................................ 6.00-2
NOX FAULTS ........................................ 6.00-2
DETERMINING FAULT CODE BY READING ECU
STATUS LEDS ............................................ 6.00-2
USING FAULT CODES FOR
TROUBLESHOOTING .................................. 6.00-3
E-HELP ...................................................... 6.00-3

FORM 6354-2
vi © 8/2012
 HOW TO USE THIS MANUAL
Your purchase of a Waukesha 12V/16V 275GL + Chapter 5 – ESM Packaging – Provides power
engine was a wise investment. Thank you for your order. requirements and ESM system communications for
In the industrial engine field, the name Waukesha stands packaging.
for quality and durability. With proper care and
Chapter 6 – Troubleshooting and Storage – Provides
maintenance, this engine will provide many years of
basic engine troubleshooting, troubleshooting
reliable service.
procedures using the ESM and storage procedures.
BEFORE PLACING THE ENGINE IN SERVICE, READ
There are six chapters within the manual and each
AND UNDERSTAND CHAPTER 1, CHAPTER 2 AND
chapter contains one or more sections. The title of each
CHAPTER 3 VERY CAREFULLY. THESE CHAPTERS
chapter or section appears at the top of each page. To
COVER SAFETY, GENERAL INFORMATION AND
locate information on a specific topic, refer to the Table
ENGINE OPERATION.
of Contents at the front of the manual.
Always be alert for the special warnings within the
ALWAYS BE ALERT FOR THE SPECIAL WARNINGS
manual text. These warnings precede information that is
WITHIN THE MANUAL TEXT. THESE WARNINGS
crucial to your safety as well as other personnel working
PRECEDE INFORMATION THAT IS CRUCIAL TO
on or near the engine.
YOUR SAFETY AS WELL AS OTHER PERSONNEL
Section 1.00 – Safety Labels and Locations – Provides WORKING ON OR NEAR THE ENGINE. CAUTIONS,
the location of all warning tags and labels and a duplicate NOTICES OR NOTES IN THE MANUAL CONTAIN
of each tag is illustrated in case the labels or tags INFORMATION THAT RELATES TO POSSIBLE
become lost or damaged. DAMAGE TO THE ENGINE OR ITS COMPONENTS
DURING ENGINE OPERATION OR MAINTENANCE
Section 1.05 – Safety – Provides a list of dangers,
PROCEDURES.
warnings, cautions and notices to make you aware of the
dangers present during operation and maintenance of Recommendations and data contained in the manual
the engine. READ THEM CAREFULLY AND FOLLOW are the latest information available at the time of this
THEM COMPLETELY. printing and are subject to change without notice.
Consult your local distributor or Waukesha Service
Section 1.10 – Rigging and Lifting Engines– Provides
Operations Department for updated information as well
information on engine weights and proper lifting
as information on subjects beyond the scope of this
procedures.
manual.
Section 1.15 – General Information – Provides basic
engine data such as nameplate data, component
weights, torque specifications and clearances. This
section also supplies torque values of metric and
standard capscrews as well as conversion data.
Section 1.20 – ESM Control System Overview –
Provides basic data on the ESM system such as system
description, theory of operation and components.
Chapter 2 – Engine Systems – Provides an overview of
the Engine System Manager (ESM) and basic
information on each engine system.
Chapter 3 – Operation – Provides prestart inspection and
routine start-up and shutdown procedures, and
describes operation of the engine.
Chapter 4 – Maintenance – Provides information for
operators’ care of Waukesha engines.

FORM 6354-2
vii © 8/2012
This Page Intentionally Left Blank

FORM 6354-2
viii © 8/2012
 SAFETY AND GENERAL
SECTION 1.00
SAFETY LABELS AND LOCATIONS

! WARNING PART NUMBER DESCRIPTION

211297G Identification Label
All safety labels must be legible Safety Label Plate (used to
211782B
to alert personnel of safety

!
mount 211911T)
hazards. Replace any illegible or 211900C Danger Gas Shutoff Label
missing labels immediately.
Safety labels removed during Warning - Barring Device
211911T
any repair work must be Label
replaced in their original 211911X Warning Relief Valve Label
position before the engine is 211911Y Warning Gear Pinch Label
placed back into service.
211912 Warning Voltage Label
211912K Gas Pressure Warning Label
NOTE: The labels shown in this manual are for the
211912L Safety Guard Warning Label
current production engine.
211912M Relief Valves Warning Label
The safety labels on the engine have specific placement,
and must be replaced if they are defaced or removed for Warning Maximum Starter
211912R
any reason. Figure 1.00-1 through Figure 1.00-4 show Pressure Label
the exact location of each label. Replacement labels 211920K Caution Hot Surface Label
should be ordered through Waukesha.
Caution Hot Surface - Inside
211920L
Label
Caution Hearing/Eye Safety
211920M
Label
211930F Caution See Manual Label
211930G Warning Engine Lifting Label
211930K Ground Label
211930R Emission Control Information
Engine Nameplate
214145L
(16V 275GL +)
Engine Nameplate
296514C
(12V 275GL +)

FORM 6354-2
1.00-1 © 8/2012
SAFETY LABELS AND LOCATIONS

211900C
211912L

211911Y

211912R 211912R

Figure 1.00-1: 16V 275GL + Safety Label Locations

FORM 6354-2
1.00-2 © 8/2012
 SAFETY LABELS AND LOCATIONS

211920L
211930G 211930G

211920K
211912K

211930K

211297G
211911X 214145L
211912M 211930F 211930R 211920M 211912

211930G 211920L

211930G

211920K

211782B
211912 211930K 211912M 211930F 211911X 211911T

Figure 1.00-2: 16V 275GL + Engine Warning Tag and Label Locations

FORM 6354-2
1.00-3 © 8/2012
SAFETY LABELS AND LOCATIONS

211900C

211912L

211911Y

211912R

Figure 1.00-3: 12V 275GL + Safety Label Locations

FORM 6354-2
1.00-4 © 8/2012
 SAFETY LABELS AND LOCATIONS

211930G 211920L
211930G

211920K

211782B
211911T

211912 211930K 211930F 211912M 211911X

211920L
211930G 211930G

211920K

211912K

211930K

211297G
211912M 211930F 211930R 296514C 211920M 211912

Figure 1.00-4: 12V 275GL + Engine Warning Tag and Label Locations

FORM 6354-2
1.00-5 © 8/2012
SAFETY LABELS AND LOCATIONS

211297G

211911T

211911X
211782B

211911Y
211900C

FORM 6354-2
1.00-6 © 8/2012
 SAFETY LABELS AND LOCATIONS

211912 211912R

211912K

211920K

211912L

211920L

211912M

FORM 6354-2
1.00-7 © 8/2012
SAFETY LABELS AND LOCATIONS

211920M 211930F

211930G

211930K

FORM 6354-2
1.00-8 © 8/2012
 SAFETY LABELS AND LOCATIONS

211930R

DRESSER, INC.
DRESSER WAUKESHA

296514C (12V 275GL +)

FORM 6354-2
1.00-9 © 8/2012
SAFETY LABELS AND LOCATIONS

DRESSER, INC.
DRESSER WAUKESHA

214145L (16V 275GL +)

FORM 6354-2
1.00-10 © 8/2012
 SECTION 1.05
SAFETY

SAFETY INTRODUCTION This safety alert symbol appears with

most safety statements. It means

!
The following safety precautions are published for your
information. Waukesha does not, by the publication of attention, become alert, your safety is
involved! Please read and abide by
these precautions, imply or in any way represent that
the message that follows the safety
they are the sum of all dangers present near industrial
alert symbol.
engines or fuel rating test units. If you are installing,
operating, or servicing a Waukesha product, it is your
responsibility to ensure full compliance with all ! DANGER
applicable safety codes and requirements. All
Indicates a hazardous situation which, if not
requirements of the Federal Occupational Safety and
avoided, will result in death or serious injury.
Health Act must be met when Waukesha products are
operated in areas that are under the jurisdiction of the
United States of America. Waukesha products operated
in other countries must be installed, operated and ! WARNING
serviced in compliance with any and all applicable safety
requirements of that country. Indicates a hazardous situation which, if not
avoided, could result in death or serious injury.
For details on safety rules and regulations in the United
States, contact your local office of the Occupational
Safety and Health Administration (OSHA).
! CAUTION
The words DANGER, WARNING, CAUTION and
NOTICE are used throughout this manual to highlight Indicates a hazardous situation which, if not
important information. Be certain that the meanings of avoided, could result in minor or moderate injury.
these alerts are known to all who work on or near the
equipment.
Follow the safety information throughout this manual in NOTICE
addition to the safety policies and procedures of your
employer. Indicates a situation which can cause damage to the
engine, personal property and/or the environment, or
cause the equipment to operate improperly.

NOTE: Indicates a procedure, practice or condition that

should be followed in order for the engine or component
to function in the manner intended.

FORM 6354-2
1.05-1 © 8/2012
SAFETY
Table 1.05-1: Safety Symbol Definitions
Symbol Description
Symbol Description

A black graphical symbol inside a yellow Burst/Pressure Hazard

triangle with a black triangular band
defines a safety sign that indicates a
hazard.

A black graphical symbol inside a red

circular band with a red diagonal bar Crush Hazard (Hand)
defines a safety sign that indicates that an
action shall not be taken or shall be
stopped.

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

circle defines a safety sign that indicates
that an action that shall be taken to avoid
a hazard.

Warnings
Crush Hazard (Side Pinned)

! Safety Alert Symbol

Crush Hazard (Top)

Asphyxiation Hazard

Electrical Shock Hazard

Burn Hazard

Entanglement Hazard

Burn Hazard (Chemical)

Explosion Hazard

Burn Hazard (Hot Liquid)

Fire Hazard

Burn Hazard (Steam)

FORM 6354-2
1.05-2 © 8/2012
 SAFETY

Symbol Description Symbol Description

Prohibitions

Flying Object Hazard

Do not operate with guards removed

Hazardous Chemicals
Do not leave tools in the area

High-Pressure Hazard
Drugs and Alcohol Prohibited

Impact Hazard
Lifting/Transporting only by qualified
personnel

Pinch-Point Hazard
Welding only by qualified personnel

Mandatory Actions
Pressure Hazard

Read Manufacturer’s Instructions

Puncture Hazard

Wear Eye Protection

Sever Hazard

Wear Personal Protective Equipment

(PPE)

Sever Hazard (Rotating Blade)

Wear Protective Gloves

FORM 6354-2
1.05-3 © 8/2012
SAFETY

Symbol Description
Miscellaneous

ERGENC
M
E

Emergency Stop
STOP

Grounding Point

PE Physical Earth

Use Emergency Stop (E-Stop); Stop

Engine

FORM 6354-2
1.05-4 © 8/2012
 SAFETY

! WARNING ACIDS
Always read and comply with the acid
The safety messages that follow have WARNING
manufacturer’s recommendations for
level hazards. proper use and handling of acids.

SAFETY LABELS
All safety labels must be legible to alert BATTERIES
personnel of safety hazards. Replace any

! illegible or missing labels immediately.

Safety labels removed during any repair
work must be replaced in their original
Always read and comply with the battery
manufacturer’s recommendations for
procedures concerning proper battery
position before the engine is placed back use and maintenance.
into service.

EQUIPMENT REPAIR AND SERVICE Batteries contain sulfuric acid and

generate explosive mixtures of hydrogen
and oxygen gases. Keep any device that
Always stop the engine before cleaning,
may cause sparks or flames away from
servicing or repairing the engine or any
the battery to prevent explosion.
driven equipment.
• Place all controls in the OFF position Always wear protective glasses or
and disconnect or lock out starters to goggles and protective clothing when
prevent accidental restarting. working with batteries. You must follow
• If possible, lock all controls in the OFF the battery manufacturer’s instructions on
position and remove the key. safety, maintenance and installation
• Put a sign on the control panel warning procedures.
that the engine is being serviced.
• Close all manual control valves.
• Disconnect and lock out all energy BODY PROTECTION
sources to the engine, including all fuel,
electric, hydraulic and pneumatic Always wear OSHA-approved body,
connections. sight, hearing and respiratory system
• Disconnect or lock out driven protection. Never wear loose clothing,
equipment to prevent the possibility of jewelry or long hair around an engine.
the driven equipment rotating the
disabled engine.
Allow the engine to cool to room
temperature before cleaning, servicing or
CHEMICALS
repairing the engine. Some engine
components and fluids are extremely hot GENERAL
even after the engine has been shut
down. Allow sufficient time for all engine Always read and comply with the safety
components and fluids to cool to room labels on all containers. Do not remove or
temperature before attempting any deface the container labels.
service procedure.
Exercise extreme care when moving the
engine or its components. Never walk or
stand directly under an engine or CLEANING SOLVENTS
component while it is suspended. Always
consider the weight of the engine or the Always read and comply with the solvent
components involved when selecting manufacturer’s recommendations for
hoisting chains and lifting equipment. Be proper use and handling of solvents. Do
positive about the rated capacity of lifting not use gasoline, paint thinners or other
equipment. Use only properly maintained highly volatile fluids for cleaning.
lifting equipment with a lifting capacity that
exceeds the known weight of the object to
be lifted.

FORM 6354-2
1.05-5 © 8/2012
SAFETY
LIQUID NITROGEN Disconnect all electrical power supplies
before making any connections or
Always read and comply with the liquid servicing any part of the electrical system.
nitrogen manufacturer’s
recommendations for proper use and
handling of liquid nitrogen.
Always label “high voltage” on engine-
mounted equipment over 24 volts
nominal.
COMPONENTS
HEATED OR FROZEN

Always wear protective equipment when IGNITION

installing or removing heated or frozen
components. Some components are Avoid contact with ignition units and
heated or cooled to extreme wiring. Ignition system components can
temperatures for proper installation or store electrical energy, and if contacted,
removal. can cause electrical shock.

INTERFERENCE FIT
Properly discharge any electrical
component that has the capability to store
Always wear protective equipment when
electrical energy before connecting or
installing or removing components with
servicing that component.
an interference fit. Installation or removal
of interference components may cause
flying debris.
EMERGENCY SHUTDOWN
COOLING SYSTEM An Emergency Shutdown must never be
used for a normal engine shutdown.
Always wear protective equipment when
Doing so may result in unburned fuel in
venting, flushing or blowing down the
the exhaust manifold. Failure to comply
cooling system. Operational coolant
increases the risk of an exhaust
temperatures can range from 180° –
explosion.
250°F (82° – 121°C).

Do not service the cooling system while EXHAUST

the engine is operating or when the
coolant or vapor is hot. Operational Do not inhale engine exhaust gases.
coolant temperatures can range from Ensure that exhaust systems are leak-
180° – 250°F (82° – 121°C). free and that all exhaust gases are
properly vented to the outside of the
building.
ELECTRICAL
Do not touch or service any heated
GENERAL exhaust components. Allow sufficient
time for exhaust components to cool to
Equipment must be grounded by qualified room temperature before attempting any
personnel in accordance with IEC service procedure.
(International Electric Code) and local
electrical codes.
FIRE PROTECTION
Do not install, set up, maintain or operate See local and federal fire regulations for
any electrical components unless you are guidelines for proper site fire protection.
a technically qualified individual who is
familiar with the electrical elements
involved.

FORM 6354-2
1.05-6 © 8/2012
 SAFETY

FUELS PROTECTIVE GUARDS

GENERAL Provide guarding to protect persons or
structures from rotating or heated parts. It
Ensure that there are no leaks in the fuel is the responsibility of the engine owner to
supply. Engine fuels are highly specify and provide guarding. See OSHA
combustible and can ignite or explode. standards on “machine guarding” for
details on safety rules and regulations
concerning guarding techniques.

GASEOUS SPRINGS

Do not inhale gaseous fuels. Some Use appropriate equipment and

components of fuel gas are odorless, protective gear when servicing or using
tasteless and highly toxic. products that contain springs. Springs,
under tension or compression, can eject
if improper equipment or procedures are
used.
Shut off the fuel supply if a gaseous
engine has been cranked excessively TOOLS
without starting. Crank the engine to
purge the cylinders and exhaust system
ELECTRICAL
of accumulated unburned fuel. Failure to
purge accumulated unburned fuel in the
Do not install, set up, maintain or operate
engine and exhaust system can result in
any electrical tools unless you are a
an explosion.
technically qualified individual who is
familiar with them.
LIQUIDS

Use protective equipment when working

with liquids and related components. HYDRAULIC
Liquids can be absorbed into the body.
Do not install, set up, maintain or operate
any hydraulic tools unless you are a
technically qualified individual who is
familiar with them. Hydraulic tools use
INTOXICANTS AND NARCOTICS extremely high hydraulic pressure.

Do not allow anyone under the influence Always follow recommended procedures
of intoxicants and/or narcotics to work on when using hydraulic tensioning devices.
or around industrial engines. Workers
under the influence of intoxicants and/or
narcotics are a hazard to both themselves
and other employees.
PNEUMATIC
PRESSURIZED FLUIDS / GAS / AIR
Do not install, set up, maintain or operate
Never use pressurized fluids/gas/air to any pneumatic tools unless you are a
clean clothing or body parts. Never use technically qualified individual who is
body parts to check for leaks or flow rates. familiar with them. Pneumatic tools use
Observe all applicable local and federal pressurized air.
regulations relating to pressurized fluids/
gas/air.

FORM 6354-2
1.05-7 © 8/2012
SAFETY

WEIGHT ! CAUTION
Always consider the weight of the item
The safety message that follows has a CAUTION
being lifted and use only properly rated
lifting equipment and approved lifting
level hazard.
methods.

Ensure that all tools and other objects are

Never walk or stand under an engine or removed from the unit and any driven
component while it is suspended. equipment before restarting the unit.

WELDING
Comply with the welder manufacturer’s
recommendations for procedures
concerning proper use of the welder.

FORM 6354-2
1.05-8 © 8/2012
 SAFETY

NOTICE
The safety messages that follow have NOTICE level
hazards.

Ensure that the welder is properly grounded before

attempting to weld on or near an engine.
Disconnect the ignition harness and electronically
controlled devices before welding with an electric arc
welder on or near an engine. Failure to disconnect the
harnesses and electronically controlled devices could
result in severe engine damage.

FORM 6354-2
1.05-9 © 8/2012
SAFETY

This Page Intentionally Left Blank

FORM 6354-2
1.05-10 © 8/2012
 SECTION 1.10
RIGGING AND LIFTING ENGINES

RIGGING AND LIFTING ENGINES Table 1.10-1: Engine Dry Weights – 16V 275GL +

ITEM
! WARNING DESCRIPTION
kg lb

With Shipping Skid 31,501 69,460

Exercise extreme care when
moving the engine or its Without Shipping
29,624 65,320
components. Never walk or Skid
stand directly under a
Shipping Skid 1,878 4,141
suspended object. Always
consider the total weight of the Flywheel 817 1,800
engine, the components and Cylinder Head 204 450
lifting device being lifted to
select the appropriate capacity Crankshaft
2,993 6,597
of the hoisting chains and lifting w/Counterweights
equipment. Be positive about Turbocharger 318 700
the rated capacity of lifting
equipment. Use only properly Intercooler
507 1,117
maintained lifting equipment Without Piping
with a lifting capacity that
Table 1.10-2: Engine Dry Weights – 12V 275GL +
exceeds the known weight of
the object to be lifted. ITEM
kg lb
Always lift the engine using the DESCRIPTION
approved lifting eyes. The With Shipping Skid 25,174 55,500
12V/16V 275GL + engines are
equipped with two pairs of lifting Without Shipping
23,541 51,900
eyes. Lifting eyes are only Skid
meant for lifting the engine. Do Shipping Skid 1,633 3,600
not use to lift driven or auxiliary
equipment that may be attached Flywheel 817 1800
to the engine. Cylinder Head 204 450
Crankshaft
2,341 5,109
Table 1.10-1 and Table 1.10-2 show the approximate w/Counterweights
dry weight of engines and their major components. Turbocharger 260 573
Intercooler
501 1,105
Without Piping

FORM 6354-2
1.10-1 © 8/2012
RIGGING AND LIFTING ENGINES
LOCATION OF THE LIFTING EYES Table 1.10-3: Certified Lifting Device Specifications

NOTE: In order to install lifting eyes, knock sensors on DESCRIPTION LIFTING DEVICE
the 16V 275GL + cylinder heads 2L, 8L, 1R and 7R 38,555 kg
MUST be removed. On the 12V 275GL +, knock Maximum Capacity
(85,000 lb)
sensors on cylinder heads 2L, 6L, 1R and 5R MUST be
removed. 3,175
Weight (Approximate)
(7,000 lb)
The lifting eyes on the 16V 275GL + engine are installed Crossbeam
between the 1R and 2L cylinder heads and 7R and 8L 2,762.25 mm (108.75 in.)
Adjustments
cylinder heads on both sides of the engine.
Lifting eye to engine:
See KNOCK SENSORS on page 4.00-3 for Tightening Torque 203 – 237 N·m
installation and torque. (150 – 175 lb-ft)

The lifting eyes on the 12V 275GL + engine are installed 241.3 mm (9.5 in.) total in
between the 1R and 2L cylinder heads and 5R and 6L Bail Adjustment 120.65 mm (4.75 in.)
increments
cylinder heads on both sides of the engine.
Acceptance Test: Sight Inspection
The engine is equipped with a clevis, plate and four nuts
that are used in conjunction with the lifting device (see Test Load: Rated Load + 50% Once a Year
Figure 1.10-1 through Figure 1.10-4).
! WARNING
RIGGING AND LIFTING PROCEDURE
Exercise extreme care when
! WARNING moving the engine. Always lift
the engine using the approved
Follow approved rigging lifting eyes and spreader
procedures to ensure that no beams. Lifting eyes and
undue strain is placed on the spreader beams are meant for
lifting eyes or hoisting chains/ lifting the engine only. Do not
cable sling when the engine is use to lift driven or auxiliary
raised. Use the proper lifting equipment that may be attached
device to avoid damage to the to the engine. Follow approved
cylinder head studs. rigging procedures to ensure
that no undue strain is placed on
the lifting eyes and hoisting
NOTE: Use certified lifting device (Special Tool P/N chains when the engine is
295174E) when lifting the 12V 275GL + or raised. Never walk or stand
16V 275GL + engine. The current style lifting device directly under an engine while it
provides the required 27° lifting angle from the engine is suspended. Use only properly
centerline. Maximum lifting capacity of the lifting device maintained lifting equipment
is 38,555 kg (85,000 lb). with a lifting capacity that
See Table 1.10-3 for lifting specifications. See Figure exceeds the known weight of
1.10-1 through Figure 1.10-4 for correct method of lifting the object to be lifted.
an engine.

! WARNING

ALWAYS include the weight of

the engine, the components and
the lifting device to ensure the
lifting equipment’s capacity is
not exceeded when calculating
the weight to be lifted.

FORM 6354-2
1.10-2 © 8/2012
 RIGGING AND LIFTING ENGINES

54°

27°

Figure 1.10-1: Front View – 16V 275GL +

Figure 1.10-2: Side Views – 12V 275GL +

FORM 6354-2
1.10-3 © 8/2012
RIGGING AND LIFTING ENGINES

54°

27°

Figure 1.10-3: Front View – 12V 275GL +

Figure 1.10-4: Side Views – 12V 275GL +

FORM 6354-2
1.10-4 © 8/2012
 SECTION 1.15
GENERAL INFORMATION

GENERAL INFORMATION FEATURES AND BENEFITS

The Waukesha 12V/16V 275GL + engine is a four- The design features of the engines include:
cycle, prechamber, lean burn, V-configuration engine. • High horsepower
The 16V 275GL + has a total cylinder displacement of
285 L (17,398 cu. in.) and the 12V 275GL + has a total • Sturdy construction, rugged and compact
cylinder displacement of 214 L (13,048 cu. in.). For more • Low exhaust emissions
specifications, see ENGINE SPECIFICATIONS on • Easy access to all major components, resulting in
page 1.15-23. good serviceability
The 12V/16V 275GL + engines operate on natural gas, • Fuel-efficient and minimal fuel system complexity
and are designed for low fuel consumption and reduced
• Waukesha ESM, a total engine management system
exhaust emissions. This is accomplished through a
designed to optimize engine performance and
“stratified charge” combustion chamber in which a very
maximize uptime
lean fuel mixture is burned. The lean combustion
concept requires prechamber-type cylinder heads that For the 16V 275GL + engine identification views, see
permit the engine to run at a natural gas AFR of Figure 1.15-2 through Figure 1.15-6.
approximately 32:1 on current models (Spindt). Spindt
For the 12V 275GL + engine identification views, see
is a method of measuring AFR. It is an AFR calculated
Figure 1.15-7 through Figure 1.15-10.
from the chemical composition of air, fuel and the
measured exhaust gas constituents.

FORM 6354-2
1.15-1 © 8/2012
GENERAL INFORMATION

SERIAL NUMBERS AND ENGINE NAMEPLATE

DRESSER, INC.
DRESSER WAUKESHA

Figure 1.15-1: Engine Nameplate (16V 275GL + Shown)

For ease in identification, the engine model, serial and BASIC ENGINE DESCRIPTION
specification numbers are stamped on each nameplate
(see Figure 1.15-1). The nameplate is located on the CRANKCASE
lower right side of the crankcase.
The crankcase is a single-piece gray iron casting with a
The following information is stamped on each 54° bank angle. For assembled rigidity, the main bearing
nameplate: model number, serial number, special caps are attached to the crankcase with both vertical
application approval number (power approval), valve studs and lateral tie bolts. This feature makes the
clearance, compression ratio, firing order, governed crankcase assembly more rigid and extends the life of
speed, altitude limit at which an engine derate takes the main bearings. The 16V 275GL + has eight
place and primary and secondary fuel ratings which crankcase pressure relief doors, and the
show the fuel, minimum WKI, rated output in horsepower 12V 275GL + has seven crankcase pressure relief
and kWs. doors.
When requesting information, you will need to reference For ease of operation and overall serviceability, the
both the engine model and serial number. If the sides of the engine are clear of components and piping.
nameplate is defaced or detached, the serial number The crankshaft covers can be easily removed.
may be obtained directly off the crankcase. To locate the
serial number, look directly below the nameplate The oil level in the sump is below the crankshaft covers,
location on the crankcase. so the covers can be quickly removed and the crankshaft
inspected or the bearing caps positioned without
draining oil.

CRANKSHAFT
The crankshaft is a low alloy, forged, fully machined
shaft. The bearings are heavy-duty, replaceable,
precision aluminum type. There are 16 counterweights
used on the 16V 275GL + crankshaft, and 12
counterweights on the 12V 275GL + crankshaft.

FORM 6354-2
1.15-2 © 8/2012
 GENERAL INFORMATION
CONNECTING RODS CAMSHAFT
The connecting rods are machined to ensure maximum The design of the camshaft lobe and cam minimizes
strength, precise balance and consistent weight valve overlap and reduces the flow of gases between the
between cylinders. They are made of a low alloy, high intake and exhaust ports. This improves fuel efficiency
tensile strength forged steel and are rifle-drilled to supply and lowers exhaust emissions.
pressurized oil from the crankshaft to the piston pin
For easy removal and replacement, the camshaft is
bushings.
made up of individual sections bolted together, one
The split line of the rod and cap is at a 35° angle to allow section for each cylinder. This modular design allows
for removal of the connecting rod assembly up through replacement of a single section, rather than the entire
the cylinder sleeve bore. The high-angle diagonal split camshaft
also permits the largest possible bearing diameter,
especially important for heavily loaded engines. ESM
The serrated split line ensures precise alignment and The ESM integrates spark timing control, speed
transfer of loads. The caps and rod are also match- governing, knock detection, start-stop control, air/fuel
numbered to ensure that each cap is mated with the control, diagnostic tools, fault logging and engine
correct rod during reassembly. safeties. ESM system automation and monitoring
provides:
The connecting rod cap fasteners, are stretched, using
special hydraulic tensioning tools. • Better engine performance
• Extensive system diagnostics
PISTONS
• Rapid troubleshooting of engines
The pistons are machined from one-piece aluminum • Local and remote monitoring capability used to trend
castings. Each piston is cam-shaped. Cam-shaped engine performance.
means the dimension of the piston skirt at room
temperature is slightly larger at a point 90° to the piston • Easy integration into an extensive data acquisition
pin bore. This somewhat oval-shaped feature allows the system
piston to expand along the pin axis when the skirt is User interface to the ESM system can be as simple as
compressed 90° to the pin axis due to thrust loads. switches, potentiometers and light bulbs, or as
Piston skirts are graphite-coated to provide excellent sophisticated as a PLC with touch screen and remote
antiscuffing and break-in qualities. data acquisition controlled by a satellite link.
A cooling coil is cast into the piston head. Pressurized In addition, the ESM system has safety shutdowns such
oil flows from the piston pin bushing area through the as low oil pressure, engine overspeed, high IMAT, high
cooling coil to control piston temperature and coolant outlet temperature and uncontrolled detonation.
dimension.
See ESM CONTROL SYSTEM OVERVIEW on page
Waukesha 12V/16V 275GL + engines have four piston 1.20-1.
rings – two straight-cut, barrel-faced top compression
rings, one scraper ring and one oil control ring that CYLINDER HEAD AND VALVES
provide combustion sealing and oil control. The two top
Each cylinder head has four valves, two intake and two
compression ring lands are cast in a Ni-Resist steel
exhaust, with overhead rocker and actuator arms and a
(nickel alloy) insert to reduce wear in the top ring
centrally located prechamber.
grooves, the areas exposed to the highest temperature,
pressure and abrasion. The cylinder head is “bore-cooled” to reduce heat
deformation during the combustion process. Bored
CYLINDER SLEEVES passages direct coolant to the valve seats and
The cylinder sleeves are a “wet” type, since installation prechamber. The length of the igniter sleeve is also
in the crankcase is such that the sleeve ledge rests on a water-cooled.
separate water guide above the crankcase deck. The The valve guides are cast iron. The valve stems are
water guide allows high-velocity coolant to flow around chrome-plated. A special coating is used on the valve
the combustion chamber and also ensures minimum heads, a feature that provides additional strength and
bore distortion. wear resistance. The valve seats are hardened tool
steel, water-cooled to minimize high-temperature
distortion and corrosion.

FORM 6354-2
1.15-3 © 8/2012
GENERAL INFORMATION
TURBOCHARGER DEFINITIONS
Two high-efficiency, radial flow turbochargers, one for NOTE: The terms defined in this manual are defined as
each bank, are mounted on the front of the engine and they apply to Waukesha’s ESM ONLY. Definitions are
generate the required boost levels for the engine. not general definitions applicable to all situations.

INTERCOOLER Actuator Gas Regulator (AGR):

A single box-type intercooler is mounted on the front of An actuator is installed onto the regulator to adjust the
the engine. The intercooler receives air from the fuel flow to the engine. Within the actuator resides a
turbochargers, cools it and delivers it to the carburetor. stepper motor which adjusts the regulator setting by
increasing or decreasing the spring pressure acting on
CARBURETOR the regulator diaphragm. In various documentation, the
term “stepper” means the same as “actuator.”
The carburetor consists of the mixer, the throttle valve,
the main adjusting screw and the necessary tubes and Alternate Dynamics:
elbows to connect it into the system. The carburetor and
its associated parts are mounted in the crankcase vee. Setting used at low loads and speeds, which reduces
Governor linkage goes to the throttle valve. the throttle gains to provide better speed stability.

Analog Signals:
INTAKE MANIFOLD
A voltage or current signal proportional to a physical
The air/fuel mixture passes through the single intake
quantity.
manifold, where it is distributed to the individual
cylinders. Baud Rate:

EXHAUST MANIFOLD The baud rate is the number of signaling elements that
occur each second. The baud indicates the number of
The 16V 275GL + engine manifold consists of eight bps that are transmitted.
individual cast-iron segments on each side, one exhaust
manifold segment per cylinder. On the 12V 275GL + Boost Pressure:
engine manifold there are six individual cast-iron
Pressure of incoming air into throttle.
segments on each side, one exhaust manifold segment
per cylinder. Between each of these cast-iron segments Bus:
is a bellows. All exhaust components are covered with a
form to fit hard panel insulation. This manifold is a dry A collection of wires through which data is transmitted
manifold and does not use water cooling. from one part of a computerized system to another. A
bus is a common pathway, or channel, between multiple
ENGINE MONITORING devices.
Sensors for jacket coolant temperature, intake manifold Bypass:
temperature, oil temperature, intake manifold pressure,
oil pressure, inlet pressure to gas regulator and jacket The bypass directs air from the outlet of the turbocharger
coolant pressure are wired to the ESM for constant compressor to the inlet of the turbocharger turbine.
monitoring of the engine. Additional monitoring can be When at likely surge conditions (low speed or partial
done through the customer interface harness and local load), opening the bypass will increase the flow through
control harness. Monitoring of the exhaust, pre- and the compressor, which helps move the compressor
post-turbocharger temperatures and main bearing away from the surge line and toward the peak efficiency
temperatures can be done through optional customer island.
connection harnesses. Calibration:
The ESM is designed to work with various Waukesha
families and configurations, and each ECU is factory-
calibrated to work with a specific engine model. The ECU
contains thousands of calibrations such as the number
of cylinders, timing, sensor default values, high/low
limitations and necessary filters.

FORM 6354-2
1.15-4 © 8/2012
 GENERAL INFORMATION
CAN: Droop:
A serial bus network of microcontrollers that connects When a governor operates in droop mode, it means that
devices, sensors, and actuators in a system for real-time the governor will allow the engine to slow down slightly
control applications like the ESM. Since messages in a under load. Droop is used to simulate the situation with
CAN are sent through the network with unique identifiers mechanical governors where the engine will run at a
(no addressing scheme is used), it allows for slightly higher rpm than the setpoint when no load is
uninterrupted transmission if one signal error is placed on the engine.
detected.
E-Help:
CD-ROM:
E-Help is the name of the electronic help file included
A CD format used to hold text, graphics and audio. It is with the ESP software. E-Help provides fault code
like an audio CD but uses a different format for recording troubleshooting information.
data. The ESM ESP software (including E-Help) is
available in CD-ROM format. ESM:
The Engine System Manager is a system designed to
Closed-Loop Control:
optimize engine performance and maximize uptime. The
Closed-loop control is a method of controlling a process. ESM integrates spark time control, speed governing,
A controller manipulates the inputs to a system knock detection, start-stop control, air-fuel control,
according to some preprogrammed process to obtain diagnostic tools, fault logging and engine safeties.
the desired effect on the output of the system. With NOx
air fuel ratio control, the NOx sensor provides feedback ESP:
about the actual NOx in the exhaust stream and closes ESP is the service program (software) that is the primary
the loop for accurate air fuel ratio control. means of obtaining information on ESM status. ESP
provides a graphical (visual) interface and is the means
Combustion Stability Limit:
by which the information that the ECU logs can be read.
As engine load is reduced from manufacturer’s rated ESP comes installed on the ECP, or ESP can be installed
load, combustion pressure within the engine diminishes. on a PC with Microsoft Windows XP operating system.
Below some power output, combustion is no longer A PC used to run the ESP software connects to the ECU
stable, and exhaust oxygen is not a good indicator of via an RS-232 serial cable.
AFR. This is the combustion stability limit. The actuator
travel limits (rich and lean limits) are employed at loads ECU:
below this point to prevent driving the engine into either The ECU is the central module, or “hub,” of the ESM. The
rich or lean misfire. entire ESM interfaces with the ECU. All ESM
components, the PC with ESP software and customer-
DB Connector:
supplied data acquisition devices connect to the ECU.
A family of plugs and sockets widely used in
communications and computer devices. DB connectors Fault:
come in 9, 15, 25, 37 and 50-pin sizes. The DB connector A fault is any condition detected by the ESM that is out-
defines the physical structure of the connector, not the of-range, unusual or outside normal operating
purpose of each line. conditions. Included are the following:
Dead Band: • SH: An SH fault indicates the value of the sensor is
higher than its normal operating range.
The dead band prevents excessive stepper travel under
minor variations in conditions. • SL: An SL fault indicates the value of the sensor is
lower than its normal operating range.
Detonation: • Short or Open Circuit: A short or open circuit indicates
See Knock: on page 1.15-6. sensor value is outside valid operating range and is
most likely due to a damaged sensor or wiring.
Digital Signals:
Fault Log:
Signals representing data in binary form that a computer
can understand. The signal is 0 or 1 (off or on). The ECU records faults into the fault log as they occur.
The fault log is viewed using the ESM System ESP
software and HMI.

FORM 6354-2
1.15-5 © 8/2012
GENERAL INFORMATION
Feedforward Control: IPM-D:
Feedforward control, also referred to as load coming The IPM-D is a high-energy, capacitor discharge, solid-
control, is a governing feature that allows the engine to state ignition module. The ECU directs the IPM-D when
accept larger load additions than would normally be to fire each spark plug. See IGNITION SYSTEM
possible. DESCRIPTION on page 2.15-1 for more information
on the IPM-D or the ignition system.
Freewheeling Diode:
IMAP:
A freewheeling diode is added across the coils of a relay
or solenoid to suppress the high induced voltages that IMAP is the pressure of the air downstream from the
may occur when equipment is turned off. throttle and is used to gauge the load on the engine.

Function Keys: Isochronous:

A set of keys on a computer keyboard that are numbered When the governor control is isochronous, it means that
F1 – F12 which perform special functions, depending on the governor will control at a constant engine speed,
the application program in use. regardless of load (steady state).

GUI: Knock:
An interface that is considered user-friendly because Knock is the autoignition of the unconsumed end gas
pictures (or icons) accompany the words on the screen. after the spark plug has fired during an engine’s
The use of icons, pull-down menus and the mouse make combustion cycle. When this happens, the pressure in
software with a GUI easier to work with and learn. the chamber will spike, causing the structure of the
engine to resonate, and an audible “ping” or “knock” is
Hard Drive: heard.
The primary computer storage medium normally
Knock Frequency:
internally sealed inside a PC. Typically, software
programs and files are installed on a PC’s hard drive for The unique vibration or frequency that an engine exhibits
storage. Also referred to as the hard disk. while in detonation.

High Signal: Knock Sensor:

A digital signal sent to the ECU that is between 8.6 and Converts engine vibration to an electrical signal to be
36 volts. used by the ECU to isolate the “knock” frequency.

HMI: Knock Threshold:

The HMI is an interface device that obtains information The knock threshold is a self-calibrating limit to
from the ESM system and will display this information on determine if a cylinder is detonating. Once a cylinder
a screen. The HMI allows the user to view and adjust exceeds the knock threshold, the ESM retards ignition
engine parameters. timing for the cylinder in knock.

Home Position: LED:

Home position is where the stepper nut is in the fully Semiconductors that emit light. LEDs are used as power,
retracted position. alarm and shutdown indicators located on the front of the
ECU.
Icon:
Load Coming:
A small picture on a PC screen that represents files and
programs. Files and programs open when the user See Feedforward Control: on page 1.15-6.
double-clicks the icon.
Load Control:
The ESM load control mode is used when an engine is
synchronized to a grid and/or other units. In this case,
the grid controls speed.

FORM 6354-2
1.15-6 © 8/2012
 GENERAL INFORMATION
Load Inertia: Open Circuit:
Programming the load inertia or rotating mass moment An open circuit indicates that the signal being received
of inertia of the driven equipment sets the governor gain by the ECU is outside the valid operating range and is
correctly, aiding rapid setup of the engine. If this field is most likely due to a damaged sensor or wiring.
programmed correctly, there should be no need to
program any of the gain adjustment fields. The rotating Panel:
mass moment of inertia must be known for each piece ESP displays engine status and information on several
of driven equipment and then added together. panels: Engine, Start-Stop, Governor, Ignition, AFR
Setup, Status and Advanced. These panels display
Log File Processor:
system and component status, current pressure and
A processing program that is loaded with the installation temperature readings, alarms, ignition status, governor
of ESP to convert binary log files saved by the ECU status, air-fuel control status and programmable
(extension .AClog) into either a .TSV file or a text file adjustments.
( .TXT).
PC:
Low Signal:
A PC is used to run the ESP software connects to the
A digital signal sent to the ECU that is less than 3.3 volts. ECU via an RS-232 serial cable.

Magnetic Pickup: PLC:

A two-wire electrical device that produces a voltage and A microprocessor used in process control applications.
current flow as steel teeth or holes move by the face of PLC microprocessors are designed for high-speed, real-
the pickup. time and rugged industrial environments.

MODBUS: PWM:
MODBUS is a protocol, or a set of rules governing the A technique employed to regulate power by turning a
format of messages that are exchanged between signal ON and OFF (see square wave below).
computers, which is widely used to establish
communication between devices. MODBUS defines the
message structure that the ESM and customer
controllers will recognize and use, regardless of the type RAM:
of networks over which they communicate. The protocol When a programmable value is edited in ESP, it is stored
describes the process a controller uses to request in the ECU’s temporary memory, RAM. This allows the
access to another device, how it will respond to requests user to evaluate changes made to the ECU before
from the other devices, and how errors will be detected saving the values to the ECU’s permanent memory,
and reported. MODBUS establishes a common format NVRAM. The contents of RAM will be lost if ECU loses
for the layout and content of messages. power, but are unaffected if the PC loses power or is
disconnected from the ECU.
Modem:
Modulator Demodulator. A device that converts data RS-232:
from digital computer signals to analog signals that can One of a set of standards from the Electronics Industries
be sent over a telephone line. This is called modulation. Association for hardware devices and their interfaces.
The analog signals are then converted back into digital RS-232 is a well-known standard for transmitting serial
data by the receiving modem. This is called data between computers and peripheral devices
demodulation. (modem, mouse, etc.). In the case of the ESM, an
RS-232 cable transmits data from the ECU to the PC and
NVRAM:
vice versa.
This is a type of RAM memory that retains its contents
when power is turned off. When new values are saved
in ESP, they are permanently saved to NVRAM within
the ECU. When values are saved to NVRAM, the
information is not lost when power to the ECU is
removed. The user can save unlimited times to ECU
NVRAM (permanent memory).

FORM 6354-2
1.15-7 © 8/2012
GENERAL INFORMATION
RS-485: Step:
One of a set of standards from the Electronics Industries One “step” of the stepper motor inside the actuator
Association for hardware devices and their interfaces. equals 1/400 of 1 revolution of the stepper motor. This
RS-485 is used for multi-point communications lines and small change in position results in 0.0006 mm (0.00025
is a specialized interface. The typical use for RS-485 is in.) of linear travel of the adjusting nut within the actuator.
a single PC connected to several addressable devices This increases or decreases the fuel regulator spring
that share the same cable. pressure and correspondingly changes the gas/air
pressure to the carburetor.
Sample Window:
Stepper Gain:
A predetermined start and end time in which each
cylinder will be looked at for knock. The window is used Stepper gain influences how large of a change is made
so that knock is looked for only during the combustion to the actuator position when the oxygen sensor signal
event. is not within the specified tolerance of the sensor target
(setpoint). A larger gain will result in a larger change.
SH:
Stepper Lean Limit:
An SH fault indicates the value of the sensor is higher
than its normal operating range. The most “retracted” actuator position or lowest gas/air
that is programmed at which the engine can be safely
SL: operated. A more retracted actuator position allows less
An SL fault indicates the value of the sensor is lower than fuel to pass to the engine. Thus, the “minimum fuel”
its normal operating range. position is called the “lean limit.” It is used to prevent
under-fueling of the engine. Actuator operation is only
SC: permitted between the rich and lean limits.
An SC indicates that the value of the sensor is outside Stepper Rich Limit:
the valid operating range and is most likely due to a
damaged sensor or wiring. The most “advanced” actuator position or highest gas/
air that is programmed at which the engine can be safely
Slave Communications: operated. Since a more extended actuator position
results in more fuel being delivered to the engine, this is
A computer or peripheral device controlled by another
the “maximum fuel” position or “rich limit.” The rich limit
computer. For example, since the ESM has MODBUS
is programmable with a PC and is used to prevent rich
slave communications capability, one “master”
misfire and detonation in the engine. Actuator operation
computer or PLC could communicate with multiple ESM
is permitted only between the rich and lean limits.
MODBUS slaves over the two-wire RS-485 network.
Stepper Motor:
Speed Control:
This specially designed electric motor that resides in the
The ESM speed control mode allows the engine
actuator produces a precise “step-wise” rotation of the
operator to chose a setpoint speed, and the governor will
motor shaft instead of the “traditional” continuous
control the engine at that speed. The control can be
rotation of most electric motors.
either fixed or variable.
Synchronizer Control:
Start Position:
Synchronizer control is governor dynamics used to
This is a programmable stepper (actuator) position used
rapidly synchronize an engine generator to the electric
to set gas/air at a value that is favorable for starting.
power grid.
Requires remote or manual initiation prior to starting.
Start position is programmed on the [F8] AFR Setup
panel.

FORM 6354-2
1.15-8 © 8/2012
 GENERAL INFORMATION
Temperature Compensation: Windowing:
A setting which adjusts the wastegate and bypass valve A technique that allows the ESM to look for knock only
positions to compensate for changes in ambient during the combustion time when knock could be
temperature. A compressor inlet temperature of 25°C present.
(77°F) is the baseline point. At 25°C (77°F) there will be
no change in valve position regardless of what the Wastegate Valve:
temperature compensation is. The change in desired The wastegate valve proportions exhaust flow from the
valve positions increases as temperature increases or engine around the turbocharger turbine and directs
decreases as temperature decreases. excess exhaust directly into the exhaust stack. The
wastegate valve is used to control throttle reserve in
Throttle Reserve:
closed-loop control.
The static pressure drop across the main throttle valve
and carburetor. The upstream pressure (Boost) is higher WKI*:
than the downstream pressure (IMAP). Throttle reserve An analytical tool, developed by Waukesha, as a method
= Boost – IMAP. Also referred to as “differential for calculating the knock resistance of gaseous fuels. It
pressure” or as “delta P.” is a calculated numeric value used to determine the
optimum engine settings based on a specific site’s fuel
Training Tool:
gas composition.
A software program, separate from ESP, that is loaded
* Trademark of General Electric Company
on a PC during ESP installation and is for training use
only. An ECU cannot be programmed using the Training Workspace:
Tool but allows the user to open ESP without an ECU
connected. The file containing ESP panels is called the workspace.
The workspace file is saved to the hard drive upon
Turbocharger: installation of the software. When ESP is opened, the
correct workspace for the engine is automatically
An air-charging device that uses exhaust gas energy to
opened.
compress intake air. A turbocharger consists of a
compressor wheel and a turbine wheel that are in
individual housings, but are mounted on a common
shaft. A center housing cools, lubricates and supports
the shaft. The turbocharger rotates when exhaust gases
flow through one side of the turbocharger (turbine
housing and wheel). Since the exhaust (turbine) wheel
and intake (compressor) wheel are mounted on a
common shaft, the exhaust gases turn the exhaust
wheel, which in turn, drives the compressor wheel,
forcing air into the intake manifold.

Turbocharger Surge:
Turbocharger surge is the “banging” or “swishing” heard
occasionally in engine turbochargers. Turbocharger
surge typically occurs at partial load, when the volume
of air required by the engine is substantially less than
what is required by the turbocharger to prevent flow
reversal (surge). Frequent changes in temperature and
pressure ratio requirements can also trigger
turbocharger surge.

User Interface:
The means by which a user interacts with a computer.
The interface includes input devices such as a keyboard
or mouse, the computer screen and what appears on it,
and program/file icons.

FORM 6354-2
1.15-9 © 8/2012
GENERAL INFORMATION

WKI TRADEMARKS
The WKI* is an analytical tool developed by GE Energy’s The following is a list of trademarked products and
Waukesha gas engines as a method for calculating the equipment that may be used throughout this manual. For
knock resistance of gaseous fuels. It is a calculated sealant, adhesive, lubricant and cleaner trademark
numeric value used to determine optimum engine information, see Table 1.15-3 Sealants, Adhesives and
settings based on a specific site’s fuel gas composition. Lubricants on page 1.15-12. Where possible, brand
names are listed in the procedure.
The WKI value can be determined using the WKI
computer program for Microsoft Windows operating Table 1.15-2: Trademarks
system that is distributed to GE Energy’s Waukesha gas
engines Technical Data Book holders, and which is also Custom Air/Fuel Control (CAFC)
available by contacting a Distributor or GE Energy’s Custom Catalyst Control (CCC)
Waukesha gas engines Sales Engineering Department,
Custom Lean Burn Control (CLBC)
or by downloading it from WEDlink.
Deutsch
The WKI program is also built into EngCalc3.1, which is
a Microsoft Excel-based computer program that allows Waukesha Custom Engine Control
users to obtain site-specific engine data based on their Waukesha Knock Index / WKI
input site conditions and fuel analysis. The WKI program Lookout
will calculate the WKI value from a customer’s fuel
analysis breakdown. EngCalc3.1 expands the WKI Magnaflux Products: Penetrant (SKL-HF/S) Developer
program to allow the input of fuel contaminants, such as (SKD-NF-ZP-9B) Cleaner/Remover (SKC-NF/ZC-7B) (USA
847-657-5300) (UK +44 0 1793 524566)
H2S and siloxanes, to determine if they are within the fuel
contaminant limits. Microsoft Windows

Once the WKI value is known, it can be entered into the MODBUS
ECU using the ESP software. This is important, since National Instruments
spark timing and engine derate curves are adjusted Permatex Non Drying Prussian Blue (Bluing Agent) (mfg. by
based on the value of the WKI stored in the ECU. Loctite Corporation) (877-376-2839)
For applications with changing fuel conditions, such as Plastigage – used for measuring small clearances
a wastewater treatment plant with natural gas backup, (248-354-7700)
the ESM can be signaled about the fuel’s changing WKI Stellite is a registered trademark of Stoody Deloro Stellite,
value in real time using the two WKI analog input wires Inc.
in the Customer Interface Harness. The calibration of the
customer interface wires, WKI+ and WKI-, is shown in Woodward
Table 1.15-1. An input less than 2 mA or greater than 22
mA indicates a wiring fault, and the default WKI value is
used instead.
Table 1.15-1: Calibration of Remote WKI Input

ANALOG USER INPUT 4 mA 20 mA

WKI Fuel Quality Signal 20 WKI 135 WKI

* Trademark of General Electric Company

FORM 6354-2
1.15-10 © 8/2012
 GENERAL INFORMATION

ACRONYMS MB: Megabyte

AC: Alternating Current MHz: Megahertz

ATDC: After Top Dead Center NCM: NOx Control Module

bps: bits per second NOx: Nitrogen Oxide (NO) and Nitrogen Dioxide (NO2)

CAN: Controller Area Network NVRAM: Non-Volatile Random Access Memory

CD-ROM: Compact Disk - Read Only Memory OC: Open Circuit
CSA: Canadian Standards Association PC: Personal Computer
E-Help: ESP-Help PWM: Pulse Width Modulation
ECU: Engine Control Unit PLC: Programmable Logic Controller
ECP: Engine Control Panel RAM: Random Access Memory
ESM: Engine System Manager RPM: revolutions per minute
ESP: Electronic Service Program RS: Recommended Standard
GUI: Graphical User Interface SC: Short Circuit
HMI: Human Machine Interface SH: Scale High
HSD: High Side Driver SL: Scale Low
IMAP: Intake Manifold Air Pressure TSV: Tab Separated Value
IMAT: Intake Manifold Air Temperature WKI*: Waukesha Knock Index
IPM-D: Ignition Power Module with Diagnostic capability * Trademark of General Electric Company
kW: Kilowatt
LED: Light Emitting Diode

FORM 6354-2
1.15-11 © 8/2012
GENERAL INFORMATION

INDEX OF SEALANTS, ADHESIVES, ! WARNING

LUBRICANTS AND CLEANERS
The following is a list of sealants, adhesives and Read the manufacturer’s
instructions and warnings on

!
lubricants that may be required to perform the tasks in
this manual. Where possible, brand names are listed in the container when using
the procedure. When brand names are not used, general sealants, adhesives, lubricants
names are used. This index may be used to match the and other shop aids.
general description to a specific product or its equivalent
(i.e., pipe sealant = Perma Lok Heavy Duty Pipe Sealant
with Teflon or its equivalent). Waukesha does not
endorse one brand over another. In all cases, equivalent
products may be substituted for the brand name listed.
All part numbers listed are the manufacturer’s numbers.

Table 1.15-3: Sealants, Adhesives and Lubricants

NAME USED IN TEXT BRAND NAME / DESCRIPTION

3M Scotch-Grip 847, Rubber and Gasket Adhesive
Actrel 3338L dielectric solvent manufactured by Exxon Mobil Corp. and
Actrel 3338L
distributed by Safety-Kleen Corp. (800-669-5750)
FEL-PRO C5-A, P/N 51005 (248-354-7700) or Loctite Anti-Seize 767/
Anti-Seize (High Temperature) Copper based anti-seize compound (USA 800-Loctite/Germany
+49-89-92 68-0)
Anti-Seize Bostik Never Seez/Anti-seize and lubricating compound (987-777-0100)
G.E. Silmate* Silicone Rubber (USA 800-255-8886) (Europe
Black Silicone 00.800.4321.1000)
* Trademark of General Electric Company
Permatex Non Drying Prussian Blue (mfg. by Loctite Corporation)
Blueing Agent
(877-376-2839)
Cleaning Solvent/Mineral Spirits Amisol Solvent (mfg. by Standard Oil) (905-608-8766)

Dielectric Silicone Grease Dow Corning DC-200, G.E. G-624, GC Electronics 25 (989-496-4400)

Scotch Weld No. 270 B/A Black Epoxy Potting Compound/Adhesive, P/

Epoxy Sealant
Ns. A and B (3M ID No. 62-3266-7430-6 PA) (800-362-3550)
Scotch Grip 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M ID No.
Gasket Adhesive
62-0847-7530-3 (800-362-3550)
Gear Oil Vactra 80W90 Gear Oil (mfg. by Exxon Mobil Corp.) (800-662-4525)
Krytox GPL-206 High Temperature Grease (P/N 489341) (USA
Krytox GPL-206
800-424-7502) (Europe +32.3.543.1267)
CITGO Lithoplex Grease NLGI No. 2 Product Code 55-340/a
Lithium Grease molybdenum-based grease or Dow Corning Molykote Paste G
(800-248-4684)
Item No. 74756 (mfg. by Loctite Corporation) (USA 800-562-8483/
Locquic Primer “T”
Germany +49-89-92 68-0)
Loctite Item No. 22220/low strength thread locker (USA 800-562-8483/
Loctite 222
Germany +49-89-92 68-0)
Loctite Item No. 24241/a blue colored removable thread locking compound
Loctite 242
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 37419/medium strength thread locker (USA
Loctite 243
800-562-8483/Germany +49-89-92 68-0)

FORM 6354-2
1.15-12 © 8/2012
 GENERAL INFORMATION

NAME USED IN TEXT BRAND NAME / DESCRIPTION

Loctite Item No. 27141/a red colored thread locking compound (USA
Loctite 271
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 56931 third sealant/hydraulic sealant (USA
Loctite 569
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 18581/High Performance RTV Silicone Gasket Maker
Loctite 5699 Gray
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 59675/Superflex Red High Temp RTV Silicone (USA
Loctite 59675
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64832/Retaining Compound, High Strength/Rapid Cure
Loctite 648
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64041/High Temperature Retaining Compound 40 (USA
Loctite Compound 40
800-562-8483/Germany +49-89-92 68-0)
Loctite Hydraulic Sealant Loctite Item No. 56941 (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite RC 609 Loctit Item No. 60931 (USA 800-562-8483/Germany +49-89-92 68-0)
Lube-Lok 1000 or equivalent/ceramic bonded high temperature solid film
Lube-Lok
lubricant (800-242-1483)
Loctite Item No. 620-40/High Temperature Retaining Compound (USA
Loctite 620
800-562–8483/Germany +49-89-92 68-0)
Lubriplate No. 105 Lubriplate No. 105/lubricating grease (800-347-5343)
Magnaflux Products: Penetrant (SKL-HF/S) Developer (SKD-NF-ZP-9B)
Magnaflux Cleaner/Remover (SKC-NF/ZC-7B) (USA 847-657-5300) (UK +44 0 1793
524566)
Multi-Purpose Grease/moly-fortified mineral oil grease Dow Corning
Molykote BR-2 Plus
(989-496-4400)
Molykote G-N Extreme-pressure lubricant /Dow Corning (989-496-4400)
Molykote G-Rapid Plus Assembly and run-in paste/Dow Corning (989-496-4400)
Non hardening sealant/ORAPI Sealing Compound: Canada
OraSeal Service Part Number 495407
(514-735-3272)
Parker Super O-Lube/dry silicone lubricant (USA 800-272-7537) (Europe
O-Ring Lubricant
00800 27 27 5374)
Permatex Aviation Form-A-Gasket Sealant Liquid Loctite Item No. 3D (877-376-2839)

Permatex Form-A-Gasket No. 2 Sealant Loctite Item No. 2C (877-376-2839)

Permatex High Tack Spray-A-Gasket Sealant Loctite Item No. 99MA (877-376-2839)
Perma Lok Heavy Duty Pipe Sealant with Teflon, Item No. LH050 (USA
Pipe Sealant
800-714-0170) (UK +44 0 1962 711661)
Plastigage Plastigage /used for measuring small clearances (248-354-7700)
RTV Dow Corning RTV #734 or GE Red RTV 106 (989-496-4400)
Slide Rite 220 CITGO/lubricating oil (800-248-4684)
WD-40 WD-40 is a registered trademark of the WD-40 Company (888-324-7596)

FORM 6354-2
1.15-13 © 8/2012
GENERAL INFORMATION

ENGINE IDENTIFICATION VIEWS

16
1 2

18

4
17

15

6
20

14 13 19 12 11 10 9 8 7

Figure 1.15-2: Left-Side View – 16V 275GL +

1 - MAS Valve 11 - Breather Connection

2 - Engine Lifting Eyes 12 - ECU
3 - Centrifugal Oil Filter 13 - Prelube Pump
4 - Auxiliary Water Air Bleed Connection (Oil Cooler) 14 - Power Distribution Junction Box
5 - Barring Device 15 - Emergency Shutdown Button (E-Stop)
6 - Starter Motor Air/Gas Inlet Connection 16 - Jacket Water Air Bleed Connection
7 - Engine Water Drain 17 - Crankshaft Magnetic Pickup Sensor
8 - Starter Motor Air/Gas Exhaust Connection 18 - Oil Relief Valve
9 - Lube Oil Dipstick 19 - Auxiliary Water Drain
10 - Lube Oil Filler 20 - HMI

FORM 6354-2
1.15-14 © 8/2012
 GENERAL INFORMATION

11
1 2

10

9 8 7 13 6 12 5

Figure 1.15-3: Right-Side View – 16V 275GL +

1 -
Lube Oil Filters 8 - Starter Motor Air/Gas Outlet Connection
2 -
Engine Lifting Eyes 9 - Engine Water Drain
3 -
Emergency Shutdown Button (E-Stop) 10 - Starter Motor Air/Gas Inlet Connection
4 -
Stepper 11 - NOx Sensor
5 -
NOx Control Module (NCM) 12 - Auxiliary Water Drain
6 -
Ignition Power Module – with Diagnostics 13 - Earth Ground
(IPM-D)
7 - Crankcase Pressure Relief Door

FORM 6354-2
1.15-15 © 8/2012
GENERAL INFORMATION

1 2 3 4 5 7

Figure 1.15-4: Top View – 16V 275GL +

1 - Intake Manifold Temperature Sensor (IMAT) 5 - Boost Pressure Sensor

2 - Back Intake Manifold Pressure Sensor (IMAP) 6 - Coolant Temperature Sensor
3 - Front Intake Manifold Pressure Sensor (IMAP) 7 - Ambient Air Temperature Sensor
4 - Knock Sensors (One per Cylinder)

FORM 6354-2
1.15-16 © 8/2012
 GENERAL INFORMATION

3
2

1 1
15

4
4

14

5
6
6
13
7
12

8
11

9
10

Figure 1.15-5: Front View – 16V 275GL +

1 - Exhaust Outlet 9 - Auxiliary Water Inlet

2 - Bypass Actuator 10 - Lube Oil Drain
3 - Jacket Water Air Bleed Connection 11 - Engine Jacket Water Inlet
4 - Engine Air Inlet 12 - Fuel Pressure Sensor
5 - Auxiliary Water Outlet 13 - Natural Gas Inlet
6 - Emergency Shutdown Button (E-Stop) 14 - Engine Jacket Water Outlet
7 - Customer Interface Connections 15 - NOx Sensor
8 - Barometric Pressure Sensor (not shown)

FORM 6354-2
1.15-17 © 8/2012
GENERAL INFORMATION

2
1

7
5
7

11 8

10

Figure 1.15-6: Rear View – 16V 275GL +

1 - Throttle Actuator 7 - Auxiliary Water Air Bleed Connection

2 - Wastegate Actuator 8 - Camshaft Magnetic Pickup
3 - Lube Oil Cooler 9 - Flywheel
4 - Oil Temperature Sensor 10 - Lube Oil Drain
5 - Post-Filter Oil Pressure Sensor 11 - Customer Interface Jumper Harness Connections
6 - Pre-Filter Oil Pressure Sensor

FORM 6354-2
1.15-18 © 8/2012
 GENERAL INFORMATION

4
5
15
6

17
14
7

8
13 12 11 10 16 9

Figure 1.15-7: Left-Side View – 12V 275GL +

1 - Engine Lifting Eyes 10 - Breather Connection

2 - Centrifugal Oil Filter 11 - ECU
3 - Oil Relief Valve 12 - Prelube Pump
4 - Auxiliary Water Air Bleed Connection 13 - Junction Box
5 - Engine Water Drain 14 - HMI
6 - Barring Device 15 - Emergency Shutdown Button (E-Stop)
7 - Starter Motor Air/Gas Inlet 16 - Lube Oil Filler
8 - Starter Motor Air/Gas Outlet 17 - Crankshaft Magnetic Pickup Sensor
9 - Lube Oil Dipstick

FORM 6354-2
1.15-19 © 8/2012
GENERAL INFORMATION

2
12
10
1

7 8 13 11 6 5

Figure 1.15-8: Right-Side View – 12V 275GL +

1 -
Lube Oil Filters 8 - Crankcase Pressure Relief Door
2 -
MAS Valve 9 - Auxiliary Water Bleed Connection
3 -
Emergency Shutdown Button (E-Stop) 10 - NOx Sensor
4 -
Stepper 11 - Auxiliary Water Drain
5 -
NCM 12 - Engine Lifting Eyes
6 -
Ignition Power Module – with Diagnostics 13 - Earth Ground
(IPM-D)
7 - Engine Water Drain

FORM 6354-2
1.15-20 © 8/2012
 GENERAL INFORMATION

3
2

1 1

15
4

14
5
6 6

13 7
8
12

11
9

10

Figure 1.15-9: Front View – 12V 275GL +

1 - Exhaust Outlet 9 - Auxiliary Water Inlet

2 - Bypass Actuator 10 - Lube Oil Drain
3 - Jacket Water Air Bleed Connection 11 - Engine Jacket Water Inlet
4 - Engine Air Inlet 12 - Fuel Pressure Sensor
5 - Auxiliary Water Outlet 13 - Natural Gas Inlet
6 - Emergency Shutdown Button (E-Stop) 14 - Engine Jacket Water Outlet
7 - Customer Interface Connections 15 - NOx Sensor
8 - Barometric Pressure Sensor (not shown)

FORM 6354-2
1.15-21 © 8/2012
GENERAL INFORMATION

2
1

4
5
7
7

8
11

10

Figure 1.15-10: Rear View – 12V 275GL +

1 - Throttle Actuator 7 - Auxiliary Water Air Bleed Connection

2 - Wastegate Actuator 8 - Camshaft Magnetic Pickup
3 - Lube Oil Cooler 9 - Flywheel
4 - Oil Temperature Sensor 10 - Lube Oil Drain
5 - Post-Filter Oil Pressure Sensor 11 - Customer Interface Jumper Harness Connections
6 - Pre-Filter Oil Pressure Sensor

FORM 6354-2
1.15-22 © 8/2012
 GENERAL INFORMATION

MAXIMUM SOUND PRESSURE LEVEL

! WARNING

Always wear Personal

Protective Equipment (PPE) in
accordance with PPE Directive
89/686/EEC.

Table 1.15-4: Maximum Sound Pressure Level

MODEL dB(A)
16V 275GL + 112
12V 275GL + 121

NOTE: Sound pressure levels measured

approximately 1 m (3.3 ft) distance from engine at a
height of 1.6 m (5.2 ft) from bottom of base.
Maximum level measured at front of engine near
turbocharger.

ENGINE SPECIFICATIONS
NOTE: Always use metric tools and measurements for parts, components and specifications. Any U.S. Standard
measurements that may follow in parentheses are for reference ONLY, as rounding may have been used in the
conversion.
Table 1.15-5: Engine Specifications

Engine Specifications
DESCRIPTION 16V 275GL + 12V 275GL +
Type 4-cycle, lean burn, prechamber
Aspiration Turbocharged, intercooled
Number of Cylinders 16 12
275 x 300 mm
Bore x Stroke
(10.83 x 11.81 in.)
Displacement 285 L (17,398 cu. in.) 214 L (13,048 cu. in.)
Compression Ratio 9.0:1
Speed Range 750 – 1,000 rpm
Low Idle 750 rpm
1R-1L-4R-4L-7R-7L-6R-6L 1R-1L-5R-5L-3R-3L
Firing Order
8R-8L-5R-5L-2R-2L-3R-3L 6R-6L-2R-2L-4R-4L
OIL SYSTEM
Sump Capacity, Including Filter and
1,041 L (275 gal) 833 L (220 gal)
Cooler*
Main Filter 26 micron @ 98.6% absolute efficiency
Normal Oil Pressure 415 – 450 kPa (60 – 65 psi)
Low Oil Pressure Shutdown Setpoint 310 kPa (45 psi)

FORM 6354-2
1.15-23 © 8/2012
GENERAL INFORMATION

Engine Specifications
DESCRIPTION 16V 275GL + 12V 275GL +
High Oil Temperature Shutdown Setpoint 92°C (197°F)
Prelube Duration 90 seconds before engine start
Prelube Pressure (cold) 172 kPa (25 psi)
Prelube Flow 115 L/min. (30 gpm)
Postlube (After Hot Shutdown) 1 minute (recommended)
Normal Oil Header Temperature 74° – 78°C (165° – 172°F)
CRANKCASE BREATHER SYSTEM
Volume Flow 56.7 L/sec. (120 SCFM) 42.5 L/sec (90 SCFM)
Crankcase Vacuum -25.4 to -76.2 mm-H2O (-1 to -3 inch-H2O)
COOLING SYSTEM
Jacket Coolant Capacity, Engine Only 503 L (133 gal) 379 L (100 gal)
Auxiliary Coolant Capacity, Engine Only 51 L (40 gal) 114 L (30 gal)
Normal Temperature Range Out of
82°C (180°F)
Engine
High Jacket Coolant Temperature
93°C (200°F)
Shutdown
Maximum Inlet Head Water Pump 15.2 m-H2O (50 ft-H2O)

Minimum Inlet Head Water Pump 4.3 m-H2O (14.1 ft-H2O)

* Total capacity of 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.

DESCRIPTION 16V 275GL + 12V 275GL +

FUEL SYSTEM
Natural Gas Pressure at Regulator 310 – 414 kPa (45 – 60 psi)
EXHAUST SYSTEM (TURBINE OUTLET)
Maximum Permissible Back Pressure 508 mm-H2O (20.0 inch-H2O)
AIR INDUCTION SYSTEM (DUCTING AND FILTER)
Maximum Permissible Restriction 381 mm-H2O (15 inch-H2O)
High Intake Manifold Temperature
74°C (165°F)
Shutdown
STARTING SYSTEM
Air Pressure Starting 862 – 1034 kPa (125 – 150 psi)

Table 1.15-6: Waukesha Preservative Oil Application

UPPER CYLINDER CRANKCASE ENGINE TOTAL

MODEL Quantity of Quantity of Total Quantity of

Standard Oil Pan Quantity of
Preservative Oil Preservative Oil Preservative Oil
Capacity Preservative Oil
Per Cylinder All Cylinders Required
12V 275GL + 150 cc (5 oz) 1,800 cc (60 oz) 833 L (220 gal) 21.2 L (5.6 gal) 23.00 L (6.08 gal)
16V 275GL + 150 cc (5 oz) 2,400 cc (80 oz) 1,041 L (275 gal) 26.5 L (7 gal) 28.90 L (7.60 gal)

FORM 6354-2
1.15-24 © 8/2012
 GENERAL INFORMATION

SERVICE TOOLS LIST

You will need the following special tools to perform the
operator tasks on 12V/16V 275GL + engines (see Table
1.15-7). In some instances, substitute items may be
used but only if specifically approved by Waukesha. To
order these special tools, contact your local Waukesha
Distributor.
Table 1.15-7: Service Tools

TOOL P/N TOOL DESCRIPTION

475007 Oxygen Analyzer
494360 Analyzer Accessory Kit
475037 Spark Plug Socket
494338 Timing Light
475072 Digital Manometer
475066 Spanner Wrench Kit
Testo 335 Combustion
472102
Analyzer

FORM 6354-2
1.15-25 © 8/2012
GENERAL INFORMATION

ENGLISH / METRIC CONVERSIONS

Table 1.15-8: Metric Diameter to Hex-Head Wrench Size Conversion Table

METRIC STANDARD METRIC STANDARD

METRIC DIAMETER METRIC DIAMETER
WRENCH SIZE WRENCH SIZE
M3 6 mm M18 27 mm
M4 7 mm M20 30 mm
M5 8 mm M22 32 mm
M6 10 mm M24 36 mm
M7 11 mm M27 41 mm
M8 13 mm M30 46 mm
M10 16 or 17 mm M33 50 mm
M12 18 or 19 mm M36 55 mm
M14 21 or 22 mm M39 60 mm
M16 24 mm M42 65 mm

Table 1.15-9: English to Metric Formula Conversion Table

CONVERSION FORMULA EXAMPLE

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

Degrees Fahrenheit to Degrees Fahrenheit minus 32 divided by 1.8

(212°F - 32) ÷ 1.8 = 100°C
Degrees Centigrade equals degrees Centigrade.

FORM 6354-2
1.15-26 © 8/2012
 GENERAL INFORMATION
Table 1.15-10: Metric to English Formula Conversion Table

CONVERSION FORMULA EXAMPLE

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

Newton-meters to Inch Newton-meters multiplied by 8.85 equals inch

40.7 N·m = 40.7 x 8.85 = 360 in.-lb
Pounds pounds.

Newton-meters to Foot Newton-meters multiplied by 0.7375 equals

197 N·m = 197 x 0.7375 = 145 ft-lb
Pounds foot pounds.
Bar to Pounds per Square Bar multiplied by 14.5 equals pounds per
685 bar = 685 x 14.5 = 9932.5 psi
Inch square inch.
Kilograms per Square
Kilograms per square centimeter multiplied by
Centimeter to Pounds per 3.2 kg/cm2 = 3.2 x 14.22 = 45.5 psi
14.22 equals pounds per square inch.
Square Inch (psi)
Kilopascals to Pounds per Kilopascals multiplied by 0.145 equals
310 kPa = 310 x 0.145 = 45 psi
Square Inch (psi) pounds per square inch.
Cubic Centimeters to Fluid Cubic centimeters multiplied by 0.0338
236 cc = 236 x 0.0338 = 7.98 oz
Ounces equals fluid ounces.
Liters to Gallons Liters multiplied by 0.264 equals gallons. 560 L = 560 x 0.264 = 147.8 gal
Degrees Centigrade to Degrees Centigrade multiplied by 1.8 plus 32
100°C = (100 x 1.8) + 32 = 212°F
Degrees Fahrenheit equals Degrees Fahrenheit.

Table 1.15-11: BHP or kWb to BMEP Formula

CONVERSION FORMULA
Brake Horse Power (BHP) to Brake Mean Effective
BMEP (psi) = [BHP x 792,000] divided by [Displacement (in.3) x rpm]
Power (BMEP) in Pounds Per Square inch (psi)
Kilowatts (kWb) to Brake Mean Effective Power
BMEP (bar) = [kWb x 1,200] divided by [Displacement (L) x rpm]
(BMEP) in Bar

FORM 6354-2
1.15-27 © 8/2012
GENERAL INFORMATION

TORQUE VALUES
TORQUE VALUES – CRITICAL ENGINE
NOTE: Always use metric tools and measurements for parts, components and specifications. Any U.S. Standard
measurements that may follow in parentheses are for reference ONLY, as rounding may have been used in the
conversion.
Table 1.15-12 lists critical fastener torque and tensioning specifications for the 12V/16V 275GL + engines. Fasteners
not listed here should be tightened according to the general torque specifications listed elsewhere in this manual.
Table 1.15-12: Hydraulic Tensioning and Torque Values

DESCRIPTION bar N·m ft-lb

185 then 675
Main Cap Studs N/A N/A
(685 for removing)
185 then 675
Cylinder Head Studs N/A N/A
(685 for removing)
185 then 550
Connecting Rod Studs N/A N/A
(560 for removing)
Initial: 50 Initial: 37
Cross-Tie Capscrews* N/A
Final: Turn 58 – 60° Final: Turn 58 – 60°
Crankshaft Counterweight
Capscrews – Torque in Three N/A 712 – 813 525 – 600
Steps
Vibration Damper Capscrews N/A 883 – 932 651 – 687
Flywheel Capscrews** N/A 1177 868
Oil Sump Capscrews N/A 54 – 64 40 – 47
Camshaft Section Capscrews N/A 60 – 65 44 – 48
Camshaft Step Bearing
N/A 98 – 118 72 – 87
Capscrews
Exhaust Manifold Mounting
N/A 136 – 149 100 – 110
Capscrews***
Extension Shaft to
Intermediate Shaft N/A 483 – 508 356 – 374
Capscrews**
Prechamber Nuts N/A 22 16
Spark Plug Carrier – Full Nut N/A 68 – 71 50 – 52
Spark Plug Carrier – Half Nut N/A 41 – 43 30 – 32
Rocker Arm Support Nuts N/A 235 – 255 173 – 188
Spark Plugs N/A 43 – 52 32 – 38
* When tightening cross-tie capscrews, follow this procedure. FINAL
INITIAL
Initially tighten capscrew to 50 N·m (37 ft-lb). Use a felt tip 60°
marking pen to make a total of three marks: one on the capscrew
head and two on the crankcase or crankshaft counterweight
throw. Tighten the capscrew 58° to 60°, which is indicated by
the alignment of the hex-head mark with the second crankcase
or counterweight mark.
** Use Molycote Paste G or equivalent grease on all flywheel
and coupling capscrew.
*** Coat all screw shanks and threads with Thread Guard (anti-
seize) or equivalent.

FORM 6354-2
1.15-28 © 8/2012
 GENERAL INFORMATION
GENERAL TORQUE RECOMMENDATIONS
The values specified in the following tables are to be
used only in the absence of specified torquing
instructions and are not to be construed as authority to
change existing torque values. A tolerance of ±3 percent
is permissible on these values, which are for oiled
threads.

Table 1.15-13: Metric Standard Capscrew Torque Values (Untreated Black Finish)

COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)

ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS

TORQUE TORQUE TORQUE TORQUE

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

FORM 6354-2
1.15-29 © 8/2012
GENERAL INFORMATION

FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)

ISO PROPERTY
8.8 10.9 12.9
CLASS

TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 27 19 38 28 45 33
M10 x 1.25 52 38 73 53 88 64
M12 x 1.25 95 70 135 99 160 118
M14 x 1.5 150 110 210 154 250 184
M16 x 1.5 225 165 315 232 380 280
M18 x 1.5 325 239 460 339 550 405
M20 x 1.5 460 339 640 472 770 567
M22 x 1.5 610 449 860 634 1,050 774
M24 x 2 780 575 1,100 811 1,300 958
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.

FORM 6354-2
1.15-30 © 8/2012
 GENERAL INFORMATION
Table 1.15-14: Metric Standard Capscrew Torque Values (Electrically Zinc Plated)

COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)

ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS

TORQUE TORQUE TORQUE TORQUE

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

FORM 6354-2
1.15-31 © 8/2012
GENERAL INFORMATION

FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)

ISO PROPERTY
8.8 10.9 12.9
CLASS

TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 25 18 35 25 42 30
M10 x 1.25 49 36 68 50 82 60
M12 x 1.25 88 64 125 92 150 110
M14 x 1.5 140 103 195 143 235 173
M16 x 1.5 210 154 295 217 350 258
M18 x 1.5 305 224 425 313 510 376
M20 x 1.5 425 313 600 442 720 531
M22 x 1.5 570 420 800 590 960 708
M24 x 2 720 531 1,000 737 1,200 885
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.

FORM 6354-2
1.15-32 © 8/2012
 GENERAL INFORMATION
Table 1.15-15: U.S. Standard Capscrew Torque Values

SAE
GRADE
NUMBER
GRADE 1 OR 2 GRADE 5 GRADE 8
SIZE/
THREADS TORQUE in.-lb (N·m) TORQUE in.-lb (N·m) TORQUE in.-lb (N·m)
PER INCH
THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4 – 20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 73 (8) 142 (16) 133 (15) 124 (14)
1/4 – 28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16 – 18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)
5/16 – 24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8 – 16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)
ft-lb (N·m) ft-lb (N·m) ft-lb (N·m)
3/8 – 24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16 – 14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16 – 20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2 – 13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2 – 20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)
9/16 – 12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)
9/16 – 18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)
5/8 – 11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)
5/8 – 18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)
3/4 – 10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)
3/4 – 16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8 – 9 160 (217) 144 (195) 128 (174) 429 (582) 386 (523) 343 (465) 605 (820) 545 (739) 484 (656)
7/8 – 14 175 (237) 158 (214) 140 (190) 473 (461) 426 (578) 379 (514) 675 (915) 608 (824) 540 (732)
910 819
1.0 – 8 235 (319) 212 (287) 188 (255) 644 (873) 580 (786) 516 (700) 728 (987)
(1,234) (1,110)
990 891 792
1.0 – 14 250 (339) 225 (305) 200 (271) 721 (978) 649 (880) 577 (782)
(1,342) (1,208) (1,074)
NOTE: Dry torque values are based on the use of clean, dry threads.
Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
Plated torque values have been reduced by 20% for new plated capscrews.
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.

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GENERAL INFORMATION

DECLARATION OF CONFORMITY

FORM 6354-2
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 GENERAL INFORMATION

DECLARATION OF INCORPORATION

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GENERAL INFORMATION

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FORM 6354-2
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 SECTION 1.20
ESM CONTROL SYSTEM OVERVIEW

ESM SYSTEM DESCRIPTION See Figure 1.20-1 for a general overview of the ESM
system inputs and outputs.
The Waukesha ESM is a system designed to optimize
engine performance and maximize uptime. The ESM It will be necessary as you go through this manual to
integrates spark timing control, speed governing, knock familiarize yourself with the location of all the individual
detection, start-stop control, air-fuel control, diagnostic components that comprise the ESM system. See Figure
tools, fault logging and engine safeties. 1.15-2 through Figure 1.15-10 for component locations.

In addition, the ESM system has safety shutdowns such

as low oil pressure, engine overspeed, high IMAT, high
coolant outlet temperature and uncontrolled knock.

Ignition
24 VDC
Personal CAN
Coils Computer
(all NCM information
to and from HMI) HMI
MODBUS out for
Ignition Power
Module W/
Power
Distribution
Electronic
Service
Customer
Diagnostics Junction Box Program
ESM MODBUS IN
(all information)

Wastegate ESM NCM

Control
AGR
NOx Sensor Stepper
Integrated
Throttle Intake Knock
• Throttle Actuator Manifold Sensors
Bypass • Throttle Position Pressure (2)
Control • Throttle Electronics Oil Pressure HT Water
• Pre-Filter Temperature
• Post-Filter Oil
Barometric Temperature
Pressure
Intake Manifold
Camshaft & Temperature
Crankshaft
Magnetic Ambient Air
Pickup Temperature

Fuel
Pressure
HT Coolant
Pressure

Figure 1.20-1: 12V/16V 275GL + System Block Diagram

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ESM CONTROL SYSTEM OVERVIEW

ESM COMPONENTS HMI (HUMAN MACHINE INTERFACE)

The HMI provides the interface to the NOx Control
ECU Module (NCM) as well as allows the user to view overall
The ECU is the central module or “hub” of the ESM ESM system status. The HMI is a high-resolution 160 x
system. The ECU is the single entry point of system 180 pixel FSTN display (see Figure 1.20-3) with on-
control for easy interface and usability. The entire ESM engine mounting (optional off-engine mounting
system interfaces with the ECU. Based on system available). The HMI interfaces with the NCM through
inputs, the ECU logic and circuitry drive all the individual CAN communication for ESM displayed values, faults
subsystems. and stepper calibrations. The HMI provides the
MODBUS output for customer use. The ESM system will
The ECU is a sealed module with five connection points. continue to control the engine without the HMI
The ECU is CSA-approved for Class I, Division 2, connected, but the HMI must be present for NCM setup
Groups A, B, C and D (T4 temperature rating), and monitoring and MODBUS communications.
hazardous location requirements.
All ESM components, the customer-supplied PC with
ESP software and customer-supplied data acquisition
devices connect to the ECU. Communication is
available through:
• Status LEDs that flash alarm/shutdown codes on the
front of the ECU
• Analog and digital signals in/out to local panel or
customer PLC
• RS-485 (MODBUS secondary) communication to
local panel or customer PLC (MODBUS master)
• PC-based ESM ESP via an RS-232 connection

Figure 1.20-3

Figure 1.20-2: ECU

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 ESM CONTROL SYSTEM OVERVIEW
POWER DISTRIBUTION JUNCTION BOX NCM
The Power Distribution Junction Box is used to protect The NCM determines the AFR adjustment by continually
and distribute 24 VDC power to all the components on monitoring the concentration of oxygen and NOx in the
the engine that require power, such as the ECU, IPM-D exhaust. The NCM signals the stepper of the fuel
and actuators; no other power connections are pressure regulator to adjust the gas/air pressure,
necessary. It also triggers controlled devices such as the resulting in changes to the AFR. The stepper limits are
prelube motor and fuel valve. The Power Distribution user-programmable (see Figure 1.20-5).
Junction Box contains circuitry to clamp input voltage
spikes to a safe level before distribution. It will disable STEPPER (AGR, ACTUATOR, GAS REGULATOR)
individual output circuits from high-current events such A stepper motor is mounted on the gas regulator and is
as a wire short. Also, LEDs inside the Power Distribution used to adjust the gas/air at the direction of the NCM.
Junction Box aid in troubleshooting of the individual The top cover has electronics built in to communicate
output circuits. (see Figure 1.20-6).
The stepper is controlled using signals transmitted over
the CAN communication bus, which minimizes control
wiring. Stepper diagnostic information is relayed back to
the NCM over the CAN bus.

Figure 1.20-4: Power Distribution Junction Box

IPM-D
The IPM-D is used to fire the spark plug at the required
voltage (see Figure 1.20-5).
Figure 1.20-6: Stepper

1 2

Figure 1.20-5: IPM-D

1 - IPM-D 2 - NCM

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ESM CONTROL SYSTEM OVERVIEW
THROTTLE ACTUATOR ESM SENSORS
An electronic throttle actuator is used to adjust the A wide variety of sensors are used to provide critical
amount of air-fuel delivered to the engine through the operating information to the ECU. If a sensor provides a
throttle (see Figure 1.20-7). signal outside the normal range long enough, the ECU
will flag either an alarm or a shutdown, depending on
how great the value deviates from normal or if the values
2 exceed the setpoints programmed in ESP. Sensors
normally do not require maintenance or adjustments.
1 See Figure 1.15-4 through Figure 1.15-6 for sensor
locations, and see Figure 1.20-8 through Figure
1.20-20 for pictures of each.
3

Figure 1.20-7

1 - Throttle Actuator 3 - Wastegate

2 - Bypass Actuator Actuator

WASTEGATE ACTUATOR
Figure 1.20-8
The wastegate actuator controls exhaust flow through
the turbine side of the turbocharger. Its main function is 1 - Back Intake 2 - Intake Manifold
to maintain throttle reserve, by directing a portion of the Manifold Pressure Temperature
exhaust flow around the turbocharger (see Figure Sensor (IMAP) Sensor (IMAT)
1.20-7).

BYPASS ACTUATOR
The bypass valve controls air flow through the
compressor side of the turbocharger. The bypass
valve’s main function is to prevent turbocharger surge by
increasing the flow through the compressor, which
redirects air from the compressor outlet to the turbine
inlet, which “bypasses” the engine (see Figure 1.20-7).
Excess air is directed upstream of the turbine to maintain
turbocharger speed and air flow through the compressor
without increasing air flow to the engine.

Figure 1.20-9: Front Intake Manifold Pressure Sensor

(IMAP)

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 ESM CONTROL SYSTEM OVERVIEW

Figure 1.20-10: Knock Sensor Figure 1.20-13: Coolant Temperature Sensor

Figure 1.20-14: NOx Sensor

Figure 1.20-11: Boost Pressure Sensor

Figure 1.20-15: Ambient Air Temperature Sensor

Figure 1.20-12: Coolant Pressure Sensor

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ESM CONTROL SYSTEM OVERVIEW

2 3

Figure 1.20-16: Fuel Pressure Sensor Figure 1.20-19

1 - Pre-Filter Pressure 3 - Post-Filter

Sensor Pressure Sensor
2 - Oil Temperature
Sensor

Figure 1.20-17: Barometric Pressure Sensor (Behind

Cover)

Figure 1.20-20: Camshaft Magnetic Pickup

USER INTERFACE PANELS

NOTE: Complete ESP user interface panel
descriptions are provided in ESP AND HMI FIELD
DESCRIPTIONS on page 3.20-1.
The ESM ESP software displays engine status and
information on the following panels:
[F2] Engine panel
[F3] Start-Stop panel
[F4] Governor panel
Figure 1.20-18: Crankshaft Magnetic Pickup
[F5] Ignition panel
[F10] Status panel
[F11] Advanced panel

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 ESM CONTROL SYSTEM OVERVIEW
These panels display system and component status, When a fault occurs, several actions may take place as
current pressure and temperature readings, alarms, a result. A fault can have both internal actions and
ignition status, governor status, air-fuel control status external visible effects. Each fault detected will cause
and programmable adjustments. one or more of the following actions to occur:
Each of the panels is viewed by clicking the • Alarm is logged by the ECU and appears in the ESP
corresponding tab or by pressing the corresponding fault log.
function key ([F#]) on the keyboard. • Yellow status LED on the front of the ECU lights and
begins to flash a fault code.
E-HELP • Shutdown occurs and the red status LED on the front
ESP contains a help file named E-Help, which provides of the ECU lights and flashes a code.
fault code troubleshooting information when a PC with • Sensors and actuator switch into a “default state”
the ESP software is used (see Figure 1.20-21 for a where the actuator/sensors operate at expected
sample screen). The user can quickly and easily move normal values or at values that place the engine in a
around in E-Help through hypertext links from subject to safe state. When the default state takes control, an
subject. E-Help is automatically installed when the ESP alarm is signaled and the fault is logged but the engine
software is installed. To access the help file anytime keeps running (unless, as a result of the fault, a
while using the ESP software, press the [F1] function key shutdown fault occurs).
on the keyboard or select “Help” from the menu bar and • Alarm or shutdown signal is transmitted over the
choose “Help Contents...”. customer interface (RS-485 MODBUS and digital
output).
• Fault banner flashes on HMI screen.
• Fault log available from the HMI.

SAFETY SHUTDOWNS
The ESM provides numerous engine safety shutdowns
to protect the engine. These engine safety shutdowns
include:
• E-Stop button on each side of the engine
• Low oil pressure
• Engine overspeed
– 10% overspeed instantaneous
– Factory-calibrated to run no more than rated speed
– User-calibrated driven equipment overspeed
• Customer-initiated emergency shutdown
Figure 1.20-21: Sample E-Help Screen (16V 275GL + • Engine overload (based on percentage of engine
Shown) torque)
• Uncontrollable knock
ESM DIAGNOSTICS • HT water coolant temperature
The ESM performs self-diagnostics using the input and • HT water coolant pressure
output values from the ECU, the sensors and engine • High IMAT
performance. The ECU detects faulty sensors and wires
by checking sensor readings that are out of programmed • Overcrank
limits. • Engine stall
• Security violation
• High oil temperature
• Failure of magnetic pickup
• Internal ECU

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ESM CONTROL SYSTEM OVERVIEW

ESP

Figure 1.20-22: ESP’s GUI (16V 275GL + Shown)

FORM 6354-2
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 ESM CONTROL SYSTEM OVERVIEW

DESCRIPTION OF OPERATION NOX CONTROL SYSTEM

The PC-based ESP is the primary means of obtaining The NOx control system is designed to control extremely
information on system status. ESP provides a user- low NOx values while accounting for engine wear,
friendly, graphical interface in a Microsoft Windows XP humidity, fuel changes and environmental changes.
operating system environment (see Figure 1.20-22). This system makes use of an NOx sensor which enables
ESP also includes E-Help that provides fault code robust, accurate control of specific NOx emissions at
troubleshooting information. varying engine and environmental conditions.

ESP is a diagnostic tool and is the means by which the The NOx control system is completely integrated into the
information recorded to the ECU fault logs can be read. ESM system, with all sensor inputs, control algorithms
Minimal site-specific programming is required. and output actions handled by the NOx control module
(NCM) running in parallel with the ESM ECU.
This is the ESP shortcut that appears on Essentially, the ESM works with the NCM as a complete
your desktop after loading the software on engine management system.
your PC. To open the ESP software,
double-click on the shortcut. ESM TURBOCHARGER CONTROL

START-STOP CONTROL The ESM turbocharger control is designed to control

flow rates through the compressor-side and turbine- side
The ESM controls the start, normal stop, and emergency of the turbochargers to prevent surge and overspeed,
stop sequences of the engine, including prelube and while maintaining proper throttle reserve. Flow through
postlube. The user is informed of any shutdowns or the compressor is controlled via the bypass, whereas
alarms via a series of flashing LEDs on the ECU or by flow through the turbine is controlled via the wastegate.
monitoring the ESM with ESP or the flashing HMI
banner. See START-STOP CONTROL SYSTEM The ESM Turbocharger Control consists of the ECU and
DESCRIPTION on page 2.50-1 for more information. two turbocharger control actuators that control the
exhaust wastegate and bypass valves. The
IGNITION SYSTEM turbocharger control monitors four areas on the engine
to determine wastegate and bypass valve position.
The ESM controls spark plug timing with a digital
capacitive discharge ignition system. Together the ECU For more information on turbocharger, see
and the IPM-D provide accurate and reliable ignition TURBOCHARGER DESCRIPTION on page 2.25-1.
timing, resulting in optimum engine operation. For more
information on the ignition system, see IGNITION ESM SPEED GOVERNING
SYSTEM DESCRIPTION on page 2.15-1. Speed governing is completely integrated into the ESM;
the ECU contains the governor electronics and software
KNOCK DETECTION that control the actuator. The ESM speed governing
The ESM protects Waukesha spark-ignited gas engines system allows the customer to make all control
from damage using knock (detonation) detection. This adjustments in one place and at one panel. This
is accomplished by monitoring vibrations at each governing system provides the following benefits:
cylinder with engine-mounted knock sensors. • Ability to respond to larger load transients
For more information on knock detection, see ESM • Better engine stability
KNOCK DETECTION THEORY on page 2.15-4. • Easier setup
• Integrated operation diagnostics
For more information on speed governing, see ESM
SPEED GOVERNING DESCRIPTION on page 2.00-
1.

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ESM CONTROL SYSTEM OVERVIEW

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FORM 6354-2
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 ENGINE SYSTEMS
SECTION 2.00
ESM SPEED GOVERNING DESCRIPTION

OPERATION
In order to control the engine speed, the ECU needs to
know the following:
• Current engine speed
• Desired engine speed
• Speed error
To determine current engine speed, the ECU uses the
crankshaft magnetic pickup sensing the 36 reference
holes in the flywheel. As the holes pass the end of the
magnetic sensor, a signal wave is generated. The
frequency of the signal is proportional to engine speed.
The desired engine speed is set by means of calibrations
and/or external inputs to the ECU. The ECU calculates
the difference between the current speed and the
desired speed to determine the speed error.
Figure 2.00-1: Electronic Throttle Actuator
An electric actuator is used to convert the electrical
signal from the ECU into motion to change the amount
of air and fuel delivered to the engine through the throttle SPEED GOVERNING INPUTS AND
(see Figure 2.00-1). CALIBRATIONS
Figure 2.00-2 illustrates the types of inputs to the ESM
for speed governing control. The actual inputs required
to the ECU depend on the governing control desired.

FORM 6354-2
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ESM SPEED GOVERNING DESCRIPTION

Figure 2.00-2: ESM Speed Governing System Inputs

NOTE: The actual inputs required to the ECU depend SPEED GOVERNING MODES
on the governing control desired.
Using inputs from the user’s panel or PLC, the ESM is
Required external inputs are programmed to the ECU set to run in one of two control modes:
via the customer’s local control panel. These inputs
• Speed Control Mode
include remote speed/load setting, remote speed setting
enable, rated speed/idle speed and an auxiliary rpm – Fixed Speed
input for load control. Using these customer inputs, the – Variable Speed
ESM speed governing system is set to run in either
• Load Control Mode
speed control mode or load control mode.
Governing control is further customized for location SPEED CONTROL MODE
requirements through user-selectable parameters
Speed control mode allows the engine operator to
describing the driven load. Custom control adjustments
choose a setpoint speed, and the ECU will run the
to the ESM speed governing system are made with ESP.
engine at that speed. The control can be either fixed
The rotating moment of inertia of the driven equipment speed or variable speed.
must be programmed in ESP. The correct governor gain
depends on the rotating moment of inertia of the engine Fixed Speed
and driven equipment. Further gain calibrations may be
made through ESP. NOTICE
By inputting the rotating moment of inertia of the driven Never set the high idle speed above the safe working
equipment, the gain is preset correctly, saving time limit of the driven equipment. If the GOVREMSP signal
during setup of the engine. The rotating moment of goes out of range or the GOVREMSEL signal is lost,
inertia of the engine and the driven equipment are used then the engine will run at the speed determined by the
in predicting governor sensitivity. See ROTATING status of GOVHL IDL and calibrated low or high idle
MOMENT OF INERTIA / ADJUSTING GAIN on page speeds.
2.00-6 for more information.
NOTE: The actual inputs required to the ECU depend
on the governing control desired.

FORM 6354-2
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 ESM SPEED GOVERNING DESCRIPTION
When fixed speed control is selected with the ESP, the When operating an engine for variable-speed
ECU will maintain a constant engine rpm regardless of applications, user connections determine the rpm
load (within the capacity of the engine). setpoint. When the remote speed select input signal is
high (8.6 – 36 volts), the “Remote RPM” field on the [F4]
There are two fixed speeds available: low idle and high
Governor panel is green and displays “ON.”
idle. Low idle speed is the default, and high idle is
obtained by connecting a digital input to the ECU of +24
VDC nominal. Low idle speed is preset for each engine
family, but by using ESP, the low idle speed can be offset
lower or higher than the preset value. High idle speed is
also adjustable using ESP, but is constrained to be Connecting the GOVREMSEL digital input to the ECU
higher than low idle speed and no higher than the at +24 VDC enables variable speed mode. The speed
maximum rated speed of the engine. setpoint can then be varied with either a 4 – 20 mA or a
The digital signal input to the ECU must be connected to 0.875 – 4.0 volt input (see Table 2.00-1).
+24 VDC (8.6 – 36 volts) for rated speed, open circuit for Table 2.00-1: Engine Speed Range
idle speed and remote speed setting enable
(GOVREMSEL) must be an open circuit. When using the SPEED RANGE
remote speed/load setting, GOVHL IDL should be set to (4 – 20 mA RANGE)
a safe mode. “Safe mode” means that if the wire that 750 – 1,005 rpm
enables remote rpm operation (GOVREMSEL) fails, the
speed setpoint will default to the GOVHL IDL idle value.
Consider all process/driven equipment requirements
when programming idle requirements.

Variable Speed The ESM checks for an out-of-range input that is less
Variable speed is used to synchronize the output of than 2 mA, greater than 22 mA, less than 0.45 volts or
multiple generator sets driving an isolated electrical grid. greater than 4.3 volts. If an out-of-range speed setpoint
The ECU will allow the engine to slow down slightly is detected, the engine will then run at the speed
under load. Variable speed is used to simulate the indicated by the status of the high idle/low idle digital
situation with mechanical governors where the engine input. The engine speed setpoint range is already
will run at a slightly higher rpm than the setpoint when no preadjusted to go from minimum to maximum engine
load is placed on the engine. speed using the 4 – 20 mA or 0.875 – 4.0 VDC input.

Figure 2.00-3: Connection Options for Variable Speed Setting Input

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ESM SPEED GOVERNING DESCRIPTION

Figure 2.00-4: Logic Diagram Showing Variable Speed

NOTE: If Remote Speed Selection Digital Input goes open circuit, then engine will run at Calibrated Low or High Idle
rpm depending on status of Low/High Idle Digital Input.

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 ESM SPEED GOVERNING DESCRIPTION

Figure 2.00-5: Logic Diagram Showing Fixed Speed

LOAD CONTROL MODE

Load control mode is used when a generator set is
synchronized to a grid. In this case, the grid controls
speed, and the ESM speed governing system controls
the engine load using signals from an external device.
The SYNC rpm is adjusted so that the actual engine
speed setpoint is approximately 0.2% higher than
synchronous speed. For example, if the grid frequency
is 50 Hz (1,000 rpm), the high idle is adjusted so that the
engine speed setpoint is 1.002 times 1,000 rpm, which
is 1,002 rpm. This ensures that the electric phasing of
the grid and the engine are different so that the phases
will “slide” past each other. When an external
synchronizer determines that the voltage and phase of
the generator match the grid, the breaker is closed.
The load of the engine can now be controlled by an
external load control such as the Woodward™ Load
Sharing Module (Woodward P/N 9907-173) through the
GOVAUXSIG and GOVAUXGND -2.5 to +2.5 volt input
of the ESM (see Figure 2.00-6).

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ESM SPEED GOVERNING DESCRIPTION
ALTERNATE DYNAMICS (SYNCHRONIZER
CONTROL)
Alternate dynamics is a setting used at low loads and
speeds, which reduces the throttle gains to provide
better speed stability. Raising a high digital input (8.6 –
36 volts) to the ECU puts the ESM speed governing
system in alternate dynamics.
During the time the alternate dynamics input is high, the
field is green and displays “ON.” During the time the
alternate dynamics input is low, the field is gray and
displays “OFF”.

ROTATING MOMENT OF INERTIA /

ADJUSTING GAIN
NOTICE
Ensure that the correct rotating moment of inertia (load
inertia) is programmed in ESP for the engine’s driven
equipment. Failure to program the moment of inertia
for the driven equipment on the engine in ESP will lead
Figure 2.00-6: External Load Control – Woodward Load
to poor steady state and transient speed stability.
Sharing Module
The speed bias output of most load sharing devices can The correct gains for an engine model are preloaded to
be configured to match the -2.5 to +2.5 volt input range the ECU. Having the gains preloaded greatly reduces
of the ESM GOVAUXSIG and GOVAUXGND inputs. start-up time.
See the Load Sharing Device Manual for information on
To make this work, the ECU needs only one piece of
how to configure the range and offset of the speed bias
information from the customer: the rotating moment of
output of your load sharing device. Next, start the engine
inertia or load inertia of the driven equipment.
and adjust the proportional and integral gains of the load
sharing device to obtain stable operation of the engine The rotating moment of inertia is the difference in how
power output. See the Load Sharing Device Manual for easy or difficult it will be to set any object in motion
more information on how to set the gains of the device. around a defined axis of rotation. The higher the moment
of inertia of an object, the more force will have to be
FEEDFORWARD CONTROL (LOAD COMING applied to set that object in a rotational motion.
CONTROL) Conversely, the lower the moment of inertia, the less
force needed to make the object rotate about an axis.
Feedforward control (or load coming) is a proactive
rather than a reactive feature that allows the engine to NOTE: Rotating moment of inertia is not the weight or
accept larger load additions than would normally be mass of the driven equipment.
allowed. Feedforward works by immediately opening
Once this information is available, the ECU calculates
the throttle by a user-calibrated amount when a digital
the actual load changes on the engine based on speed
input goes high (8.6 – 36 volts). For example, when
changes. Rotating moment of inertia is needed for all
starting a large electric motor that is operating in island
driven equipment.
electric power generation mode, the moment the electric
motor is started, or a second or two before, the Setting the rotating moment of inertia (or load inertia)
feedforward digital input is raised high, and the ESM with ESP is the first task when setting up an engine and
opens the throttle to produce more power. Unlike must be done with the engine not rotating.
standard governing, the ESM does not have to wait for
The rotating moment of inertia value is programmed on
the engine speed to drop before opening the throttle.
the [F4] Governor panel in ESP.
NOTE: Feedforward control is not currently used on the
See PROGRAMMING LOAD INERTIA on page 3.25-
275GL + engine.
10 for programming steps.

FORM 6354-2
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 SECTION 2.05
FUEL SYSTEM DESCRIPTION

FUEL SYSTEM COMPONENT MAIN FUEL GAS REGULATOR

DESCRIPTION The main fuel gas regulator is mounted on the front right
The fuel system consists of the following components: side of the engine (see Figure 2.05-1). The regulator
reduces the incoming customer fuel supply pressure to
• Main Fuel Shutoff Valve the carburetor from 310 – 414 kPa (45 – 60 psi) to
• Main Fuel Gas Regulator approximately 0 – 508 mm-H2O (0 – 20 inch-H2O) above
• Carburetor the carburetor air pressure, as measured at the
carburetor inlet. From the main fuel gas regulator, the
• MAS Valve (Main Fuel Adjustment Screw) fuel flows into the carburetor, where it is mixed with air.
• Prechamber Fuel Supply Valve
• Prechamber Fuel Regulator
• Prechamber Manifold
• Admission Valve Assembly (one assembly per
cylinder)
• Prechamber (one per cylinder)
• Necessary Piping
• Stepper 1
! WARNING
2
Do not inhale gaseous fuels.
Some components of fuel gas
are odorless and tasteless.
Figure 2.05-1: Main Fuel Gas Regulator Installed

When the main gas shutoff valve 1 - Main Gas Regulator 2 - Stepper
is open, and the engine is not NOTE: The actual carburetor inlet fuel pressure will
running, gas flows both into the depend on the heating value of the fuel.
exhaust and through the air
cleaner. The fuel system must
have a positive main gas shutoff
valve that opens upon cranking
and closes whenever engine
rotation stops.

FORM 6354-2
2.05-1 © 8/2012
FUEL SYSTEM DESCRIPTION
CARBURETOR

3
4

6
7

1
2

Figure 2.05-2: Venturi Carburetor Exploded View (16V 275GL + Shown)

1 - Gasket 6 - Mixer
2 - Mixer Inlet Tube 7 - Gasket
3 - O-Rings 8 - Induction Elbow
4 - Transition 9 - Gasket
5 - O-Ring
The 12V/16V 275GL + uses a venturi carburetion
system that has a low inlet restriction for maximum
performance. The carburetor’s flat tracking provides
desirable performance and low emissions (see Figure
2.05-2).

FORM 6354-2
2.05-2 © 8/2012
 FUEL SYSTEM DESCRIPTION
The venturi carburetor contains no moving parts. The The flow of air into the engine is controlled by the
carburetor consists of a main mixing body with a actuator-operated throttle valve located downstream
perforated venturi insert that allows fuel gas to be drawn from the carburetor. The throttle valve is mounted to the
into the air stream. The size and number of the holes induction elbow on the intake manifold in the engine vee
controls the air/fuel mixture. The main adjustment screw (see Figure 2.05-3).
located in the line before the mixer body controls the fuel
gas to the carburetor (see Figure 2.05-3). PRECHAMBER FUEL SUPPLY VALVE
The prechamber fuel supply valve is located on the left
side of the engine (see Figure 2.05-4). Opening of the
valve supplies fuel to the prechamber manifolds. The
fuel supply valve is electric solenoid operated. Solenoid-
operated valves are actuated by engine speed (200 –
400 rpm), the speed being determined by the ESM.

1
2
2

3 1

Figure 2.05-4: Prechamber Fuel Supply Valve

(16V 275GL + Shown)

1 - Fuel Supply Valve 2 - Prechamber Gas

Regulator

PRECHAMBER FUEL REGULATOR

The function of the prechamber fuel regulator, located
on the left front of the engine, is to control the amount of
fuel available to the prechamber.

PRECHAMBER MANIFOLD
The prechamber manifolds are located on both sides of
the engine. The prechamber manifold supplies fuel to
the prechambers through the admission valve
assembly. A pressure tap is provided for checking the
Figure 2.05-3: Venturi Carburetor System (16V 275GL +
prechamber regulator pressure.
Shown)

1 - Main Adjustment 3 - Throttle Valve

Screw (MAS) 4 - Induction Elbow
2 - Carburetor Mixer
Body

FORM 6354-2
2.05-3 © 8/2012
FUEL SYSTEM DESCRIPTION
CYLINDER HEAD PRECHAMBERS
The cylinder head includes the admission valve The air/fuel mixture in the main combustion chamber is
assembly, the spark plug holder and the igniter sleeve so lean that it cannot be ignited in the typical manner.
(see Figure 2.05-5). With the prechamber design, the prechamber receives
a rich fuel mixture that is easily ignited. The resulting
flame-front torches the lean mixture in the main
chamber, which also ignites.
The top half of the prechamber is located in the bottom
1 of the spark plug holder. The lower portion of the
2 prechamber is a separate piece with a six-hole nozzle
(see Figure 2.05-6).

4 3

Figure 2.05-5

1 - Spark Plug Holder 3 - Igniter Sleeve Figure 2.05-6

2 - Admission Valve 4 - Prechamber 1 - Spark Plug Holder 3 - Igniter Sleeve
Assembly
2 - Prechamber
The admission valve assembly, which is mounted at a
Fuel passes through an axial hole in the wall of the spark
90° angle to the spark plug holder within the cylinder
plug holder into the prechamber. The prechamber fuel
head, directs the flow of fuel to the prechamber via the
charge is leaned out by air flow into the prechamber
spark plug holder drilling. During the compression
during the compression stroke. This process is designed
stroke, air flows into the prechamber through the
to be highly turbulent, ensuring good mixing of each
prechamber torch holes and mixes with the prechamber
prechamber charge. The spark plug then ignites the
gas. The spark plug ignites the near stoichiometric
prechamber mixture, which directs a flame torch through
mixture.
the nozzle holes into the lean mixture in the main
combustion chamber. The main chamber fuel charge
then ignites.

FORM 6354-2
2.05-4 © 8/2012
 SECTION 2.10
NOX AIR-FUEL RATIO CONTROL DESCRIPTION

DESCRIPTION OPERATION
The NOx air-fuel ratio control system is designed to The NOX sensor continually reports the concentration of
control the air fuel ratio of the 12V/16V 275GL + NOx in the exhaust to the NOx air-fuel ratio routine in the
engines. By controlling the engine’s air fuel ratio, the NCM. Based on this signal, the NCM determines if a
NOx emissions are minimized while maintaining peak correction to the air-fuel ratio is required. If a change is
engine performance. needed, a command is sent to the stepper (mounted on
the fuel regulator), which adjusts the fuel flow to the
The NOx control is a sub system of the ESM. Sensor
engine.
information from the ECU will be fed to the NCM by
MODBUS. The NOx air-fuel ratio control routine is The NCM control routine determines whether a
handled inside the NCM. The NCM will then control the correction is required and adjusts the stepper
movement of the stepper motor, which will adjust the air accordingly to maintain the proper NOx setpoint.
fuel ratio. All interface for the NOx air-fuel ratio control is
The sensor has self-diagnostic capabilities and sends
done through the HMI.
its fault information to the NCM. Sensor fault information
is logged in the NCM and displayed on the HMI.
COMPONENTS
The NOx air-fuel ratio control builds upon the basic ESM
configuration by adding the following:
• NCM
• HMI
• NOx Sensor
• Sensor Block
• Stepper for the Gas Regulator
• Wire Harness
• Sensor Inputs from the ECU via MODBUS

FORM 6354-2
2.10-1 © 8/2012
NOX AIR-FUEL RATIO CONTROL DESCRIPTION

2
3 1
4
10
5
6

11

9
MODBUS 7 MODBUS
CAN 1
14
CAN 2

8
12

13

Figure 2.10-1: NOx Air-Fuel Control Components

1 - ECU 8 - NCM
2 - Engine rpm Sensor Input 9 - Two-Way CAN Connection
3 - Ambient Temperature Sensor Input 10 - NOx Sensor
4 - Barometric Pressure Sensor Input 11 - HMI
5 - IMAP Sensor Input 12 - Two-Way CAN Connection
6 - IMAT Sensor Input 13 - Stepper
7 - MODBUS Connection to NCM 14 - To Customer Interface Harness

NOTICE NOX SENSOR

The application of NOx control in the lean burn
Always use “OXYGEN SENSOR SAFE/NEUTRAL 12V/16V 275GL + relies on the NOx sensor to be placed
CURE” RTV gasket materials on engines with oxygen/ in the exhaust stream. The sensor is mounted in a block
NOx sensors. Disregarding this information will result and the exhaust gases are supplied from a supply tube
in reduced sensor life or sensor failure. placed before the exhaust bypass and wastegate.
As exhaust gas is passed across the NOx sensor
sensing element, a diffusion barrier first strips the gas in
! CAUTION
contact with the element down to NOx and O2. The
remainder gas is then pumped across electrodes in two
Always purchase all sensors chambers which measure and remove oxygen. The NOx
from Waukesha. Waukesha and O2 concentration, as well as with sensor diagnostic
sensors are calibrated specific
information, are sent to the NOx Control Module (NCM)
for the engine requirements,
via the CAN communication bus.
and performance goals of the
system cannot be met without NOx sensors have an extended service life (see
using Waukesha’s specified ROUTINE INSPECTION on page 4.50-1); however,
sensors. oil additives, fuel contaminants, compounds released
from certain RTV sealants, incorrectly applied anti-seize
and over-temperature can shorten sensor life (see
Figure 2.10-2).

FORM 6354-2
2.10-2 © 8/2012
 NOX AIR-FUEL RATIO CONTROL DESCRIPTION

Figure 2.10-2: NOx Sensor (12V 275GL + Shown)

STEPPER
A stepper motor is used to bias the output pressure of Figure 2.10-3: Stepper
the gas regulator. All electronics are packaged with the
stepper motor in an integral enclosure. The proximity SYSTEM WIRING
switch is located inside the stepper housing to prevent
accidental breakage, and no external wiring is added for All wiring related to the NOx control is integrated into the
the switch. The stepper is controlled using signals ESM wiring harness. The NOx sensor, NCM and HMI
transmitted over the NCM CAN (Controller Area feature connectors at the components for ease of
Network) communication bus. Stepper diagnostic replacement and troubleshooting. Additionally, the HMI
information is relayed back to the NCM over the CAN can be mounted on-engine or remotely using an HMI
bus. extension cable.
HMI Extension cable options:
• 25 ft – A740980
• 50 ft – A740980A
• 100 ft – A740980B

NOX AIR-FUEL RATIO THEORY OF

OPERATION
The NOx AFR control is a closed-loop control that
utilizes information from the NOx sensor and the ECU.
The routine looks at system inputs from the NOx sensor
and the ECU and adjusts the output through the stepper
using a calibrated control routine. Additionally, system
information from both the ECU and NCM can be
monitored using the HMI.

FORM 6354-2
2.10-3 © 8/2012
NOX AIR-FUEL RATIO CONTROL DESCRIPTION
The NOx control functions by monitoring the actual
exhaust NOx and O2 from the NOx sensor along with
receiving critical engine information from the ECU. The
NOx control converts the NOx and O2 value along with
other inputs from the ECU to a calculated NOx g/hp-hr
or (g/Nm3) value. The control compares the grams
calculation for engine exhaust out to the user-adjustable
NOx input to the ECU. If the grams measure from the
sensor is different than the desired NOx grams level, the
control directs the stepper to adjust the gas/air pressure
of the fuel pressure regulator pilot assembly.
The stepper adjusts the fuel pressure regulator within
user-programmable limits set via the HMI. The stepper
increases or decreases the spring pressure acting on the Figure 2.10-4: [F5] Ignition Operating Status Panel
regulator’s pilot assembly, causing the regulator to
increase or decrease the gas/air to the carburetor. HMI SETUP
Increasing or decreasing the gas/air to the carburetor The HMI entries required for NOx air fuel ratio control are
richens or leans out the air/fuel ratio. Auto/Manual control, Start position, High Limit and Low
The desired NOx grams output of the engine can be Limit. These entries are tamper-protected and must be
modified to meet engine out requirements or to meet unprotected by entering the edit mode before modifying
specific site conditions. The desired NOx output is set the entries. See ESP AND HMI FIELD
through the NOx Adjust field on the [F5] Ignition panel in DESCRIPTIONS on page 3.20-1 and HMI
ESP. This NOx adjustment value is sent from the ECU PROGRAMMING on page 3.30-1.
to the NCM using MODBUS communications. The NOx
Adjust value, along with the WKI input, determines the
resulting NOx setpoint which is displayed on the HMI.

USER SETTINGS
A minimum of user settings are required for input to the
HMI and ESP for a successful setup of the NOx air fuel
ratio control.

ESP SETUP
The only ESP entries required for NOx air fuel ratio
control setup are the NOx adjust on the [F5] ignition
screen and the user WKI value on the [F5] ignition
screen. The NOx value will be constrained within the
engine’s specific application and model. Example; an
engine with a limit of 0.5 g/hp-hr (2.0 g/Nm3) typically will
have a setpoint range of 1.4 – 1.8 g/Nm3 (0.35 – 0.45 g/
hp-hr) (see PROGRAMMING NOX LEVEL on page
Figure 2.10-5: HMI Stepper Control
3.25-16 and PROGRAMMING WKI VALUE on page
3.25-13).

FORM 6354-2
2.10-4 © 8/2012
 SECTION 2.15
IGNITION SYSTEM DESCRIPTION

IGNITION SYSTEM DESCRIPTION • Ignition Coils (one per cylinder)

The ignition system consists of the following • Spark Plug Extension (one per cylinder)
components: • Spark Plugs (one per cylinder)
• ECU • Wire Harness
• IPM-D

Figure 2.15-1: ESM Ignition System Diagram

The ESM controls spark plug timing with a high-energy

digital capacitive discharge ignition system. The ignition
system uses the capacitor discharge principle that
provides a high variable energy, precision-timed spark
for maximum engine performance.
The ESM ignition system uses the ECU as its central
processor. Two magnetic pickups are used to input
information to the ECU. One pickup reads a magnet on
the camshaft, and the other senses the holes. See
Figure 2.15-1 for the ESM ignition system diagram.

IPM-D
The IPM-D is needed to fire the spark plug at the required
voltage (see Figure 2.15-2). The IPM-D is CSA-
approved for Class I, Division 2, Group D (T4
temperature rating), hazardous location requirements. Figure 2.15-2: IPM-D Location

FORM 6354-2
2.15-1 © 8/2012
IGNITION SYSTEM DESCRIPTION
IGNITION COILS SPARK PLUG EXTENSION
One ignition coil is provided for each cylinder. Each coil The spark plug extension consists of a silicone O-ring, a
is attached to the top of the valve cover (see Figure red high-temperature silicone rubber boot and a white
2.15-3). Teflon connector (see Figure 2.15-5).

NOTICE SPARK PLUGS

All three capscrews must be in place to properly retain All 12V/16V 275GL + engines are equipped with
each coil. Using only one or two of the three capscrews standard equipment spark plugs (P/N 69919D). One
provided may result in premature coil failure. single electrode/flashover protected spark plug is
provided for each of the cylinders. The spark plug has a
single electrode and a solid post terminal (see Figure
2.15-4). The spark plug’s center and ground electrodes
are made of iridium. It is designed for long reach with
improved performance for engines operated at very high
BMEP.

Figure 2.15-4: Spark Plug

Each spark plug is housed within a spark plug holder and
ignites the rich fuel mixture in the respective
Figure 2.15-3: Ignition Coils prechamber. The resulting flame torch then ignites the
lean mixture in the main combustion chamber.
The rocker arm covers have labels that state which spark
plugs are installed on the specific engine.

1 2 3

4
4

Figure 2.15-5: Spark Plug Extension

1 - Boot 3 - O-Ring
2 - Connector 4 - Dielectric Grease

FORM 6354-2
2.15-2 © 8/2012
 IGNITION SYSTEM DESCRIPTION

IGNITION THEORY
The ECU is calibrated to control spark timing. Timing can
vary with engine speed, intake manifold pressure,
engine-mounted knock sensors and several other
variables that optimize engine performance.
When a knock signal exceeds the knock threshold, the
ECU retards timing on an individual cylinder basis to
keep the engine out of knock. See ESM KNOCK
DETECTION AND TIMING CONTROL on page 2.15-
5 for more information.
Based on the calibration and readings, the ECU sends
an electronic signal to the IPM-D that energizes the
ignition coils to “fire” the spark plug. The IPM-D provides
automatically controlled dual voltage levels depending
on the operating conditions. See IGNITION Figure 2.15-7: Crankshaft Magnetic Pickup Location
DIAGNOSTICS on page 2.15-6 for more information.
Since the camshaft disc rotates at half the engine speed,
The IPM-D is a high-energy, capacitor discharge solid- the crankshaft must rotate twice for the engine cycle to
state ignition module. The power supply voltage is used end.
to charge the energy storage capacitor. This voltage is
then stepped up by the ignition coils. A signal from the
ECU triggers the IPM-D to release the energy stored in
ESM KNOCK DETECTION CONTROL
the capacitor. When the IPM-D receives the signal, the The ESM system includes knock detection and protects
energy in the ignition coil is used to fire the spark plug. Waukesha spark-ignited gas engines from damage due
to knock. Knock is the ignition of the end gas after spark
ESM-equipped engines have an index disc mounted on
ignition has occurred during normal combustion.
the camshaft gear and a magnetic pickup mounted on
the gear cover of the engine (see Figure 2.15-6). The Knock can be caused by site conditions, fuel or
index disc is always fixed at the same angular location combustion chamber deposits.
for every engine with ESM. The index disc has one
The ESM system detects knock by monitoring vibrations
magnet: the index magnet. The camshaft magnetic
at each cylinder with engine-mounted knock sensors
pickup determines which part of the four-stroke cycle the
(see Figure 2.15-8). When a signal exceeds a knock
engine is in.
threshold, the ESM system retards timing on an
individual cylinder basis to keep the engine, and each
cylinder, from “knocking.”

Figure 2.15-6: Camshaft Pickup Location

The crankshaft magnetic pickup is used to sense 36
reference holes in the flywheel (see Figure 2.15-7). This Figure 2.15-8: Knock Sensor
magnetic pickup signals to the ECU the angular position
of the crankshaft and engine speed (rpm).

FORM 6354-2
2.15-3 © 8/2012
IGNITION SYSTEM DESCRIPTION
The following are the main features of the ESM knock ESM KNOCK DETECTION THEORY
detection:
During normal combustion, the forward boundary of the
• The ESM system monitors for knock during every burning fuel is called the “flame-front.” Combustion in a
combustion event. gaseous air-fuel homogeneous mixture ignited by a
• A per-event measure of the knock level is compared spark is characterized by the rapid development of a
to a reference level to determine if knock is present. flame that starts from the ignition point and spreads
continually outward. When this spread continues to the
• Action taken by the ESM when knock is detected is
end of the chamber without abrupt change in its speed
proportional to the knock intensity identified.
or shape, combustion is called “normal.”
• The ESM requires no calibration of the knock
detection system by on-site personnel. The ESM Knock is due to the ignition of the end gas after spark
knock detection system is self-calibrating. ignition has occurred. The end gas is the remaining air-
fuel charge that has not yet been consumed in the
• If a knock is detected and the engine is shut down, the normal flame-front. When the end gas mixture beyond
ECU records in the fault log that knocking occurred, the boundary of the flame-front is subjected to a
even if a PC was not connected. combination of heat and pressure from normal
When a PC is connected to the ECU and the ESP combustion, knock will occur. If the knock has enough
software is active, the ESP software displays when force, the pressure in the chamber will spike, causing the
knock is occurring. If the engine is shut down due to structure of the engine to resonate, and an audible “ping”
knock, the shutdown and number of the knocking or “knock” will be heard.
cylinders are recorded in the fault log. Knock will depend on the humidity of intake air and the
temperature and pressure of the end gas in the
combustion chamber. Any change in engine operating
characteristics that affects end gas temperature will
determine whether knock will occur. The higher the end
gas pressure and temperature rise and the time to which
it is exposed to this severe stress, the greater the
tendency for the fuel to detonate.
If after a predetermined time, conditions do not permit
timing to be advanced from the most retarded timing
position and the engine will shut down. Either one or both
fault codes may occur:
• ESD224 is logged.
• ESD 335 with severe (uncontrolled) knock.
Avoiding knock conditions is critical since knock is
typically destructive to engine components. Severe
knock often damages pistons, cylinder heads, valves,
and piston rings. Damage from knock will eventually lead
to complete failure of the affected part. Knock can be
prevented; however, the conditions that promote knock
are extremely complex and many variables can promote
knock at any one time.

FORM 6354-2
2.15-4 © 8/2012
 IGNITION SYSTEM DESCRIPTION
Table 2.15-1: Knock Promoters and Reducers
PRESSURE, PSIA
PROMOTERS REDUCERS
OPEN SAMPLE
Lower Cylinder
Higher Cylinder Temperature WINDOW
Temperatures
KNOCK

Lower WKI Fuels Higher WKI Fuels END OF SAMPLE

WINDOW
More Advanced Spark
Less Advanced Spark Timing
Timing IGNITION
SPARK
Higher Compression Ratios Lower Compression Ratios
Higher Inlet Pressure Lower Inlet Pressure
Higher Coolant
Lower Coolant Temperatures
Temperatures
Higher IMAT Lower IMAT
Lower Engine Speeds Higher Engine Speeds
Lower Atmospheric Humidity Higher Atmospheric Humidity
TDC
Higher Engine Load Lower Engine Load
Stoichiometric AFR Lean or Rich AFR Figure 2.15-9: Windowing Chart
(Rich Burn Engine) (Without Engine Overload)
During knock, a unique vibration called “knock
Rich AFR (Lean Burn
Lean AFRs frequency” is produced. Knock frequency is just one of
Engine) many frequencies created in a cylinder during engine
Cylinder Misfire on operation. The knock sensors mounted at each cylinder
–
Neighboring Cylinders convert engine vibrations to electrical signals that are
routed to the ECU.
ESM KNOCK DETECTION AND TIMING CONTROL
The ECU removes the electrical signals that are not
The ESM senses knock with a technique called associated with knock using a built-in filter. When the
“windowing.” This technique allows the ESM to look for filtered signal exceeds a predetermined limit (knock
knock only during the combustion time when knock threshold), ESM retards the ignition timing for the
could be present. cylinder associated with that sensor by communicating
internally with the ignition circuitry that controls the
The “window” opens shortly after the spark plug fires to
IPM-D. The amount timing is retarded is directly
eliminate the effects of ignition noise. This noise is
proportional to knock intensity. So, when intensity
caused from the firing of the spark plug and subsequent
(loudness) is high, ignition timing is retarded more than
“ring-out” of coils. This “sample” window is closed near when knock intensity is low.
the end of the combustion event at a predetermined
angle ATDC in crankshaft degrees (see Figure 2.15-9). The ESM controls timing between two limits: Maximum
Advanced Timing and Most Retarded Timing.
Maximum advanced timing is variable and depends on
rpm, load and WKI value. The most retarded timing is a
predetermined limit.
The maximum advanced timing value is used in two
different ways. First, under normal loads, maximum
advanced timing is the timing limit. Second, when the
engine is under light load and cannot be knocking, it is
used as the timing for all cylinders.

FORM 6354-2
2.15-5 © 8/2012
IGNITION SYSTEM DESCRIPTION
In the event the ESM senses knock that exceeds the When the spark reference number reaches one of the
knock threshold, ignition timing will be retarded at an four programmed thresholds, an alarm is triggered.
amount proportional to intensity of knock sensed. Three of these four thresholds (low voltage, high voltage
Ignition timing will then be retarded until either the signal and no spark) were designed to be adjustable so the
from the knock sensor falls below the knock threshold or user can customize IPM-D predictive diagnostics to fit
the most retarded timing position is reached. As soon as the specific needs of each engine. Using the [F5] Ignition
conditions permit, the ESM will advance spark timing to panel in ESP, the user can adjust the fault’s alarm and
the maximum setpoint at a predetermined rate. point to compensate for site conditions and minor
variations in spark reference numbers between
If after a predetermined time, conditions do not permit
individual coils.
timing to be advanced from the most retarded timing
position, the ECU will perform the following actions: See IPM-D PROGRAMMING on page 3.25-15 for
• The engine will shut down after a predetermined time, programming information.
and ESD224 is logged. NOTE: The IPM-D default values are appropriate for all
• The red status LED on the ECU will blink the knock engine applications.
fault code. NOTE: Improper use of these adjustments may limit the
• ESD 335 with severe (uncontrolled) knock. effectiveness of IPM-D diagnostics.

IGNITION DIAGNOSTICS MONITORING IGNITION ENERGY FIELD

The IPM-D provides diagnostic information for both The “Ignition Energy” field on the [F5] Ignition panel
primary and secondary sides of the ignition coil. The indicates at what level of energy the IPM-D is firing the
IPM-D detects shorted spark plugs and ignition leads, spark plugs: Level 1 (low) or Level 2 (high). The pink
as well as spark plugs which require a boosted energy “Ignition Energy” field will signal the user whether the
level to fire or do not fire at all. The diagnostic information ignition level is LEVEL 1 or LEVEL 2.
is provided through a CAN between the ECU and During normal engine operation, the IPM-D fires at a
IPM-D, and then to ESP and the customer’s local control Level 1 (normal) ignition energy. The IPM-D fires at a
panel via MODBUS. Level 2 (high) ignition energy on engine start-up or as a
Four thresholds calibrated by Waukesha have been result of spark plug wear. When sufficient spark plug
programmed into the ECU to trigger four different levels wear is monitored, IPM-D raises the power level of the
of alarm: ignition coil. If the ignition energy is raised to Level 2
(except on start-up), an alarm is triggered to alert the
• Primary: Indicates a failed ignition coil or faulty operator.
ignition wiring.
Once Level 2 energy is applied, the spark reference
NOTE: Another possible cause of a primary alarm number will decrease initially, but the Fault Log will
would be the activation of the red lockout or E-Stop indicate the cylinder number of the spark plug that is
switch on the side of the engine while the engine is wearing out.
running.
• Low Voltage: Indicates a low voltage demand
condition that may have resulted from a shorted coil or
secondary lead, deposit buildup or a failed spark plug
(failure related to “balling” or shorting).
• High Voltage: Indicates that a spark plug is becoming
worn and will need to be replaced. When this limit is
exceeded, the “Ignition Energy” is raised to a level 2.
See MONITORING IGNITION ENERGY FIELD on
page 2.15-6.
• No Spark: Indicates that a spark plug is worn and must
be replaced.

FORM 6354-2
2.15-6 © 8/2012
 IGNITION SYSTEM DESCRIPTION
MONITORING SPARK REFERENCE NUMBER
Predictive diagnostics based on a spark reference
number for each cylinder is used to monitor each spark
plug’s life. The spark reference number is an arbitrary
number based on relative voltage demand at the spark
plug and is calculated each time the cylinder fires. The
spark reference number is displayed for each cylinder
on the [F5] Ignition panel in ESP.
Spark reference numbers can be used to represent
spark plug electrode wear (gap) and can be monitored
(for example, with MODBUS) and trended to predict the
time of spark plug failure. The usefulness of the spark
reference number lies in how much a number changes
over time as a spark plug erodes. Based on a thorough
trend analysis of the spark reference numbers, the user
may want to adjust the high, low or no spark voltage
limits. It will take some testing and adjustment to obtain
thresholds that optimize the use of these features. For
maximum benefit, the spark reference number for each
cylinder should be recorded at normal operating load
with new spark plugs installed and then monitored over
a period of time for changes.
The Spark Reference Number fields on the [F5] Ignition
panel display the spark reference number for each
cylinder. As the secondary voltage increases, the spark
reference number also increases. A gradual increase in
the spark reference number is expected over time as the
spark plug wears. The closer to end of spark plug life,
the faster the spark reference number will increase.

FORM 6354-2
2.15-7 © 8/2012
IGNITION SYSTEM DESCRIPTION

This Page Intentionally Left Blank

FORM 6354-2
2.15-8 © 8/2012
 SECTION 2.20
AIR INTAKE SYSTEM DESCRIPTION

AIR INTAKE COMPONENT DESCRIPTION

3
The air intake system consists of the following 2
components: 1
• Air Filtration System (optional or customer supplied)
• Turbocharger
(see TURBOCHARGER SYSTEM DESCRIPTION on
page 2.25-1)
• Intercooler
• Carburetor
• Intake Manifold

AIR FILTRATION SYSTEM

The customer-supplied air filtration system must be
99.7% efficient (coarse dust per ISO 5011). The
maximum permissible air intake restriction is 381 mm-
H2O (15 inch-H2O) as measured outside of the engine
within 61 cm (2 ft) of the compressor inlet. Service the
air filtration system in accordance with the
manufacturer’s instructions. Figure 2.20-1: Intercooler

1 - Vent 3 - Intercooler
INTERCOOLER
2 - Plug
The intercooler is mounted on the front of the engine
(see Figure 2.20-1). Heated compressed air from the OPTIONAL AIR FILTRATION SYSTEM
turbochargers enters the intercooler and flows over a
series of tubes through which the auxiliary coolant is The optional air filtration system used on the
circulated. This reduces the temperature of the 12V/16V 275GL + is shipped loose with the engine and
compressed air. By reducing air temperature entering is set up by the customer in the area of the mounted
the engine, the charge density is increased and a denser engine.
air/fuel charge enters the cylinders. As a result, more Each air cleaner assembly consists of three sets of
horsepower is produced for a given cylinder filters. Each set is made up of a prefilter and a main filter
displacement, which will increase performance and element. The prefilter removes large particles and heavy
lower emission levels. concentrations of dirt from the air. The main filter
removes the finer particles.
The prefilter is a disposable glass-fiber pad held in a
galvanized frame. It is a highly efficient, high dust
holding, low-pressure drop filter suited for use as an
engine intake prefilter.

FORM 6354-2
2.20-1 © 8/2012
AIR INTAKE SYSTEM DESCRIPTION
The glass-fiber pad is compressed into the retaining The 12V/16V 275GL + uses a Venturi carburetion
frame, and the density of the pad increases its efficiency. system that consists of a mixer venturi, a throttle valve,
Nominal element size is 610 mm x 610 mm x 51 mm (24 a main adjustment screw, an induction elbow, and the
in. x 24 in. x 2 in.). necessary elbows and tubes to allow the system to
function. The throttle valve operated by the governor
The main air filter element is a disposable element that
controls the flow of air. The mixer body allows fuel gas
is a heavy-duty, high-efficiency, dry type that is suitable
to be drawn into the air stream. The adjustment screw
for variable air volume. The media pack consists of glass
controls the fuel gas to the mixer body. This system is
media of graduated density that ensures full depth
mounted in the vee of the crankcase (see Figure
loading. The filter media is folded between aluminum
2.20-2).
separators in a pleated design. The advance media
consists of minute glass fibers finely woven into a glass If fuel system adjustments are necessary, see FUEL
mat that is capable of withstanding temperatures up to SYSTEM MAINTENANCE on page 4.05-1.
148°C (300° F).

CARBURETOR AND INTAKE MANIFOLD

The carburetor and intake manifold are located in the
vee of the crankcase (see Figure 2.20-2). The carburetor
produces a combustible mixture by automatically mixing
air and fuel in the proper proportions.

Figure 2.20-2: Carburetor – (16V 275GL + Shown)

1 - Main Adjustment 3 - Throttle Valve

Screw (MAS) 4 - Induction Elbow
2 - Carburetor Mixer
Body
A single intake manifold connects the intake ports of all
cylinders and equally distributes the air/fuel mixture to
each. The intake manifold inlet temperature may be up
to a maximum of 10°C (18°F) above the design
intercooler water inlet temperature.

FORM 6354-2
2.20-2 © 8/2012
 SECTION 2.25
TURBOCHARGER DESCRIPTION

TURBOCHARGER SYSTEM DESCRIPTION ESM TURBOCHARGER CONTROL

Two turbochargers are mounted on a bracket on the Turbocharger control is completely integrated into the
front of the 12V/16V 275GL + engines (see Figure ESM. The ESM turbocharger control consists of the ECU
2.25-1) . While the turbine side of the turbocharger is part and two turbocharger control actuators that control the
of the exhaust system, the compressor side is part of the exhaust wastegate and air bypass valves.
air intake system; a shaft connects the two. When the The ESM turbocharger control is designed to control
turbine spins through the expansion of exhaust gases flow rates through the compressor side and turbine side
exiting the engine, the movement of the compressor of the turbochargers to prevent surge and overspeed,
wheel causes the air passing through the air cleaner en while maintaining proper throttle reserve. Flow through
route to the carburetor to be compressed. the compressor is controlled via the bypass, whereas
flow through the turbine is controlled via the wastegate.
The bypass valve controls air flow through the
compressor side of the turbocharger. Its main function
is to prevent turbocharger surge, which refers to the
reversal of flow through the compressor side of the
turbocharger. This occurs if the compressor is supplying
a relatively low flow of air to the engine while having a
pressure ratio (boost pressure/inlet pressure) that is too
high. To counteract this problem, the flow can be
increased through the compressor by opening the
bypass valve, which redirects air from the compressor
outlet to the turbine inlet, which “bypasses” the engine
(see Figure 2.25-2). Excess air is directed upstream of
the turbine to maintain turbocharger speed and air flow
through the compressor without increasing air flow to the
engine.
Figure 2.25-1: Turbocharger (16V 275GL + Shown)

FORM 6354-2
2.25-1 © 8/2012
TURBOCHARGER DESCRIPTION

ENGINE
CYLINDER

EXHAUST FLOW AIR TO ENGINE

EXHAUST STACK
AIR OUT

WASTEGATE THROTTLE
VALVE INTERCOOLER
BYPAS S
VALV E

AIR IN
TURBINE COMPRESSOR

TURBOCHARGER

Figure 2.25-2: ESM Turbocharger Wastegate and Bypass Valving

The wastegate valve controls exhaust flow through the The third area that is monitored is the compressor inlet
turbine side of the turbocharger. Its main function is to air temperature. The cooler the air is, the more dense it
maintain the pressure ratio across the compressor by becomes; the warmer the air, the less dense it becomes.
directing a portion of the exhaust flow around the The bypass has a temperature compensation routine
turbocharger (see Figure 2.25-2). that adjusts position to compensate for changes in inlet
temperature.
ESM Turbocharger Control Description
The fourth area monitored is engine operating speed,
The ESM turbocharger control consists of the ECU and which is used for the bypass, wastegate and throttle
two turbocharger control actuators that control the reserve maps.
exhaust wastegate and bypass valves. The
turbocharger control monitors four areas on the engine
to determine wastegate and bypass valve position. The
first area that it monitors is the pressure differential, or
throttle reserve, across the carburetor and throttle plate.
Pressure differential is determined by the difference in
pressure between two points. The first point is referred
to as the boost pressure, which measures the pressure
at the turbocharger’s compressor outlet. The boost
pressure sensor is located before the carburetor,
upstream of the throttle.
The second area that the turbocharger control monitors
is the intake manifold pressure, referred to as IMAP. The
IMAP is calculated by taking the average of two sensors
located in the intake manifold, downstream of the
throttle.

FORM 6354-2
2.25-2 © 8/2012
 TURBOCHARGER DESCRIPTION
Bypass, Wastegate and Throttle Reserve Maps Resetting Learning Tables
The bypass valve position is controlled by a bypass map. 1. Shut engine down.
This bypass map represents the position the bypass 2. In ESP go to the [F11] Advanced panel (see Figure
valve should be in at a given rpm and IMAP. At each 2.25-3).
different rpm value, a pressure and position is mapped.
The wastegate valve is controlled through both a
programmed wastegate position map and a
programmed throttle reserve map. The wastegate
position map is used to provide an initial wastegate
position, based on speed and boost pressure. The
throttle reserve map represents what the desired
reserve pressure should be in at a given rpm and IMAP.
If the throttle reserve that results from that initial
wastegate position does not match the desired reserve
from the throttle reserve map, the wastegate position will
change until the measured reserve matches the desired
reserve. The wastegate will open to lower reserve and
close to increase reserve. In order for the wastegate
control to learn a new position, the engine speed and
Figure 2.25-3: Advanced Functions Panel
throttle must be stable. (16V 275GL + Shown)
Once the wastegate has learned the new position that 3. Click the “Reset Wastegate Learning Table...”
provides proper throttle reserve for a given speed and button to bring up the “Reset Learning Tables” pop-
boost pressure, that position is used as the new initial up window (see Figure 2.25-4).
position in the wastegate position map. This “learned”
wastegate position map is stored in the ECU and is
preserved even if the engine is shut down and restarted.
There is a fixed, calibrated limit on the engine and the
wastegate position is allowed to deviate from its initial,
unlearned position map, while the engine is running.
There are certain conditions in which the learning
functionality can learn an improper value. This can occur
if the engine is starved for fuel or in some condition that
causes the throttle to be wide open, which would cause
the throttle reserve to drop. The wastegate control would
begin to close in order to increase reserve, and that
wastegate position could then become the learned value
for that given speed and boost pressure. When the
problem that caused the throttle to go wide open is fixed,
the map would have a bad value in that particular spot.
Figure 2.25-4: Reset Learning Tables Window
If the engine returns to that value, it would become
unstable and it could be necessary to reset the BYC 4. Click the “Reset BYC Boost Table” button to reset
boost learning table. See Resetting Learning Tables on the learning table. The turbochargers control will
page 2.25-3 for more information. now operate with the original table from when the
engine was built.
5. Restart the engine, and allow the control to relearn
its positions.

FORM 6354-2
2.25-3 © 8/2012
TURBOCHARGER DESCRIPTION
Turbocharger Surge TURBOCHARGER WASTEGATE
The term turbocharger surge is used to describe the The wastegate is located at the outlet of each exhaust
“banging” or “swishing” that can be heard from an manifold. The wastegate valve controls exhaust flow
engine’s turbocharger. Turbocharger surge commonly through the turbine side of the turbocharger. Its main
occurs at partial load and low speed when the volume of function is to maintain the pressure ratio across the
air required by the engine is substantially less than that compressor by directing a portion of the exhaust flow
required by the turbocharger to prevent flow reversal, around the turbocharger.
which is what happens when a turbocharger surges.
Although not normally detrimental to engine
components, turbocharger surge results in poor engine
performance. Pressure ratios can drastically spike when
shedding engine load, due to the rapid closing of the
throttle to prevent the engine from overspeeding. When
the throttle closes quickly, volume of air upstream of the
throttle can experience a sharp rise in pressure, which
can cause turbocharger surge.
The ESM turbocharger control is a flexible, electronic
method of turbocharger control that is able to respond to
these frequently changing conditions, resulting in
improved turbocharger efficiency and engine
performance. The ESM turbocharger control allows for
the best match between the engine and the turbocharger
under a wide range of altitudes and changing ambient
conditions by electronically controlling bypass and
wastegate settings.

TURBOCHARGERS
The engine uses two turbochargers mounted on a
bracket at the front end of the engine (see Figure
2.25-5) . The turbine side of the turbocharger is part of
the exhaust system and the compressor side is part of
the intake system. Specific details regarding the function
and servicing of the turbochargers are covered in
TURBOCHARGER MAINTENANCE on page 4.15-
3.

Figure 2.25-5

FORM 6354-2
2.25-4 © 8/2012
 SECTION 2.30
COOLING SYSTEM DESCRIPTION

COOLING SYSTEM DESCRIPTION JACKET WATER TEMPERATURE CONTROL VALVE

The cooling system consists of the following Thermostatic valves maintain the jacket water
components: temperature at 82°C (180°F). The thermostatic valves
are enclosed in a thermostat housing (see Figure
• Jacket Water Pump
2.30-1). The thermostatic valves keep the engine
• Jacket Water Passages temperature uniform by blending the circulating coolant.
• Jacket Water Temperature Control Valve
• Customer-Supplied Cooler
• Auxiliary Water Pump

JACKET WATER PUMP

Gear-driven by the crankshaft, the jacket water pump is
mounted on the front of the engine directly above the oil
pump. Water exiting the pump is piped into the engine
inlet to provide a supply of coolant for the cylinder heads
and cylinder sleeves. The intake side of the pump is
flanged for customer connection.

JACKET WATER PASSAGES

The water supply manifold is integrally cast as part of the
crankcase and receives coolant from the jacket water
pump. The coolant passes to the water jacket, where it
is circulated around the cylinder sleeve and up through
the guide sleeve into the cylinder head. The supply Figure 2.30-1
manifold works in conjunction with the jacket water and
water collection manifold to circulate coolant throughout The thermostatic valves remain closed while the engine
the engine. is warming up, so the water pump circulates coolant
through the engine water jacket only. The water jacket
Both the crankcase and cylinder head contain holds a small amount of the total coolant solution. This
passageways through which the coolant flows around results in rapid engine warm-up when the thermostat is
the cylinder sleeves and valve seats. Together, these closed and efficient cooling when the thermostat opens.
passages make up the jacket water system. The jacket The thermostat opens as the engine warms up to its
water capacity is: normal operating temperature. The coolant then flows
• 503 L (133 gal) for the 16V 275GL + from the engine to the heat transfer device.
• 379 L (100 gal) for the 12V 275GL + CUSTOMER-SUPPLIED COOLER
The heat transfer device may be a radiator, cooling
tower, heat exchanger or some other device.

FORM 6354-2
2.30-1 © 8/2012
COOLING SYSTEM DESCRIPTION
AUXILIARY WATER PUMP
The auxiliary water pump is gear-driven by the
crankshaft and is located on the front of the engine next
to the jacket water pump (see Figure 2.30-2).

5
2 4

Figure 2.30-2: Jacket and Auxiliary Water Connections (16V 275GL + Shown)

1 - Jacket Water Outlet 4 - Auxiliary Water Inlet

2 - Jacket Water Pump 5 - Jacket Water Inlet
3 - Auxiliary Water Outlet 6 - Auxiliary Water Pump
The discharge of the auxiliary water pump flows through AUXILIARY WATER TEMPERATURE CONTROL
the intercooler and oil cooler. Coolant exiting the oil VALVE
cooler flows to a customer-supplied cooler before it
The auxiliary water temperature control valve is mounted
passes back to the auxiliary water pump temperature
on the front of the auxiliary water pump. The valve
control valve to complete the circuit.
maintains the auxiliary water temperature at the
intercooler inlet at 54°C (130°F) according to application
on the 12V/16V 275GL +.

FORM 6354-2
2.30-2 © 8/2012
 COOLING SYSTEM DESCRIPTION

COOLING SYSTEM THEORY

1 2
Coolant from the heat transfer device enters the jacket
water pump mounted on the front of the engine.
The coolant is then directed to the water manifold. After
the coolant is circulated around the cylinder sleeves, it
passes up into the cylinder head through the guide
sleeve (see Figure 2.30-3).

4 3

3
Figure 2.30-4: Bore-Cooled Cylinder Head

1 - Cylinder Head 3 - Water-Cooled

4 2 - Water Inlet Valve Seat
4 - Igniter Sleeve

Figure 2.30-3: Cylinder Sleeve / Water Guide Assembly

1 - Water Guide 3 - Cylinder Sleeve

Sleeve 4 - Crankcase
2 - Water Guide
The coolant flows around the valve seats and the
cylinder head (see Figure 2.30-4 and Figure 2.30-5).
Figure 2.30-5: Cylinder Head and Igniter Sleeve Cooling
The exhaust manifold is a dry manifold and has no
coolant flow through it. Coolant flow is routed back to the
heat transfer device after it flows through the cylinder
heads.

FORM 6354-2
2.30-3 © 8/2012
COOLING SYSTEM DESCRIPTION

This Page Intentionally Left Blank

FORM 6354-2
2.30-4 © 8/2012
 SECTION 2.35
LUBRICATION SYSTEM DESCRIPTION

LUBRICATION SYSTEM DESCRIPTION OIL PUMP AND PRESSURE REGULATING VALVE

The lubrication system consists of the following The oil pump is externally mounted at the front of the
components: engine and is gear-driven by the crankshaft The pump
contains an integral spool-type pressure regulating
• Oil Sump and Suction Line
valve (see Figure 2.35-1).
• Oil Pump
• Pressure Regulating Valve
• Oil Feedback System
• Cold Oil Relief Valve
• Full-Flow Oil Filters 1

• Filter Relief Valves

• Oil Temperature Control Valves
• Oil Cooler
NOTE: See latest edition of Form 1091, Installation of
Waukesha Engines & Enginator Systems, for lubrication
requirements in standby applications.

OIL SUMP AND SUCTION LINE (PICKUP / SUPPLY) 2

The bottom of the crankcase is enclosed by an oil sump
of welded sheet steel. Perforated plates separate the oil
sump from the crankcase to prevent foreign matter from Figure 2.35-1: Oil Pump Pressure Regulator
getting into the lubricant. A suction pipe draws the oil
1 - Oil Pump 2 - Pressure Regulator
from the lowest point in the sump. At the front end there
Valve
are flange connections for the main oil pump, prelube oil
pump and the oil inlet and discharge lines. In the bottom When the oil pressure exceeds the valve setting, the
of the sump are cleaning openings sealed with blind valve opens and the excess oil is returned to the sump.
flanges. The valve maintains oil pressure, regardless of the
engine speed or the oil temperature.
Sump capacity, including filters and coolers:
NOTE: Oil pressure should be set at 415 – 450 kPa (60
• 833 L (220 gal) for the 12V 275GL +
– 65 psi) with the oil temperature at 78°C (172°F) and the
• 1041 L (275 gal) for the 16V 275GL + engine operating at 900 – 1,000 rpm.

FORM 6354-2
2.35-1 © 8/2012
LUBRICATION SYSTEM DESCRIPTION
OIL FEEDBACK SYSTEM FULL-FLOW OIL FILTERS
The oil feedback system allows oil pressure to be set at The 12V/16V 275GL + engine uses an oil filtering
Waukesha’s high oil pressure specification and self- system consisting of six replaceable filter cartridges
compensate for oil filter restriction. mounted to a filter housing located on the engine
flywheel end (see Figure 2.35-3). The oil filters are full-
The pressure regulating valve is adjusted on the outside
flow type. Each filter cartridge contains a bypass valve
of the engine through the use of an adjustment screw.
that prevents the loss of oil circulation due to a dirty filter.
The screw is located behind the sealing plug on the
pressure regulating valve.

COLD OIL RELIEF VALVE

In addition to the Pressure Regulating Valve on the oil
pump, there is a cold oil pressure relief valve located on
the oil filter housing at the flywheel end of the engine.
This regulating valve provides additional relief capacity
to prevent oil pressure from exceeding 827 kPa
(120 psig) when starting the engine with cold oil
(minimum 15.5°C [60°F]).

Figure 2.35-3: Oil Filter

FILTER RELIEF VALVES

Figure 2.35-2
With new filter elements, the pressure drop through the
filter is minimal. However, if the elements were to get
clogged, the high differential pressure opens the relief
valves and oil bypasses the filter elements en route to
the engine. Acting as a safety device, the relief valves
ensure that the engine receives a supply of lubrication
oil, although unfiltered. The internal relief valves are set
at 208 kPa (30 psi). ESM will alarm on high oil pressure
differential at 165 kPa (24 psi).

FORM 6354-2
2.35-2 © 8/2012
 LUBRICATION SYSTEM DESCRIPTION
OIL TEMPERATURE CONTROL VALVE The result of this operation is rapid warm-up when the
thermostatic valves are closed and efficient cooling
The oil inlet temperature as measured at the oil header
once the valves open.
typically is 78°C (172°F) (see Table 2.35-1 and Table
2.35-2). The thermostatic valves are enclosed in the oil The temperature of the coolant passing through the oil
filter base. cooler is controlled by a heat transfer device. The oil
temperature range is 71° – 82°C (160° – 180°F).
Table 2.35-1: Oil Inlet Temperature

OIL INLET TEMPERATURE AT THE OIL HEADER OIL COOLER

Normal Alarm Shutdown The oil cooler is mounted to the oil filter base at the
flywheel end of the engine (see Figure 2.35-5). The
78°C 86°C 92°C
cooler is a plate-type arrangement. The oil flows through
(172°F) (187°F) (197°F)
the plates while the coolant passes around the plates.
Table 2.35-2: Oil Inlet Pressure

OIL HEADER PRESSURE

Normal Alarm Shutdown
415 – 450 kPa 345 kPa 310 kPa
(60 – 80 psi) (50 psi) (45 psi)

In operation, the thermostatic valves remain fully closed

while the engine is warming up. The flow from the oil
pump enters oil inlet port of the oil temperature control
valve (see Figure 2.35-4). Oil that has passed through
the oil cooler enters the control valve at oil cooler oil in
port and mixes with the hot oil from oil inlet port. This
blended oil passes through oil outlet port to the oil filter
and oil strainers en route to the oil header.

Figure 2.35-5: Oil Cooler (16V 275GL + Shown)

1
LUBRICATION SYSTEM THEORY
The oil pump draws the oil from the sump and delivers it
to the cooler and the full-flow oil filters. After passing
4
through the filters, the flow is directed to the internal oil
distribution system.

2 Oil flows from the main bearings through drillings in the

crankshaft to the connecting rod bearings. The flow
passes through drillings in the connecting rods to the
3
piston pin bushings. Pressurized oil flows from the piston
pin bushing area to an open chamber cast into the piston
Figure 2.35-4: Oil Temperature Control Valve head (see Figure 2.35-6 and Figure 2.35-7).
1 - Oil Filter Base 3 - Oil Inlet from Oil
2 - Oil Outlet to Filters Pump
4 - Oil Cooler Oil Out
The thermostatic valves open as the engine warms up
to its normal operating temperature. The valves begin to
open at 76°C (168°F) and are fully open at 82°C (180°F).
The gradual opening of the thermostatic valves diverts
the flow of oil through the oil cooler.

FORM 6354-2
2.35-3 © 8/2012
LUBRICATION SYSTEM DESCRIPTION
From the oil distribution pipe located at the flywheel end
of the crankcase, oil is supplied by internal piping to the
spray nozzles that lubricate the camshaft drive. Oil is
1 2 also supplied to the camshaft drive gear bearings by
external pipes that are connected to ports in the engine
housing. At the front of the engine, external pipes branch
off the oil header to provide a supply of oil to the
lubricating points of the water pump and to spray nozzles
that lubricate the auxiliary drive gears.
3
An anti-polish ring on the inside of the liner cleans the
carbon off the piston top land, allowing more combustion
pressure down alongside the piston to seat the piston
rings.

PRELUBE / POSTLUBE SYSTEM

The prelube function is necessary to purge the
lubrication system of air and to ensure that all moving
parts, especially the turbochargers, are properly
Figure 2.35-6: Piston Cooling lubricated before the engine is started. The postlube
1 - Oil Drain 3 - Oil Supply function ensures that sufficient heat is removed from the
2 - Cooling Coil engine after shutdown. It is important in preventing
damage to the turbochargers.

PRELUBE / POSTLUBE SPECIFICATIONS

2
NOTE: Automatic prelube and postlube are mandatory.
1. Run the prelube system for a full 90 seconds before
1
each engine start to ensure that all moving parts,
especially the turbochargers, are properly lubricated
(special attention must be given to new
turbochargers or those that have been stored).
2. Postlube the engine up to 60 seconds
(recommended) after every shutdown.

NOTICE
Excessive postlube may flood turbochargers.

Figure 2.35-7: Piston Cooling

1 - Oil Supply 2 - Cooling Coil

Oil also passes from the main oil gallery through the
internal distribution piping system to individual feeder
lines at each cylinder, where it is fed to the camshaft
brackets, rocker arm shafts, rocker arms and
turbochargers. This oil then returns to the oil sump by
gravity flow through the clearances around the push rod
tubes.

FORM 6354-2
2.35-4 © 8/2012
 LUBRICATION SYSTEM DESCRIPTION

CENTRIFUGE CLEANABLE OIL

FILTERING SYSTEM
The centrifuge oil filtering system consists of a
centrifuge, using a removable paper insert (see Figure
2.35-8). The centrifuge is installed as a bypass system,
working in conjunction with the full-flow filter. The
centrifuge is driven by the engine’s oil pressure. The
spinning action of the centrifuge’s internal turbine
assembly develops a force that exceeds 2000 Gs, which
compacts the contaminants against the turbine’s
housing. The centrifuge will remove oil-contaminating
particles as small as 0.5 microns. The full-flow filter
elements remove remaining particles as small as 25
microns absolute.

Figure 2.35-8: Engine-Mounted Centrifuge Assembly

1 - Shutoff Valve 2 - Filter Support

FORM 6354-2
2.35-5 © 8/2012
LUBRICATION SYSTEM DESCRIPTION

This Page Intentionally Left Blank

FORM 6354-2
2.35-6 © 8/2012
 SECTION 2.40
EXHAUST MANIFOLD SYSTEM DESCRIPTION

EXHAUST SYSTEM COMPONENT EXHAUST SYSTEM INSULATION

DESCRIPTION The exhaust manifold and turbocharger tubing are
The exhaust system consists of the following covered with an exhaust hard panel insulation. This
components: special high-temperature insulation is formed to fit
securely onto the manifold sections and turbocharger
• Exhaust Manifold Segments (one per cylinder) tubing.
• Exhaust Thermocouples
– 16V 275GL + (20)
– 12V 275GL + (16)
• Exhaust System Insulation Blankets
• Exhaust Piping and Flexible Connections (customer-
supplied)

EXHAUST MANIFOLD SEGMENTS

The 16V 275GL + manifold consists of eight individual
cast-iron segments on each side, one exhaust manifold
segment per cylinder. The 12V 275GL + manifold
consists of six individual cast-iron segments on each
side, one exhaust manifold segment per cylinder.
Bellows are installed between each segment. This
manifold is a dry manifold and does not use water
cooling (see Figure 2.40-2).
Figure 2.40-1: Exhaust Hard Panel Insulation
(16V 275GL + Shown)
EXHAUST THERMOCOUPLES
Thermocouples are used to monitor engine exhaust EXHAUST PIPING AND FLEXIBLE CONNECTIONS
temperatures. The 16V 275GL + engine has 20
All external piping and flexible connections are
thermocouples and the 12V 275GL + has 16
customer-supplied.
thermocouples. One thermocouple is provided for each
of the cylinders and measures the exhaust temperatures
within the respective cylinder head exhaust port. There
is also one post-turbine and one pre-turbine
thermocouple for each turbocharger. The pre-turbine
exhaust thermocouple is only intended to be used as a
general indication of the relative exhaust temperature.

FORM 6354-2
2.40-1 © 8/2012
EXHAUST MANIFOLD SYSTEM DESCRIPTION

2
3 4

3
3

3 5

Figure 2.40-2: Exhaust System Components (16V 275GL + Left Bank Shown)

1 - Turbocharger Connection 4 - Bellows Assembly

2 - Exhaust Manifold Segment 5 - Exhaust Branch End Cap
3 - Spiral Gasket 6 - Water Manifold Support Bracket

FORM 6354-2
2.40-2 © 8/2012
 SECTION 2.45
CRANKCASE BREATHER SYSTEM DESCRIPTION

VENTILATION SYSTEM COMPONENT

DESCRIPTION
The crankcase ventilation system rids the engine of 1
harmful vapors and gases. The engine-mounted
breather pipe is intended for connection to the 2
crankcase ventilation equipment. The components
consist of:
• Blower with Electric Motor
• Restriction Valve
• Customer Supplied Piping
• Check Valve 3
• Crankcase Pressure Relief Values 4
5
BLOWER WITH ELECTRIC MOTOR
6
The blower ventilates the crankcase to maintain a
7
negative crankcase pressure (see Figure 2.45-1).

Figure 2.45-1: Recommended Crankcase Ventilation

System

1 - Crankcase 5 - Discharge Outlet

2 - Crankcase 6 - Ventilation Blower
Connection 7 - Blower Mounting
3 - Check Valve Bracket
4 - Restriction Valve

RESTRICTION VALVE
The restriction valve is used to adjust and maintain the
crankcase pressure at the recommended specification.

CUSTOMER-SUPPLIED PIPING
Piping installed by the customer to discharge gases per
local code.

CHECK VALVE
The check valve prevents air from flowing back into the
crankcase, while allowing air movement toward the
blower.

FORM 6354-2
2.45-1 © 8/2012
CRANKCASE BREATHER SYSTEM DESCRIPTION
CRANKCASE PRESSURE RELIEF VALVES
As a safety precaution, crankcase pressure relief valves
are supplied (see Figure 2.45-2). The valves open fully
when the pressure in the crankcase exceeds 6.9 kPa
(1 psi) and close tightly and quickly to prevent the inflow
of air after the internal pressure has been relieved. In this
way, the possibility of a secondary explosion is greatly
reduced. The valves do not prevent crankcase
combustion, but only reduce the peak pressures during
combustion, thereby minimizing damage.

Figure 2.45-2: Crankcase Pressure Relief Valve

Since there are always flames present in any explosion,
the valve incorporates an internal flame trap to retard the
emission of flame while the valve is venting. The flame
trap is of an oil-wetted wire gauze design. The cooling
capacity of the gauze is doubled when it is oil-wetted, a
condition affected 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.
NOTE: The 16V 275GL + engine is equipped with eight
crankcase relief valves and the 12V 275GL + engine is
equipped with seven crankcase relief valves.
Exercise and inspect the crankcase pressure relief
valves annually to ensure that they are in proper working
condition. See CRANKCASE BREATHER SYSTEM
MAINTENANCE on page 4.35-1 for additional
information.

FORM 6354-2
2.45-2 © 8/2012
 SECTION 2.50
START-STOP CONTROL SYSTEM DESCRIPTION

START-STOP CONTROL DESCRIPTION START SEQUENCE

The ESM manages the start, normal stop and See Figure 2.50-3 for Start Flow Diagram.
emergency stop sequences of the engine, including During the start sequence, the ESM performs the
prelube and postlube. Logic to start and stop the engine following steps:
is built into the ECU, but the user/customer supplies the
interface (user panel) (control panel buttons, switches, • Prelubes engine (programmable from
touch screen) to the ESM. 0 – 10,800 seconds from the Prelube Time field
located on the [F3] Start-Stop panel)
The ESM’s start-stop process is controlled by the
• Engages starter motor (programmable rpm range
following digital inputs:
using ESP software)
• Start Signal – a momentary “high” (8.6 – 36 volts) input
• Turns ignition on (after a user-calibrated purge time
to the ECU indicating the engine should be started.
using ESP software)
The minimum duration of the signal is 1/2 second but
should not exceed 1 minute. • Turns main fuel on (programmable above a certain
rpm and after a user-calibrated purge time using ESP
• Run/Stop Signal – a continuous “high” (8.6 – 36 volts)
software)
input to the ECU indicating the engine should be
running. When this input goes “low” (less than • Turns prechamber fuel on (programmable above a
3.3 volts), the ECU performs a normal shutdown. certain rpm and after a user-calibrated purge time
using ESP software)
• Emergency Stop Signal – a continuous “high” (8.6 – 36
volts) input to the ECU indicating the engine is OK to When the user initiates a start from the user panel, a
run. When the input is “low” (less than 3.3 volts), the signal is sent to the ECU to begin the start procedure.
ECU performs an emergency shutdown. After receiving a start signal, and confirming the
• For the engine to start, the start signal must be emergency stop and run/stop signals are high, the ECU
configured as a momentary event such that it goes prelubes the engine for a user-calibrated period of time.
“high” (8.6 – 36 volts) for at least 1/2 second (not to Once the prelube is complete, the starter is activated.
exceed 1 minute). In addition, to start the engine, the The ignition is energized after the engine has rotated
shutdown signals must both be “high” (8.6 – 36 volts). through a minimum of two complete engine revolutions
Although the start signal must go “low” (<3.3 volts) and a user-calibrated purge timer has expired. When the
after starting, the shutdown signals must remain high engine speed reaches an rpm determined by
for the engine to run. If either shutdown signal goes Waukesha, the main gas shutoff valve is energized. After
low, even for a fraction of a second, the engine will the engine speed exceeds a slightly higher rpm, the
stop. prechamber main gas shutoff valve is energized at an
rpm calibrated by Waukesha, factoring in the value
located in “Starter OFF RPM adj” field located on the [F3]
Start-Stop panel. The engine then increases speed until
it reaches its governed rpm.
Once the starter is activated, a timing circuit begins. If
the engine does not reach a minimum rpm within a
calibrated amount of time, the ECU will initiate a
shutdown and de-energize the starter.

FORM 6354-2
2.50-1 © 8/2012
START-STOP CONTROL SYSTEM DESCRIPTION
NORMAL SHUTDOWN SEQUENCE EMERGENCY SHUTDOWN SEQUENCE
See Figure 2.50-4 for Stop Flow Diagram. ! WARNING
During the normal shutdown sequence, the ESM
performs the following steps: Use an emergency shutdown to
• Begins cooldown period (programmable using ESP stop the engine to avoid
software) imminent personal injury or
property damage. Never use an
• Shuts off fuel
emergency shutdown to stop
• Stops ignition when engine stops rotating the engine under normal
• Postlubes engine (programmable from circumstances, as this may
0 – 10,800 seconds using the [F3] Start-Stop panel) result in unburned fuel in the
exhaust system which could
NOTE: When performing a normal engine shutdown, ignite.
the engine should be stopped by causing the normal
stop (or run/stop) input to go “low.” This turns off the fuel
supply before ignition is halted, eliminating unburned NOTE: The emergency shutdown button should be
fuel. It runs the postlube procedure supplying oil to vital pulled out (OFF position) at all times, unless an
engine components. emergency situation occurs that requires the immediate
When the run/stop digital input to the ECU goes low (less shutdown of the engine.
than 3.3 volts), and a user-calibrated cooldown period is See Figure 2.50-5 for the Emergency Stop Flow
met, the ECU stops the engine. This is accomplished by Diagram.
first de-energizing the main gas shutoff valve and
prechamber main gas shutoff valve and then, when the
engine speed drops to zero, de-energizing the ignition.
If the engine fails to stop in a preprogrammed period of
time (typically less than 1 minute) after the main gas
shutoff valve has been de-energized, the ignition is de-
energized, forcing a shutdown.

Figure 2.50-1: E-Stop Button

FORM 6354-2
2.50-2 © 8/2012
 START-STOP CONTROL SYSTEM DESCRIPTION
After a Customer Emergency Shutdown ESD222 CUST
ESD is initiated (ESD pin 15 low), the Emergency
Shutdown input ESD pin 15 should then be raised “high.”
Raising ESD pin 15 high allows the ECU to go through
a reboot. A subsequent start attempt may fail if it is
initiated less than 60 seconds after raising ESD pin
15 high because the ECU is rebooting.
If the ESM detects a serious engine fault and shuts the
engine down, it will energize a digital output from the
ECU so that the user knows the ESM shut down the
engine. It is extremely important to not use ESD222
CUST ESD for normal shutdowns, as the postlube will
not occur and the risk of an exhaust explosion increases.
If the ESM detects a fault with the engine or with the
ESM’s components that is not serious enough to shut
Figure 2.50-2: E-Stop Button the engine down, a different digital output will be
energized so that the user knows of the alarm.
When an E-Stop is activated, the main gas shutoff valves
are closed and the ignition is de-energized immediately.

NOTICE
The following critical ESDs will prevent postlube
functionality from occurring:
• ESD222 CUST ESD
• ESD223 LOW OIL PRESS
• ESD313 LOCKOUT/IGNITION
All other ESDs will allow the postlube to occur.

FORM 6354-2
2.50-3 © 8/2012
START-STOP CONTROL SYSTEM DESCRIPTION

Figure 2.50-3: Start Flow Diagram

FORM 6354-2
2.50-4 © 8/2012
 START-STOP CONTROL SYSTEM DESCRIPTION

ENG ALM

Figure 2.50-4: Stop Flow Diagram

FORM 6354-2
2.50-5 © 8/2012
START-STOP CONTROL SYSTEM DESCRIPTION
PRELUBING THE ENGINE WITHOUT STARTING
NOTE: The engine can be prelubed without starting
using the local control harness. See SYSTEM POWER
AND WIRING on page 5.00-1 for more information.
The following describes how to prelube the engine
without starting the engine. See BASIC
PROGRAMMING IN ESP on page 3.25-5 for
programming instructions.
1. Using ESP, program the “Pre Lube Time” field on the
[F3] Start-Stop panel to the maximum time of
10,800 seconds (180 minutes).
2. Begin the start sequence.
3. After the engine prelubes for a sufficient time and
before the end of 180 minutes, perform a normal
shutdown sequence to cancel the start attempt.
4. Reprogram the prelube time to the previous value
and save value to permanent memory.

CRANKING THE ENGINE OVER WITHOUT

STARTING AND WITHOUT FUEL
The following describes how to crank the engine over
without starting the engine and without fuel. See ESP
PROGRAMMING on page 3.25-1 for programming
instructions.
1. Using ESP, program the “Purge Time” field on the
[F3] Start-Stop panel to the maximum time of
1800 seconds (30 minutes).
2. Begin the start sequence.
3. The engine will crank until ESD231 Overcrank
shutdown fault activates, at which time the engine
will stop cranking.
4. Repeat steps 1 – 3 if necessary.
5. Reprogram the purge time to the previous value and
save to permanent memory.

AIR STARTER
When the ESM receives an engine start signal from the
user’s panel, the ESM controls the entire start process,
including the sequence of events shown in Figure
2.50-3. Part of the start process includes engaging the
starter. When the solenoid on the air-start valve receives
the electronic voltage signal from the ECU, the air-start
valve allows air to flow to the starter.
The air-start valve uses a 1.5 NPT 150# flange inlet. The
system must be vented to meet applicable codes.
Failure to interface through the air-start valve provided
will result in ESM fault codes.

Figure 2.50-5: Emergency Stop Flow Diagram

FORM 6354-2
2.50-6 © 8/2012
 START-STOP CONTROL SYSTEM DESCRIPTION
MAIN GAS SHUTOFF VALVE See latest edition of S-6656-23, “Natural Gas Pressure
Limits to Engine-Mounted Regulator” in the Waukesha
NOTICE Technical Data Manual (General Volume) for minimum
fuel pressure required for your application.
Wire the supplied main gas shutoff valve so it is
controlled by the ESM. If the main gas shutoff valve is
controlled independently of the ESM, fault codes will
occur when the main gas shutoff valve is not actuated
in sequence by the ESM.

The customer must install the main gas shutoff valve

(see SYSTEM POWER AND WIRING on page 5.00-
1 for wiring diagram). If the main gas shutoff valve is
controlled independently of the ESM, fault codes will
occur when the main gas shutoff valve is not actuated in
sequence by the ESM.
The Power Distribution Junction Box supplies up to 15
amps to the valve using solid-state circuitry with built-in
short-circuit protection.

NOTICE
All inductive loads, such as a main gas shutoff valve,
must have a suppression diode installed across the
valve coil as close to the valve as is practical.

The main gas shutoff valve is to be wired directly into the

Power Distribution Junction Box, with the wires
terminated at the terminal block shown in Figure 2.50-6.
The position FUEL V SW is the (+) connection, and FUEL
V GND is the (-) connection. Conduit, liquid-tight flexible
conduit or other industry standard should be used along
with the correct fittings as appropriate to maintain
resistance to liquid intrusion.

Figure 2.50-6: Power Distribution Junction Box

FORM 6354-2
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START-STOP CONTROL SYSTEM DESCRIPTION

This Page Intentionally Left Blank

FORM 6354-2
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 SECTION 2.55
STARTING SYSTEM DESCRIPTION

STARTING SYSTEM COMPONENT This turbine starter is powered by a two-stage turbine

DESCRIPTION motor which is designed for gas or air operation (see
Figure 2.55-2). Lubrication of the motor and intermediate
Two TDI turbine starters are standard on all gearing is accomplished by a self-contained oil bath
12V/16V 275GL + engines (see Figure 2.55-1). The lubrication. Thus, an oil lubricator is not required on this
turbine starter consists of the following components: starter.
• Starter Motor The output speed of the turbine is reduced by the
• Air/Gas Inlet and Outlet intermediate gearing. The output of the intermediate
• Starter Relay Valve gearing then drives the grease-lubricated main drive
gear, which turns the output shaft of the starter.
• Strainer
The shaft end of the drive gear slides onto the drive shaft
and is supported by a double-shielded ball bearing. The
rear end of the drive gear is also supported in the gear
2 case by a double-shielded ball bearing.
1
Splines on the front drive shaft hub engage mating
splines in the drive pinion. The drive shaft is supported
by a double-shielded ball bearing on the front end, and
the piston and a double-shielded ball bearing on the rear
3 end.

Figure 2.55-1: Air/Gas Starter

1 - Air/Gas Outlet 3 - Air/Gas Inlet

2 - Air Starter 4 - Air Starter Relay
Valve

FORM 6354-2
2.55-1 © 8/2012
STARTING SYSTEM DESCRIPTION

4
3

1 2

5
6

Figure 2.55-2: Turbine Starter

1 - Pinion Travel 4 - Motor Housing

2 - Drive Housing 5 - Exhaust Elbow
3 - Intermediate Gear Housing 6 - Offset Gear Housing

STARTING SYSTEM THEORY

When the control valve is opened, air flows through the
rear tapped port and actuates the piston. The piston
compresses the piston spring, which forces the drive
pinion forward to engage the flywheel. This occurs prior
to air or gas admission to the turbine motor.
Once the drive pinion and the flywheel are fully engaged,
the forward port is uncovered, allowing air to pass to the
relay valve. The relay valve opens at this point, and
forces air to the motor, which starts the cranking cycle.
Cranking will continue as long as the control valve is
open.
If the engine starts but starter is still engaged, the
overrunning clutch should prevent the flywheel from
transferring excessive speed to the motor. This will
prevent motor and gearing damage or wear.
Once the control valve is closed, the air bleeds from
behind the piston, and the piston spring returns the
piston and the drive shaft to the disengaged position.
A regulated air/gas supply pressure of 1034 kPa
(150 psi) is required for the turbine starter.
For repair and service information on the turbine starter,
contact:
TDI Tech Development
6800 Poe Avenue
PO Box 13557
Dayton, OH 45413-0557

FORM 6354-2
2.55-2 © 8/2012
 SECTION 2.60
EMERGENCY SAFETY ALARMS AND SHUTDOWNS DESCRIPTION

When a safety shutdown occurs, several internal actions

NOTICE and external visible effects take place. Each safety
The following critical ESDs will prevent post-shutdown shutdown will cause the following actions to occur:
functionality from occurring: • Ignition spark stops instantaneously
• ESD222 CUST ESD • Fuel valve closes
• ESD223 LOW OIL PRESS • The digital output from the ECU to the customer is
• ESD313 LOCKOUT/IGNITION changed to indicate to the customer’s driven
equipment or PLC that the ESM has shut down the
engine and something is not operating as expected.
OVERVIEW • Red status LED on the front of the ECU flashes the
The ESM provides numerous engine safety shutdowns shutdown fault code
to protect the engine. These engine safety shutdowns • Shutdown signal is transmitted over the customer
include: interface (RS-485 MODBUS and digital output)
• E-Stop buttons on each side of the engine • A fault will appear on the HMI screen.
• Low oil pressure
• Engine overspeed SAFETY SHUTDOWNS
– 10% overspeed instantaneous EMERGENCY STOP (E-STOP) BUTTONS
– Waukesha-calibrated to run no more than rated
When an E-stop button is pressed, the engine performs
speed
an emergency stop (see EMERGENCY SHUTDOWN
– User-calibrated driven equipment overspeed SEQUENCE on page 2.50-2).
• Customer-initiated emergency shutdown
LOW OIL PRESSURE
• Engine overload (based on percentage of engine
torque) The ESM is calibrated by Waukesha to both alarm and
• Uncontrollable knock shut down on low oil pressure. The ESM uses several
techniques to avoid falsely tripping on low oil pressure
• High HT jacket water coolant temperature when either starting or stopping the engine. The low oil
• Low HT jacket water coolant pressure pressure alarm and shutdown setpoints are a function of
• High IMAT engine speed. In addition, low oil pressure alarm and
shutdowns are inhibited for a period of time after engine
• Overcrank start. The low oil pressure alarm and shutdown setpoints
• Engine stall can be offset in the [F11] Advanced panel. Setpoints can
• Security violation only be offset in a safe direction and cannot exceed
factory limits.
• High oil temperature
• Failure of magnetic pickup
• Internal ECU

FORM 6354-2
2.60-1 © 8/2012
EMERGENCY SAFETY ALARMS AND SHUTDOWNS DESCRIPTION
ENGINE OVERSPEED LOW HT JACKET WATER COOLANT PRESSURE
The ESM is calibrated by Waukesha (not user- The ESM is calibrated by Waukesha to both alarm and
programmable) to perform an immediate emergency shut down upon low coolant pressure detection.
shutdown upon detection of engine speed greater than
10% of rated rpm. For example, running a 1,000 rpm HIGH IMAT
engine at 1,100 rpm or a 1,200 rpm engine at 1,320 rpm The ESM is calibrated by Waukesha to both alarm and
will cause a shutdown. shut down upon high intake manifold temperature
In addition to the engine overspeed calibration, the user detection. High intake manifold temperature alarm and
has the option to program an overspeed shutdown to shutdown are inhibited for a period of time that is
protect driven equipment for situations where the driven calibrated by Waukesha after engine start or stop. The
equipment is rated at a lower speed than the engine. high intake manifold temperature alarm and shutdown
setpoints can be offset in the [F11] Advanced panel.
CUSTOMER-INITIATED EMERGENCY SHUTDOWN Setpoints can only be offset in a safe direction and
cannot exceed factory limits.
If the customer emergency shutdown circuit opens
because of a driven equipment problem, wiring or HIGH OIL TEMPERATURE
pushing the E-Stop button, the system will perform an
emergency shutdown. The ESM is calibrated by Waukesha to both alarm and
shut down on high oil temperature. The amount of time
! WARNING the engine is allowed to run at the high temperature is
determined by Waukesha. The high oil temperature
Never press the emergency stop alarm and shutdown setpoints can be offset in the [F11]
button for a normal engine Advanced panel. Setpoints can only be offset in a safe
shutdown. Doing so may result direction and cannot exceed factory limits.
in unburned fuel in the exhaust
manifold. Failure to comply FAILURE OF MAGNETIC PICKUP
increases the risk of an exhaust Failure of the camshaft or crankshaft magnetic pickups
explosion. or wiring will trigger an emergency engine shutdown.

OVERCRANK
ENGINE OVERLOAD
If the engine is cranked longer than the time calibrated
If the engine is operated above rated power by a percent by Waukesha, the starting attempt is terminated, the
specified by Waukesha, it will be shut down after a period ignition and fuel are stopped, and the starter motor is de-
of time. The amount of time the engine is allowed to run energized.
at overload is determined by Waukesha.
ENGINE STALL
UNCONTROLLABLE ENGINE KNOCK
If the engine stops rotating without the ECU receiving a
Uncontrollable engine knock will shut the engine down shutdown signal from the customer’s equipment, then
after a period of time calibrated by Waukesha. A digital the ESM will perform an emergency shutdown. One
output from the ECU indicates that uncontrollable knock reason for an engine stall would be failure of an upstream
is occurring, so that the customer can initiate some fuel valve starving the engine of fuel and causing a
knock reduction strategy such as reducing engine load. shutdown. The ESM then shuts off the fuel valve and
stops ignition.
HIGH HT JACKET WATER COOLANT
TEMPERATURE ECU INTERNAL FAULTS
The ESM is calibrated by Waukesha to both alarm and Certain ECU internal faults will trigger an engine
shut down upon high coolant temperature detection. The emergency shutdown.
coolant temperature alarm and shutdown setpoints can
be offset in the [F11] Advanced panel. Setpoints can only
be offset in a safe direction and cannot exceed factory
limits.

FORM 6354-2
2.60-2 © 8/2012
 EMERGENCY SAFETY ALARMS AND SHUTDOWNS DESCRIPTION
SECURITY VIOLATION ALARMS
The ECU is protected from unauthorized The ESM may also trigger a number of alarms, none of
reprogramming. In addition, the calibrations which will actively shut down the engine. A digital output
programmed to the ECU are engine-specific. If the user on the ECU will go from open circuit to +24 VDC nominal.
attempts to calibrate the ESM with the wrong engine The cause of the alarm can be seen with the flashing LED
information, a security fault will occur. code, with ESP and through HMI (see
TROUBLESHOOTING USING ESM on page 6.00-
CUSTOMER-SUPPLIED SHUTDOWN 1 for a list of alarm and shutdown codes).
CONTROLS If the customer desires to shut down the engine because
Thermocouples are used to monitor engine exhaust of a sensor/wiring alarm from the oil pressure sensor
temperatures. The 12V/16V 275GL + engine uses one (ALM211) or coolant temperature sensor (ALM333), use
thermocouple for each of the cylinders and measures a 4 – 20 mA analog output or the values in MODBUS. It
the exhaust temperatures within their respective cylinder is the customer’s responsibility to supply a third-party
exhaust manifold. device (such as a PLC) to read either the oil pressure
and/or coolant temperature 4 – 20 mA signal or
If the customer desires to shut down the engine due to MODBUS outputs and generate a shutdown signal.
a non-ESM monitored item (i.e., exhaust thermocouple
temperature), it is the customer’s responsibility to NOTE: Some faults have both an alarm and a shutdown
integrate the circuit into the ESM logic. associated with them.

See ESM PACKAGING on page 5.00-1 for additional

information.

THERMOCOUPLE CONNECTIONS
The function of the thermocouple connections is to
provide the customer with one easy location to connect
wiring between the engine thermocouples and the
customer’s control panel. Connection to the
thermocouples is done through the customer interface
connections (see Figure 2.60-1).

Figure 2.60-1: Customer Interface Connections

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EMERGENCY SAFETY ALARMS AND SHUTDOWNS DESCRIPTION

This Page Intentionally Left Blank

FORM 6354-2
2.60-4 © 8/2012
 OPERATION
SECTION 3.00
ENGINE START-UP AND SHUTDOWN

Before starting the engine, review SAFETY on page 4. Install ESP to the PC that will be connected to the
1.05-1. ECU. See INSTALLING ESP FROM CD on page
3.25-3.
INITIAL ENGINE SETUP 5. Connect PC to the ECU and start ESP. See
CONNECTING PC TO ECU on page 3.25-3.
When an engine is being prepared for first-time use, the
following programming procedure should be done in the 6. Reset all emergency stop buttons (E-Stops).
order shown. 7. Check alarm and shutdown status LEDs located on
NOTE: Read and understand all information in the front of the Engine Control Unit (ECU). Yellow
SYSTEM POWER AND WIRING on page 5.00-1, and red LEDs flash codes when an alarm or
INTRODUCTION TO ELECTRONIC SERVICE shutdown occurs.
PROGRAM (ESP) on page 3.10-1 and ESP AND NOTE: Status LEDs will remain flashing unless cleared
HMI FIELD DESCRIPTIONS on page 3.20-1 before using the ESP or the engine is restarted.
beginning initial engine start-up.

! WARNING ESP SETUP

1. Start ESP and go through each ESP panel.
Do not install, set up, maintain Determine what fields need to be programmed
or operate any electrical based on user preference and engine performance
components unless you are a (such as pre/postlube, high and low idle).
technically qualified individual 2. View Active Fault list on ESP. If any faults are
who is familiar with the electrical present, correct the faults before proceeding.
elements involved. 3. Program “Load Inertia” field on the [F4] Governor
panel. This field must be programmed for proper
engine operation. See PROGRAMMING LOAD
1. Visually inspect the ESM installation to be sure that INERTIA on page 3.25-10.
all wiring conforms to the requirements of this
manual, local codes and regulatory bodies. See 4. Program the following fields on the [F4] Governor
SYSTEM POWER AND WIRING on page 5.00- panel:
1 for wiring and power specifications. • “High Idle”
2. Apply power to the ESM. • “Low Idle”
3. Using a digital voltmeter, measure the voltage NOTE: Not all fields may need to be programmed
between the power terminals in the Power depending on the speed governing mode. See ESM
Distribution Junction Box. Verify that the power SPEED GOVERNING DESCRIPTION on page 2.00-1
supply voltage is within the specification provided in for more information on governing modes.
SYSTEM POWER AND WIRING on page 5.00-
1.

FORM 6354-2
3.00-1 © 8/2012
ENGINE START-UP AND SHUTDOWN
5. Program “User WKI” field on the [F5] Ignition panel.
This field must be programmed for proper engine
operation. See PROGRAMMING WKI VALUE on
page 3.25-13 for more information.
6. Program “NOx” level field on the [F5] Ignition panel.
See PROGRAMMING NOX LEVEL on page 3.25-
16 for more information.
7. Program the following IPM-D diagnostic fields on the
[F5] Ignition panel (see IPM-D PROGRAMMING on
page 3.25-15):
• “High Voltage Adjustment”
• “Low Voltage Adjustment”
• “No Spark Adjustment”
8. Program Alarm and Shutdown Setpoints on the
[F11] Advanced panel. See PROGRAMMING
ALARM AND SHUTDOWN SETPOINTS on page
3.25-14. <1> <4>
9. Perform a manual actuator calibration. See
Figure 3.00-1
ACTUATOR CALIBRATION on page 3.25-8.
10. Save values to permanent memory. If power is
removed without saving values, they will be deleted.
See SAVING TO PERMANENT MEMORY on page
3.25-6.
11. View fault list and record any faults on ESM. If any
faults are present correct the faults before going
forward.

NOX CONTROL SETUP USING HMI

1. Prior to programming HMI, verify no faults are active.
To access fault list, press button <1> and then press
button <4> to select the ALARM icon (see Figure
3.00-1).
2. Set stepper START position, high limit, and low limit
from HMI STEPPER CONTROL screen using values
indicated below. See STEPPER CONTROL on
page 3.30-1.
• START Position: 800 Figure 3.00-2

• High Limit: 2000

• Low Limit: 100
3. Send stepper to START position through SEND
HOME command. See STEPPER CONTROL on
page 3.30-1.
4. Verify no faults are active (see Figure 3.00-2). If any
faults are active, manually record and correct them
before proceeding. Follow steps in E-Help to correct
any ESM or NOx control related faults.

FORM 6354-2
3.00-2 © 8/2012
 ENGINE START-UP AND SHUTDOWN

PRESTART INSPECTION
! WARNING

Always disconnect the clutch,

circuit breaker or other main
power transmission device
prior to the prestart inspection.

1. Inspect entire cooling system to verify all control

valves are properly opened and all drain cocks (if
equipped) are completely closed.

! WARNING

Slowly loosen the air bleed Figure 3.00-3: Engine Barring Device
petcock to relieve any excess 7. Blade of dipstick has two notches (see Figure
pressure. 3.00-4). Maintain oil level at upper notch on dipstick.
Check oil level when prelube pump is running. Check
oil level again when engine is running at normal
Always wear protective clothing operating temperature.
when bleeding the cooling
system on a heated engine.

2. Check coolant level. Add coolant if necessary.

Figure 3.00-4
3. Check for oil and/or coolant leaks.
4. Inspect air filter and restriction indicator. 8. Examine engine foundation for condition, tightness
of hold-down bolts and general alignment of driven
5. Verify all protective guards and shields on both equipment.
engine and driven equipment are in place and
secure. Remove tools, rags, fittings or any other
objects that may get caught by rotating parts.

! WARNING

Make certain barring device is

disengaged from flywheel prior
to starting engine. Remove all
wrenches from the barring
device before engaging starter.

6. For initial start-up and after overhaul, bar engine over

two revolutions in a counterclockwise direction and
verify nothing interferes with rotation (see Figure
3.00-3).

FORM 6354-2
3.00-3 © 8/2012
ENGINE START-UP AND SHUTDOWN

FUEL SYSTEM ADJUSTMENT

16
The 3 in. Main Adjusting Screw (MAS) is between the
14
fuel regulator and the carburetor in the Vee of the engine.
12
The MAS valve is used to adjust fuel flow at rated speed
and load, with the NOx control functioning in Automatic, 10
1 8
until the regulator actuator is at the proper steps.
6
4
2
0
23.5 27.5 31 35
(600) (700) (800) (900)

2
2
1
Figure 3.00-6: 16V 275GL + Initial MAS Valve Setting with
Insert (P/N 296349E)

1 - MAS Turns from 2 - Lower Heating

Fully Closed Value MJ/Nm3
(BTU/SCF)

8
7
6
5
1 4
3
2
Figure 3.00-5: Venturi Main Adjusting Screw 1
0
1 - Spanner 2 - Main Adjusting
Screw 31 46.5 62 77.5 93
(800) (1200) (1600) (2000) (2400)
The locknut on the MAS requires the use of the
adjustable spanner kit (P/N 474028). 2
Adjust the fuel system prior to engine start-up.
The MAS valve is initially adjusted for 900 BTU/SCF LHV Figure 3.00-7: 16V 275GL + Initial MAS Valve Setting with
fuel at the Waukesha factory. If site fuel is lower than 850, Insert (P/N 296349F)
or higher than 950 BTU/SCF LHV, adjust the MAS
1 - MAS Turns from 2 - Lower Heating
according to Figure 3.00-6 and Figure 3.00-7: Fully Closed Value MJ/Nm3
(BTU/SCF)

FORM 6354-2
3.00-4 © 8/2012
 ENGINE START-UP AND SHUTDOWN

INITIAL START-UP PROCEDURE 3. Confirm engine coolant and lube oil are at least 16°C
(60°F) for reliable starting.
NOTE: Engines that are required to start at
temperatures below 16°C (60°F) should be equipped 4. With manual fuel shut-off valve closed, initiate pre-
with heaters. Verify engine is warm enough before lube/start sequence and confirm pre-lube oil
attempting to start. pressure is between 35 kPa (5 psi) and 200 kPa
(30 psi). Allow engine to crank for 15 seconds to
NOTE: At initial start-up or after an overhaul, verify ESM verify adequate purging.
is in control of main fuel shutoff valve.
5. Open the manual gas shut-off valve.
NOTE: At initial start-up or after an overhaul, verify the 6. Initiate pre-lube/start cycle.
ignition timing using a timing light and compare timing
value to ESP [F5] ignition panel value. 7. Crank engine for 20 seconds maximum. Engine
should start in the first 7 – 8 seconds of cranking
NOTE: The ESM is calibrated by Waukesha to both cycle. (A 5 second delay from crank initiation to main
alarm and shut down on low oil pressure. However, low gas shutoff valve opening is programmed into ESM
oil pressure alarm and shutdowns are inhibited for a to purge unburned fuel from previous start attempts
period of time after engine start. from the engine and fuel system)
8. Verify correct oil pressure at 1,000 rpm and the
! WARNING
engine at operating temperature, in ESP [F2] engine
panel. Normal oil pressure is 415 – 450 kPa
Always purge the engine and (60 – 65 psi).
the exhaust system by cranking
the engine for several seconds NOTICE
before the ignition is turned on
and the main gas shutoff valves If the engine has not reached the proper operating
are opened. temperature of 76° – 82°C (170° – 180°F), the oil
The volume that is purged is pressure could be as high as 758 kPa (110 psi). Once
several times greater than the the engine has reached the proper operating

! volume of the exhaust system.

This purge volume is
approximately the engine
temperature, the oil pressure should meet the above
specifications.
Turbocharged engines should not be idled for
displacement for two extended periods. Accumulated carbon may damage
revolutions. the turbocharger.
In case the volume of the
exhaust system is such that it 9. If engine fails to start, confirm fuel is reaching engine,
will not be purged by the ignition is firing.
cranking of the engine, the Using the HMI:
customer has to use an
• Reduce START position in 200-step increments
alternative means to purge the
and retry.
exhaust system.
• Raise START position in 200-step increments and
retry.
NOTICE • Repeated start attempt failures may cause
moisture to build on spark plugs. Crank several
If the oil pressure display does not indicate sufficient times with fuel off to “dry” the spark plugs, and
oil pressure within 15 seconds, shut the engine down repeat start attempts.
immediately. Never operate the engine without the To adjust steps, navigate to the Stepper Control
proper oil pressure indication. screen and press and hold the EDIT MODE button
<3> for 10 seconds until EDIT MODE is shown on
the top of the screen. Move the up and down arrow
1. Complete all pre-start activities and checks
to START position and adjust the steps as desired
including checking oil and coolant levels, adjusting
for the next start attempt. Save the entry by pressing
valves (if needed), alignment and crankshaft
button <5> (see Figure 3.00-8).
deflection, rocker arm oiling, piping tests, etc.
2. Set operating speed to 750 rpm.

FORM 6354-2
3.00-5 © 8/2012
ENGINE START-UP AND SHUTDOWN

<5> Figure 3.00-9

12. Slowly raise engine speed and load. While
Figure 3.00-8 increasing load and speed, observe the “Throttle
10. Once started, using the HMI, put NOx control in Reserve” on the ESP [F2] panel. If reserve exceeds
AUTO and load engine to a point where IMAP is 14 in. HG (47 kPa), or falls below 8 in. HG (27 kPa),
consistently above 105 kPa (31 in.-HgA) hold load and speed steady until the reserve gets
(approximately 35% rated torque). closer to 12 in. HG (40 kPa). This is a “learning”
process that the wastegate control goes through.
NOTE: The NOx control initializes 1 minute after
Once this “learning” process has been completed,
exceeding 750 rpm and 105 kPa (31 in.-HgA) of IMAP
the engine speed and load can be changed more
pressure. After that time, NOx sensor heating is
rapidly on this as well as subsequent restarts.
completed and the sensor will go active. The control will
become active at this time if the STEPPER CONTROL 13. At 75% load or higher, adjust prechamber regulator
is in AUTO. according to Figure 3.00-10.
11. Allow engine to reach operating temperature and the
NOx control to start functioning. The control is
functioning when the CURRENT POSITION moves.

Figure 3.00-10: 16V 275GL + Prechamber Regulator

Setting

1 - Prechamber 2 - Lower Heating

Regulator Setting Value MJ/Nm3
(in.-Hg Prechamber (BTU/SCF)
Over Intake
Manifold)

FORM 6354-2
3.00-6 © 8/2012
 ENGINE START-UP AND SHUTDOWN
14. Continue to raise speed and load until reaching HIGH OIL PRESSURE FAULTS DURING ESM ECU
1,000 rpm and rated load, 100% torque. COLD STARTS
15. Slowly adjust the MAS valve until stepper’s current When starting the engine with cold oil, the possibility
step position is 1200 ± 200. This can be viewed on exists the ECU will temporarily display a warning and
the HMI Stepper Control Screen listed as CURRENT default oil pressure reading of 7.1 psia (49 kPa), which
POSITION. could result in an alarm.
The oil pump pressure relief valve has a non-adjustable
setting of 100 – 110 psi (689.5 – 758.5 kPa) and the oil
pressure setting valve should be set at 50 – 60 psi (345
– 415 kPa) at normal oil operating temperature. With cold
oil, the pressure may exceed this setting and be high
enough to trip the oil pressure transducer’s (P/N 740118)
calibrated limit of 100 psia (689.5 kPa).
When oil pressure exceeds the operating pressure of the
oil pressure transducer, a defaulted value of 7.1 psia (49
kPa) will be displayed on the ECU’s F2 Engine panel
(see Figure 3.00-12) and communicated over
MODBUS.

Figure 3.00-11
16. If equipped with external NOx measurement
instruments, confirm engine operates at
0.35 – 0.45 g/bhp-hr NOx (0.14 – 0.18 g/Nm3, 45 –
60 ppmv @ 11.5% O2).
17. Set NOx adjust in ESP as required to meet site
requirements.
Figure 3.00-12: F2 Engine Panel – Oil Pressure Warning
NOTICE The overpressure tip point in calibration C13H**** is 71.4
psi (492 kPa) and 88.9 psi (613 kPa) in calibrations
The HMI NOx setpoint is a calculated value based on C15H**** and C17H****.
the NOx input from the ESP [F5] panel, WKI, engine
speed, IMAP and rpm. Therefore, there will be up to a In the overpressure state, ESM will not shut the engine
1-minute delay in the update of the NOx value down. The pressure on screen F2 will drop to the
displayed on the HMI when the ESP NOx input is defaulted value of 7.1 psia (49 kPa) with the message
modified and the resulting NOx setpoint may not field below turning yellow and displaying “FIX SENSOR/
match exactly the NOx value in ESP. The NOx setpoint WIRING” (see Figure 3.00-12). After 30 seconds in the
will read 0 (zero) when the engine isn't running. overpressure state, the alarm “ALM211 Oil Pressure SC”
will register. This can be seen in the active faults screen
in the F10 Status panel (see Figure 3.00-13).

FORM 6354-2
3.00-7 © 8/2012
ENGINE START-UP AND SHUTDOWN
5. Visually examine fuel, water and lubrication lines for
signs of leaks, damage or corrosion.

ROUTINE START-UP PROCEDURE

NOTE: Engines that are required to start at
temperatures below 16°C (60°F) should be equipped
with heaters. Verify engine is warm enough before
attempting to start.
NOTE: The ESM is calibrated by Waukesha to both
alarm and shut down on low oil pressure. However, low
oil pressure alarm and shutdowns are inhibited for a
period of time after engine start.

Figure 3.00-13: F10 Status Panel – “ALM211 OIL PRESS Follow these instructions for normal start-up of the
SC” Alarm engine.

As the engine oil warms up, the pressure should drop NOTE: Contact Waukesha’s Sales Engineering
below the calibrated high limit trip point and the F2 Department for additional information or with questions
screen will return to reading the actual pressure of the regarding a specific engine or installation.
engine oil, clearing the alarm.
! WARNING
If desired, the analog output wire “PROG OP 2”, 4 – 20
mA (Oil pressure), could be used to shut down the
Always purge the engine and
engine by configuring the customer-supplied panel to
the exhaust system by cranking
initiate an emergency shutdown (ESD222 CUST ESD)
the engine for several seconds
when the ECU goes to the 7.1 psia (49 kPa) state.
before the ignition is turned on
and the main gas shutoff valves
ENGINE CHECKS DURING OPERATION are opened.

! CAUTION The volume that is purged is

several times greater than the
Stop the engine immediately if
the oil pressure is low or
! volume of the exhaust system.
This purge volume is
approximately the engine
fluctuating. Operating the displacement for two
engine without the proper oil revolutions.
pressure could result in engine
damage. In case the volume of the
exhaust system is such that it
will not be purged by the
1. Observe system readings for oil pressure, oil cranking of the engine, the
temperature and water temperature on ESP [F2] customer has to use an
engine panel. alternative means to purge the
exhaust system.
2. Verify engine status using ESP. These panels
display system and component status, current
pressure and temperature readings, alarms, ignition
status, governor status, air/fuel control status and NOTICE
programmable adjustments.
Only trained personnel should program the ESM.
3. Listen to the engine. Certain problems, such as
occasional misfiring, turbocharger bearing failure or
water pump problems, may first be noticeable from 1. Complete all prestart activities and checks.
engine sound.
2. Reset all engine protection switches and devices.
4. Observe throttle. Engine misfire can be seen as an
occasional “twitch” of the throttle. 3. Set operating speed to 750 rpm.

FORM 6354-2
3.00-8 © 8/2012
 ENGINE START-UP AND SHUTDOWN
4. Confirm engine coolant and lube oil are at least 16°C ENGINE SHUTDOWN PROCEDURES
(60°F) for reliable starting.
5. Open the manual gas shutoff valve, if closed. ROUTINE SHUTDOWN
6. Initiate pre-lube/start cycle. ! WARNING
7. Engine should start in the first 7 – 8 seconds of
cranking cycle. (A 5-second delay from crank Allow engine to cool for at least
initiation to main gas shutoff valve opening is 10 minutes after shutdown. Do
programmed into the ESM to purge unburned fuel
from previous start attempts from the engine and fuel
system.)
! not restart an overheated
engine or an engine that has
been shut down by the engine
When the engine is started, listen carefully for any protection system until the
unusual noises. If a problem is suspected, stop the cause has been determined and
engine immediately. corrected.
After the engine is started, verify that there are no
gas, air, coolant or oil leaks. Pay special attention to
1. Gradually reduce engine load.
the gas manifolds and piping.
2. Operate engine at no load for 5 minutes to cool down
NOTICE engine temperatures.

If the oil pressure gauge does not indicate sufficient oil ! WARNING
pressure within 15 seconds, shut the engine down
immediately. Never operate the engine without the Always ensure that the fuel gas
proper oil pressure indication. valve(s) are closed after engine
If the engine has not reached the proper operating shutdown.
temperature of 74° – 78°C (165° – 172°F), the oil
pressure could be as high as 758 kPa (110 psi). Once
the engine has reached the proper operating
temperature, the oil pressure should meet the
previous specifications. 3. Postlube engine for 90 seconds. ESM system is
programmed to automatically postlube engine.
4. Shut down engine using customer-supplied control
! WARNING panel.

Never idle turbocharged NOTICE

engines for extended periods.

! Accumulated carbon may

damage turbocharger. Instead
of idling the engine, shut it down
If the engine is being shut down for an extended period
of time, cap the exhaust pipe to prevent moisture or
contaminants from entering the engine.
and restart when needed.
EMERGENCY SHUTDOWN

8. Warm engine by running with little or no load until oil When the red emergency stop button located on either
pressure is 415 – 450 kPa (60 – 65 psi) and intake side of the engine is pressed, the engine will perform an
manifold temperature exceeds 38°C (100°F). For emergency stop (see Figure 3.00-14 and Figure
standby units, jacket water heating to 43°C 3.00-15).
(110°F) is required.
9. Gradually apply load to avoid overloading engine.
10. If the engine is difficult to start or will not run properly,
see TROUBLESHOOTING AND STORAGE on
page 6.00-1 for troubleshooting.

FORM 6354-2
3.00-9 © 8/2012
ENGINE START-UP AND SHUTDOWN

! WARNING ENGINE PERFORMANCE RECORD

Engine operating information, recorded during regular
Use an emergency shutdown to inspections, is necessary to apply proper routine
stop the engine to avoid maintenance schedules. Accurate records help control
imminent personal injury or costs by avoiding unnecessary servicing, ensuring
property damage. Never use an needed servicing and providing “trend” information on
emergency shutdown to stop general engine condition. See MAINTENANCE
the engine under normal SCHEDULE on page 4.50-1 for additional
circumstances, as this may information.
result in unburned fuel in the
exhaust system which could
ignite.

Figure 3.00-14: E-Stop Button

Figure 3.00-15: E-Stop Button

FORM 6354-2
3.00-10 © 8/2012
 SECTION 3.05
BREAK-IN PROCEDURE AFTER OVERHAUL

Before performing any service, maintenance or repair

procedures, review SAFETY on page 1.05-1 and
RIGGING AND LIFTING ENGINES on page 1.10-1.
All new engines are run-in at the factory before shipment
and therefore do not require break-in. However, after an
on-site overhaul, certain break-in procedures must be
followed to allow critical engine parts to seat properly.

BREAK-IN PROCEDURE
! WARNING

Always disconnect the clutch,

!
circuit breaker or other main
power transmission device
prior to the prestart inspection.
Figure 3.05-1

! WARNING
1. Inspect cooling system to verify all control valves are
properly opened and all drain cocks (if equipped) are Make certain barring device is

!
completely closed. disengaged from flywheel prior
to starting engine. Remove all
2. Check coolant level; add coolant if necessary. wrenches from the barring
3. Check for oil and/or coolant leaks. device before engaging starter.
4. Inspect air filter and restriction indicator.
5. Check crankcase oil level.
6. Adjust valves. See VALVE ADJUSTMENT on page 10. Examine engine foundation for tightness of hold-
4.45-1. down bolts, and general alignment of driven
equipment.
7. Verify protective guards and shields on both engine
and driven equipment are in place and secure. NOTE: Complete the initial preprogramming of the
8. Remove tools, rags, fittings or any objects that may ESM before applying power to the ESM system and
get caught by rotating parts. starting the engine. All safety shutdown setpoints are
entered into the ESM using a personal computer. The oil
9. Bar engine over two revolutions in a pressure, oil temperature, jacket water temperature, and
counterclockwise direction and verify nothing intake manifold temperature alarm/shutdown setpoints
interferes with rotation (see Figure 3.05-1). are user adjustable. This allows the user to fine tune the
alarm and shutdown settings or test safeties. Setpoints
are only adjustable in a safe direction; factory settings
cannot and should not be exceeded.

FORM 6354-2
3.05-1 © 8/2012
BREAK-IN PROCEDURE AFTER OVERHAUL
NOTE: Engines that are required to start at
! WARNING
temperatures below 10°C (50°F) should be equipped
with heaters. Verify engine is warm enough before
attempting to start. In case the volume of the
exhaust system is such that it
11. Reset all emergency stop switches (E-Stops).
will not be purged by the
12. Check alarm and shutdown status LEDs located on cranking of the engine, the
front of Engine Control Unit (ECU). Yellow and red customer has to use an
LEDs flash codes when an alarm or shutdown alternative means to purge the
occurs. exhaust system.
13. Connect PC to ECU and run Electronic Service
Program (ESP) software.
14. Review ESP active fault history in [F10] Status panel 17. Start engine and verify correct oil pressure in ESP
and verify all faults have been reset. [F2] Engine panel.

NOTE: Status LEDs will remain flashing unless cleared NOTICE

using ESP or the engine is restarted.
15. Verify ESM is in control of main fuel shutoff valve. Turbocharged engines should not be idled for
extended periods. Accumulated carbon may damage
16. Run prelube system for a full 90 seconds. turbocharger. Shut down and restart when needed.
NOTE: The ESM is calibrated by Waukesha to both
alarm and shut down on low oil pressure. However, low 18. Run engine with little or no load until normal
oil pressure alarm and shutdowns are inhibited for a operating temperature is reached.
period of time after engine start. 19. Gradually apply load to avoid overloading engine.
NOTICE 20. Check for leaks, unusual noises and vibration.
21. Shut engine down.
If the oil pressure display does not indicate sufficient
oil pressure within 15 seconds, shut the engine down ! WARNING
immediately. Never operate the engine without the
proper oil pressure indication. The camshaft door weighs 86 kg
(190 lb). Lift only with a properly
! WARNING rated lifting device and rigging.

Always purge the engine and

the exhaust system by cranking
the engine for several seconds
before the ignition is turned on 22. Remove crankcase access covers and camshaft
and the main gas shutoff valves covers.
are opened. 23. Using an infrared pyrometer, check camshaft
The volume that is purged is bearings, connecting rod caps and main bearing
several times greater than the caps for “hot spots.”

! volume of the exhaust system.

This purge volume is
approximately the engine
24. Insert a bar between adjacent connecting rods and
check for free end play.
25. Reinstall crankcase access covers and camshaft
displacement for two
covers.
revolutions.
26. Finish ESM engine checks.

FORM 6354-2
3.05-2 © 8/2012
 SECTION 3.10
INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

ESP DESCRIPTION [F2] Engine:

The PC-based ESP is the primary means of obtaining

information on system status. ESP provides a user-
friendly, graphical interface in a Microsoft Windows XP
operating system environment. If the user needs
troubleshooting information while using the ESP
software, an electronic help file is included.
ESP is also a diagnostic tool and is the means by which
the information recorded to the ECU fault logs can be
read.

USER INTERFACE PANELS

The ESP software displays engine status and
information on seven panels:
Figure 3.10-1: Engine Panel (16V 275GL + Shown)
[F2] Engine panel
Readings and Settings:
[F3] Start-Stop panel
• Ambient Air Temperature
[F4] Governor panel • Barometric Pressure
[F5] Ignition panel • BK Intake Manifold Pressure
[F10] Status panel • Boost Pressure
[F11] Advanced panel • Coolant Pressure

These panels display system and component status, • Coolant Temperature

current pressure and temperature readings, alarms, • Engine Setpoint
ignition status, governor status, air-fuel control status • Engine Speed
and programmable adjustments.
• Engine Status Bar
Each of the panels is viewed by clicking the
• Estimated Power
corresponding tab or by pressing the corresponding
function key ([F#]) on the keyboard. • FT Intake Manifold Pressure

NOTE: The [F1] function key displays ESP’s • Fuel Pressure

electronic help file called “E-Help.” E-Help provides fault • Intake Manifold Temperature
code troubleshooting information. See E-HELP on page • Oil Pressure
6.00-3 for more information. [F1] is not located on the
PC screen as a panel; it is only a function key on the • Oil Temperature
keyboard. • Percent Rated Load
• Pre-Filter Oil Pressure
• Throttle Reserve

FORM 6354-2
3.10-1 © 8/2012
INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
[F3] Start-Stop: • User ESD
• User RUN/STOP
• Wastegate Position %

Figure 3.10-2: Start-Stop Panel (16V 275GL + Shown)

User-Programmable Fields:
• Cool Down
• Main Fuel On RPM Adjustment
• Post Lube Time
• Prechamber Fuel On RPM Adjustment
• Prelube Time
• Purge Time
• Starter Off RPM Adjustment
Readings and Settings:
• Boost Pressure
• Bypass Position %
• Coolant Temperature
• Driven Equipment ESD
• Engine Speed
• Ignition Enable
• Intake Manifold Pressure
• Intake Manifold Temperature
• Main Fuel On RPM
• Main Fuel Valve
• Oil Pressure
• Pre/Post Lube
• Prechamber Fuel On RPM
• Prechamber Fuel Valve
• Prelube Timer
• Starter
• Starter Off RPM
• Starting Signal
• Throttle Position %
• Throttle Reserve

FORM 6354-2
3.10-2 © 8/2012
 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
[F4] Governor Operating Status: [F5] Ignition Operating Status:

Figure 3.10-3: Governor Operating Status Panel Figure 3.10-4: Ignition Operating Status Panel
(16V 275GL + Shown) (16V 275GL + Shown)
User-Programmable Fields: User-Programmable Fields:
• Differential Gain Adjustment • High Voltage Adjustment
• Droop • Low Voltage Adjustment
• High Idle • No Spark Adjustment
• Integral Gain Adjustment • NOx
• Load Inertia • User WKI
• Low Idle Adjustment Readings and Settings:
• Proportional Gain Adjustment • Engine Speed
• Proportional Sync • High Voltage Limit
• Sync RPM • Ignition Enable
Readings and Settings: • Ignition Energy
• Alternate Dynamics • Ignition Timing (Left Bank)
• Average Intake Manifold Pressure • Ignition Timing (Right Bank)
• Bypass Position % • Intake Manifold Pressure
• Engine Setpoint • Knocking
• Engine Speed • Low Voltage Limit
• Engine Speed (Gauge) • Max Retard
• Idle • No Spark Limit
• Low Idle • Spark Reference # (Left Bank)
• Remote RPM • Spark Reference # (Right Bank)
• Remote RPM Setpoint • User ESD
• Throttle Error • User WKI in Use
• Throttle Feedback
• Throttle Position %
• Throttle Reserve
• Wastegate Position %

FORM 6354-2
3.10-3 © 8/2012
INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
[F10] System/Shutdown Status: [F11] Advanced Functions:

Figure 3.10-5: System/Shutdown Status Panel Figure 3.10-6: Advanced Functions Panel (16V 275GL +
(16V 275GL + Shown) Shown)

Readings and Settings: User-Programmable Fields:

• Active Faults • Coolant Temperature Offset
• Alternate Dynamics • Intake Manifold Temperature Offset
• Battery Voltage • MODBUS Baud Rate
• Cal Loaded • Oil Pressure Offset
• ECU Hours • Oil Temperature Offset
• ECU Temperature • Slave ID
• Engine Setpoint • Reset Wastegate Learning Table
• Engine Knocking Readings and Settings:
• Engine Speed • Oil Pressure Alarm Setpoint
• Faults Loaded • Coolant Temperature Alarm Setpoint
• Idle • Intake Manifold Temperature Alarm Setpoint
• Ignition Alarm • Oil Temperature Alarm Setpoint
• Ignition Enable • Oil Pressure Shutdown Setpoint
• Ignition Energy • Coolant Temperature Shutdown Setpoint
• Main Fuel Valve • Intake Manifold Temperature Shutdown Setpoint
• Max Retard • Oil Temperature Shutdown Setpoint
• Prechamber Fuel Valve • ESP Fault Identifier
• Remote RPM
• Stats Loaded
• System
• User ESD
• User RUN/STOP

FORM 6354-2
3.10-4 © 8/2012
 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

OTHER ESP WINDOWS

FAULT LOG
The ESM features extensive engine diagnostics
capability. The ECU records system faults as they occur.
A “fault” is any condition that can be detected by the ESM
that is considered to be out-of-range, unusual or outside
normal operating conditions. One method of obtaining
diagnostic information is by viewing the Fault Log in ESP
(see Figure 3.10-7). ESP Fault Log displays the data
provided by the ECU.

Figure 3.10-8: E-Help Main Screen

To access the help file anytime while using the ESP
software, press the [F1] function key on the keyboard or
select Help Contents... from the Help menu. As an
additional aid in troubleshooting, double-clicking a fault
listed in the Fault Log will open E-Help directly to the
Figure 3.10-7: Fault Log Window troubleshooting information for that fault. See E-HELP
on page 6.00-3 for more information.
The Fault Log can be viewed by selecting the “View
Faults” button on the button bar. See FAULT LOG VERSION DETAILS
DESCRIPTION on page 3.10-10 for more information.

E-HELP
ESP contains an electronic help file named E-Help (see
Figure 3.10-8). E-Help provides fault code
troubleshooting information when using ESP. The user
can quickly and easily move around in E-Help through
hypertext links from subject to subject. E-Help is
automatically installed when the ESP software is
installed.

Figure 3.10-9: Version Details

The Version Details window displays serial numbers,
calibration and software version, and other information
about the current configuration of the ESM.
This information will be necessary to supply to
Waukesha if any problems should arise with the ECU.
To access version details, click “Version Details” button
on the button bar in ESP.

FORM 6354-2
3.10-5 © 8/2012
INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

NAVIGATING ESP PANELS

ESP consists of panels grouped by common engine functionality. Each of the panels displays engine status and
operation information in color-coded text fields, gauges and status bars. ESP panels can be set to display in either
U.S. or metric measurement units.

COMMON FEATURES

1
2

3 4
5

Figure 3.10-10

1 - Title Bar 5 - Communication Icon

2 - Menu Bar 6 - Display Fields
3 - Panel Title 7 - Button Bar
4 - Engine Alarm

FORM 6354-2
3.10-6 © 8/2012
 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
Title Bar DISPLAY FIELDS
The ESP Title Bar lists the ESP version number, ECU ESP displays engine information in several types of
serial number, engine serial number and calibration part display fields.
number.
Text Field
Menu Bar
This type of field displays an engine operation value.
The ESP Menu Bar consists of the File and Help menus.
• File: Used for opening and closing of workspace files
(training mode only) and for exiting the ESP program.
• Help: Used for accessing E-Help and viewing the
“About” information.

Panel Title Figure 3.10-11: Text Field

Shows the title of the current ESP panel being displayed. Text Field with Status Bar
Engine Alarm This field displays an engine operation value with a
status bar underneath that displays alarm information. If
This field provides a general overview of alarm status.
a problem is detected, the status bar, under the affected
When no alarms are active, the field is gray. If an alarm
sensor, will change from green to yellow, and a message
occurs, the field turns yellow and signals that “YES” at
will appear in the status bar informing the user that a
least one alarm is active.
problem with the associated field needs correction for
Communication Icon proper operation. Until the fault is corrected, the field will
display a default value, not the actual value (see Figure
Displays the communication status between ESP and 3.10-12).
the ECU. See CONNECTION STATUS on page 3.25-
4.
1 2
Display Fields
Color-coded text fields, status bars, gauges and
programmable edit boxes. See DISPLAY FIELDS on
page 3.10-7 for more information.

Button Bar 3
All ESP panels share a common button bar that allows
for easy access to frequently used functions. See Figure 3.10-12: Text Field with Status Bar
BUTTON BAR on page 3.10-9 for more information.
1 - Normal 3 - Status Bar
2 - Problem Detected

User-Programmable Field
These fields allow the user to adjust engine parameters
or to set operational limits. See BASIC
PROGRAMMING IN ESP on page 3.25-5 for more
information.

Figure 3.10-13: User-Programmable Field

FORM 6354-2
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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
Status Field Edit Boxes
Status fields are used to identify the different states that Edit box fields open a Quick Edit window that allows the
an engine or ECU component is currently in. The fields user to enter multiple parameters in a data grid. The data
have a gray title bar on the bottom and a color-coded grid can be viewed either on its horizontal or vertical axis.
field above it displaying a short message about the Displayed at the bottom of the Quick Edit window are the
item’s current state. unit of measurement, and the minimum and maximum
programmable values.
2
3
4
5
1

Figure 3.10-14: Status Field

1 - Title Bar 4 - Pink: Low, Warm-

2 - Gray: Off (no alarm) up or Idle
3 - Green: On or 5 - Red: Warning or
Normal Shutdown

Gauges
Gauges use a needle to display an approximate engine
value with the actual value displayed in the title below.

Figure 3.10-16: Edit Box

Figure 3.10-15: Gauge

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 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
BUTTON BAR
The button bar is located on the bottom of every ESP engine panel and provides access to commonly used functions,
or for items not specific to any one engine panel.

1 2 3 5 7 9 11

4 6 8 10 12

Figure 3.10-17: Button Bar

1 - View Faults 7 - Send Calibration to ECU

2 - Manual Actuator Calibration 8 - Change Units
3 - Reset Status LEDs 9 - Save to ECU
4 - Version Details 10 - Start Editing/Stop Editing - Currently Editing
5 - Start Logging All 11 - Undo Last Change
6 - Stop Logging All 12 - Undo All Changes
“View Faults” “Change Units”
This button displays the Fault Log window. See FAULT This button allows the user to change all the ESP panel
LOG DESCRIPTION on page 3.10-10 for more fields to display in either U.S. units or in metric
information. measurement units. See CHANGING UNITS – U.S. OR
METRIC on page 3.25-10 for more information.
“Manual Actuator Calibration”
“Save to ECU”
This button allows the user to manually calibrate the
wastegate actuator. See ACTUATOR CALIBRATION This button is used to save programmed values to
on page 3.25-8 for more information. permanent memory in the ECU. Changes saved to
permanent memory will not be lost if power to the ECU
“Reset Status LEDs” is removed. See SAVING TO PERMANENT MEMORY
This button allows the user to reset the status LEDs on on page 3.25-6 for more information.
the ECU. See RESET STATUS LEDS ON ECU on page
“Start Editing”/“Stop Editing - Currently Editing”
3.25-9 for more information.
This button is used to toggle between editing modes in
“Version Details” ESP. When this button is clicked and the caption reads
This button allows the user to view the serial number( s) “Stop Editing - Currently Editing,” the editing mode is
and calibration number of the ECU and engine. This active and the user is able to edit the programmable
information is provided to verify that the ECU is fields in ESP. When this button is clicked and the caption
calibrated correctly for the engine on which it is installed. reads “Start Editing,” the editing mode is inactive and the
user will be unable to edit the programmable fields in
“Start Logging All” and “Stop Logging All” ESP. See BASIC PROGRAMMING IN ESP on page
3.25-5 for more information.
These buttons are used to log all active system
parameters during a user-determined period of time. “Undo Last Change” and “Undo All Changes”
The file that is saved is a binary file (extension .AClog)
that must be extracted into a usable file format. These buttons allows the user to reset either the last
See LOGGING SYSTEM PARAMETERS on page 3.25- programming change or all programming changes
17 for more information. made. You can only undo changes from up until the last
“Save to ECU.”
“Send Calibration to ECU”
This button is used to send a calibration file to the ECU.

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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
FAULT LOG DESCRIPTION The faults listed in the fault log can be sorted by clicking
on a column name. For example, clicking on “Fault” will
One method of obtaining diagnostic information is by
sort alarms/shutdowns in numerical order based on the
viewing the Fault Log in ESP. The Fault Log displays the
fault code. Clicking on “First Occurrence” will sort
data provided by the ECU and can be displayed either
alarms/shutdowns in order of occurrence.
to list only the active faults or to list the history of all the
faults that occurred in the lifetime of the ECU. NOTE: As an additional aid in troubleshooting, double-
clicking a fault listed in the Fault Log will open E-Help
The Fault Log displays the name of the fault, the first time
directly to the troubleshooting information for that fault.
the fault occurred since the fault was reset (in ECU
hours:minutes:seconds), the last time the fault occurred
since reset, the number of times the fault occurred since
reset and the total number of times the fault occurred in
the lifetime of the ECU. All the fault information is
resettable except for the total number of times the fault
occurred during the lifetime of the ECU.

1 2 3 4 5
Fault First Occurrence Last Occurrence Total Since Reset Lifetime To tal
ALM212 IMAP LB/BK OC 8079:12:10 8164:09:25 20 20

13 ould double-click the fault description.

6 7 8 9 10 11 12
List Active Total Fault Reset Copy To
Selected Fault Help Refresh Close
Faults History Clipboard
Fault

Figure 3.10-18: Fault Log Window

1 - Fault 8 - Reset Selected Fault

2 - First Occurrence 9 - Fault Help
3 - Last Occurrence 10 - Refresh
4 - Total Since Reset 11 - Copy to Clipboard
5 - Lifetime Total 12 - Close
6 - List Active Faults 13 - This is the only “active” fault listed in the Fault Log.
7 - Total Fault History This alarm condition is indicated on the [F2] Engine
panel and with flashing LEDs on the ECU. To
troubleshoot this alarm, the user would double-click
the fault description.

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 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
“Fault” “Refresh”
This field displays the fault code and description for the This button allows the user to update or refresh the Fault
alarm or shutdown condition that exists. Alarm codes in Log. When the Fault Log is open, the information is not
ESP are identified with the letters “ALM” preceding a automatically refreshed. For example, if the Fault Log is
3-digit alarm code. Emergency shutdown codes are displayed on screen, and a fault is corrected, the Fault
identified with the letters “ESD” preceding a 3-digit Log will not refresh itself to reflect the change in active
shutdown code. Double-clicking a fault listed in the Fault faults. The user must refresh the Fault Log to view the
Log will open E-Help directly to the troubleshooting updated information.
information for that fault.
“Copy To Clipboard”
“First Occurrence”
This button copies the Fault Log information to the PC’s
This field displays the first time the fault listed occurred clipboard. The information can then be pasted as text in
since the fault was reset (in ECU a word-processing or spreadsheet application.
hours:minutes:seconds). This field is resettable.
NOTE: The copied text is tab delimited and will need to
“Last Occurrence” be formatted after being pasted into the spreadsheet or
word-processing program to align columns and to
This field displays the last time the fault listed occurred display information as desired.
since the fault was reset (in ECU
hours:minutes:seconds). This field is resettable. “Close”

“Total Since Reset” This button closes the Fault Log.

This field displays the number of times the fault occurred

since the fault was reset. This field is resettable.

“Lifetime Total”
This field displays the total number of times the fault
occurred in the lifetime of the ECU. This field is not
resettable.

“List Active Faults” and “Total Fault History”

These buttons allow the user to view either the active
fault listing or the total fault history. The Active Fault Log
only lists active faults indicated by flashing status LEDs
and alarm fields on the ESP panels. The Total Fault
History lists all the faults that occurred in the lifetime of
the ECU.

“Reset Selected Fault”

This button resets the “First Occurrence,” “Last
Occurrence” and “Total Since Reset” back to zero of the
selected (or highlighted) fault listed in the log.

“Fault Help”
This button allows the user to open E-Help.

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INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

This Page Intentionally Left Blank

FORM 6354-2
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 SECTION 3.15
INTRODUCTION TO HMI

HMI ICONS DESCRIPTION ICON

Table 3.15-1: HMI ICONS

Home: Used to send the stepper to
DESCRIPTION ICON the HOME position.

Up and Down Arrow: Used to scroll

up and down the quadrant screens Single Arrow Left: Used to move
and the stepper control menu. stepper or stepper limits down in
small increments.

Up Arrow: Used to scroll up. Single Arrow Right: Used to move

the stepper or stepper limits up in
small increments.

Down Arrow: Used to scroll down. Double Arrow Left: Used to move
stepper or stepper limits down in
large increments.

Left Arrow: Used to scroll to the left. Double Arrow Right: Used to move
the stepper or stepper limits up in
large increments.

Right Arrow: Used to scroll to the

right. Return Arrow: Used to save any
changes that were made to the
stepper position.

Exit Door: Used to exit screen and

return to default screen. Single Opposing Arrows: Used to
enter small step adjustments.

Alarm with Note: Used to access

alarms and shutdowns. Double Opposing Arrows: Used to
enter large step adjustments.

Active Fault A: Will appear in the

upper right corner when there is an Communication Error: No
active fault. Communication between the HMI
and ECU.

Alarm: Used to acknowledge an

active fault.

FORM 6354-2
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INTRODUCTION TO HMI

CONVENTIONS FOR HMI

There are five buttons on the front of the HMI display
monitor. From left to right they are identified as <1>, <2>,
<3>, <4> and <5> buttons (see Figure 3.15-1). When
powered up, it will default to this screen, Quadrant 1
<Q1>, which displays engine rpm, oil pressure, coolant
temperature and intake manifold absolute pressure.

<1> <2> <3> <4> <5>

Figure 3.15-2

<1> <2> <3> <4> <5>

Figure 3.15-1

1 - Button 1 4 - Button 4
2 - Button 2 5 - Button 5
3 - Button 3
Pressing any of the buttons <1> – <4> will bring up the
pop-up menu (see Figure 3.15-2).
NOTE: The pop-up menu will disappear after
5 seconds if you do not press any buttons.
To view Quadrant screens <Q2> and <Q3>, press
button <1> (see Figure 3.15-2). This will scroll through
the three Quadrant screens.

FORM 6354-2
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 INTRODUCTION TO HMI
Press any of the buttons <1> – <4> to bring up the pop- SCREEN DESCRIPTIONS
up menu. Press button <2> (see Figure 3.15-3). This will
display the Engine Data 1 <ED1> screen. Quadrant Screens
The <Q1> to <Q3> quadrant screens contain the most
common information needed while operating the engine.
<Q1> and <Q2> display engine parameters while <Q3>
displays air fuel ratio information.

Engine Data Screens

The <ED1> to <ED7> screens show engine sensor
information along with control setpoints and air fuel ratio
control information.

Stepper Control Screens

The <ST1> screen is used to set up the engine NOx air
fuel ratio control system and to perform manual stepper
adjustments.

Fault Screens
The <FLT1> screens are used to monitor the ESM and
<1> <2> <3> <4> <5> NOx air fuel ratio control system faults.

Figure 3.15-3 NOTE: The HMI Fault screen provides the only access
to NOx air fuel ratio control faults. NOx air fuel ratio faults
Use buttons <1> and <2> to scroll through the Engine are not available through the ESP Fault log.
Data information. Push button <5> to take you back to
the <Q1> screen. For more information on programming Option Screens
using the HMI, see HMI NAVIGATION on page 3.15- The <OP1> screen is used to change units, set beeps,
4. change communications settings and retrieve HMI
software information.

Figure 3.15-4

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INTRODUCTION TO HMI

HMI NAVIGATION

QUADRANT

<Q1> <Q2> <Q3>

ENGINE <ED1> <ED2> <ED7>

DATA

STEPPER <ST1> <ST2> <ST3>

CONTROL

<FLT1> <FLT2> <FLT3>

FAULT

<OP1> <OP2> <OP3>

OPTIONS

Figure 3.15-5

FORM 6354-2
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 SECTION 3.20
ESP AND HMI FIELD DESCRIPTIONS

FORM 6354-2
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ESP AND HMI FIELD DESCRIPTIONS

ESP PANELS
[F2] Engine Panel

The [F2] Engine panel contains the most common information needed while operating the engine.

1 6 14

15
2

16
3

7 8 9
17
4
10

5 11 12 13 18

Figure 3.20-1: [F2] Engine Panel (16V 275GL + Shown)

1 - FT Intake Manifold Pressure 10 - Engine Status Bar

2 - BK Intake Manifold Pressure 11 - Oil Temperature
3 - Boost Pressure 12 - Pre-Filter Oil Pressure
4 - Throttle Reserve 13 - Oil Pressure
5 - Intake Manifold Temperature 14 - Coolant Temperature
6 - Engine Speed 15 - Coolant Pressure
7 - Engine Setpoint 16 - Fuel Pressure
8 - Percent Rated Load 17 - Barometric Pressure
9 - Estimated Power 18 - Ambient Air Temperature

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 ESP AND HMI FIELD DESCRIPTIONS
[F3] Start-Stop Panel

The [F3] Start-Stop panel contains the fields that affect starting and stopping of the engine.

1 2 3 4
13

14

15

5 6 7 8 9 10 11 12
16

17 19 21 23 25 26 27

18 20 22 24 28 29 30

Figure 3.20-2: [F3] Start-Stop Panel (16V 275GL + Shown)

1 - Engine Speed 16 - Oil Pressure

2 - Throttle Position % 17 - Prelube Time
3 - Bypass Position % 18 - Prelube Timer
4 - Wastegate Position % 19 - Main Fuel On RPM Adjustment
5 - Starting Signal 20 - Main Fuel On RPM
6 - Pre/Post Lube 21 - Prechamber Fuel On RPM Adjustment
7 - Starter 22 - Prechamaber Fuel On RPM
8 - Ignition Enable 23 - Starter Off RPM Adjustment
9 - Main Fuel Valve 24 - Starter Off RPM
10 - Prechamber Fuel Valve 25 - Post Lube Time
11 - User RUN/STOP 26 - Cool Down
12 - User ESD 27 - Coolant Temperature
13 - Average Intake Manifold Pressure 28 - Driven Equipment ESD
14 - Boost Pressure 29 - Purge Time
15 - Throttle Reserve 30 - Intake Manifold Temperature

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ESP AND HMI FIELD DESCRIPTIONS
[F4] Governing Operating Status Panel

The [F4] Governor Operating Status panel contains the fields that monitor or adjust parameters to ESM speed
governing.

7 8 11
1

2 12

3 9 10
13

5
14 16 18 20 22
6
15 17 19 21 23

Figure 3.20-3: [F4] Governing Operating Status Panel (16V 275GL + Shown)

1 - Engine Speed 13 - Idle

2 - Engine Setpoint 14 - High Idle
3 - Remote RPM Setpoint 15 - Load Inertia
4 - Throttle Feedback 16 - Low Idle Adjustment
5 - Average Intake Manifold Pressure 17 - Low Idle
6 - Throttle Reserve 18 - Sync RPM
7 - Throttle Position % 19 - Proportional Gain Adjustment
8 - Engine Speed (Gauge) 20 - Proportional Sync
9 - Bypass Position % 21 - Integral Gain Adjustment
10 - Wastegate Position % 22 - Droop
11 - Remote RPM 23 - Differential Gain Adjustment
12 - Alternate Dynamics

FORM 6354-2
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 ESP AND HMI FIELD DESCRIPTIONS
[F5] Ignition Operating Status Panel

The [F5] Ignition Operating Status panel contains the fields necessary for adjusting and monitoring the ignition system.

12 13
1 2 3 4

14 15

16 17

18
NOx BHP-hr

5 6
19

7 8 9 10 11 20

Figure 3.20-4: [F5] Ignition Operating Status Panel (16V 275GL + Shown)

1 - Ignition Timing (left bank) 11 - User ESD

2 - Spark Reference # (left bank) 12 - High Voltage Adjustment
3 - Spark Reference # (right bank) 13 - High Voltage Limit
4 - Ignition Timing (right bank) 14 - Low Voltage Adjustment
5 - Average Intake Manifold Pressure 15 - Low Voltage Limit
6 - Engine Speed 16 - No Spark Adjustment
7 - Ignition Energy 17 - No Spark Limit
8 - Ignition Enable 18 - NOx Adjustment
9 - Max Retard 19 - User WKI
10 - Knocking 20 - User WKI in Use

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ESP AND HMI FIELD DESCRIPTIONS
[F10] System/Shutdown Status Panel

The [F10] System/Shutdown Status panel displays the fields that affect the operation of the ECU.

1 4 7 10 14 19

2 5 8 11 15 20

3 6 9 12 16 21

13 17 22

18 23

Figure 3.20-5: [F10] System/Shutdown Status Panel (16V 275GL + Shown)

1 - User ESD 13 - Alternate Dynamics

2 - User RUN/STOP 14 - Remote RPM
3 - System 15 - Idle
4 - ECU Hours 16 - Starter
5 - Engine Speed 17 - Main Fuel Valve
6 - ECU Temperature 18 - Prechamber Fuel Valve
7 - Active Faults 19 - Ignition Enable
8 - Engine Setpoint 20 - Ignition Energy
9 - Battery Voltage 21 - Ignition Alarm
10 - Cal Loaded 22 - Max Retard
11 - Faults Loaded 23 - Engine Knocking
12 - Stats Loaded

FORM 6354-2
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 ESP AND HMI FIELD DESCRIPTIONS
[F11] Advanced Functions Panel

The [F11] Advanced Functions panel allows the user to adjust alarm and shutdown setpoints and displays a cylinder
chart for identifying the correct cylinder in certain fault code messages.

5
1 3
2

Figure 3.20-6: [F11] Advanced Functions Panel (16V 275GL + Shown)

1 - Baud Rate 4 - Alarm and Shutdown Setpoints

2 - Slave ID 5 - Firing Order/Cylinder Identification
3 - Reset Wastegate Learning Table

NOTICE
In order to prevent false alarm and shutdown faults on start-ups and customer shutdowns, ESM uses factory-
programmed rpm tables to adjust the oil pressure alarm and shutdown setpoints while the engine is below minimum
idle.
The oil pressure alarm and shutdown setpoint fields located in the [F11] Advanced panel will update in real time to
reflect these values.

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ESP AND HMI FIELD DESCRIPTIONS

HMI SCREENS Quadrant 3 <Q3>

Quadrant 1 <Q1>

1 2
1 2

4 3
4 3

Figure 3.20-9

Figure 3.20-7 1 - NOx Setpoint 3 - Exhaust NOx Level

2 - Exhaust NOx Level in Parts Per Million
1 - Engine Speed 3 - Intake Manifold in Grams 4 - Exhaust O2 Level
2 - Oil Pressure Absolute Pressure
4 - Coolant Engine Data 1 <ED1>
Temperature
Quadrant 2 <Q2> 1
2
3
4
1 2
5
6
7
4 3
8
9

Figure 3.20-10

1 - Engine Speed 6 - Oil Temperature

Figure 3.20-8 2 - Coolant 7 - Engine RPM
Temperature Setpoint
1 - Oil Temperature 3 - Engine RPM
3 - Oil Pressure 8 - Ambient Air
2 - Intake Manifold Setpoint
4 - Intake Manifold Temperature
Temperature 4 - Throttle Position %
Absolute Pressure 9 - Barometric
5 - Intake Manifold Pressure
Temperature

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 ESP AND HMI FIELD DESCRIPTIONS
Engine Data 2 <ED2> Engine Data 4 <ED4>

1
2
3
4 1

5
6
7
8
9

Figure 3.20-11 Figure 3.20-13

1 - Throttle Position 6 - Intake Manifold 1 - Spark Timing for

2 - Wastegate Position Absolute Pressure Each Cylinder
3 - Bypass Position Front
Engine Data 5 <ED5>
4 - Actual Engine Load 7 - Intake Manifold
5 - Desired Engine Absolute Pressure
Load Rear
8 - Oil Pressure
Differential
1
9 - Fuel Pressure
Engine Data 3 <ED3> 2
3
4
1
5
2 6
3 7
4
5

Figure 3.20-14

1 - Ignition Power 5 - Voltage (Volt)

Level 6 - NOx Setpoint
2 - No Spark 7 - Exhaust NOx Level
3 - Start Countdown in Grams
4 - Engine Hours
Figure 3.20-12

1 - Main Fuel Valve 4 - Desired Spark

2 - Prechamber Fuel Timing
Valve 5 - Spark Timing for
3 - WKI Each Cylinder

FORM 6354-2
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ESP AND HMI FIELD DESCRIPTIONS
Engine Data 6 <ED6> Engine Data 7 <ED7>

1
2
1
3 2
4
3
5
6
7
8
9

Figure 3.20-15 Figure 3.20-16

1 - Exhaust NOx Level 6 - Stepper High Limit 1 - Normal Shutdown 3 - Engine Shutdown
in Parts Per Million 7 - Stepper Low Limit Input Output
2 - Exhaust O2 Level 8 - Engine Fault Output 2 - Emergency
3 - Mode 9 - Engine Knocking Shutdown Input
4 - Stepper Current
Position
5 - Stepper Start
Position

FORM 6354-2
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 ESP AND HMI FIELD DESCRIPTIONS

FIELD DESCRIPTIONS “BAROMETRIC PRESSURE”

See ESP PANELS on page 3.20-2 and HMI SCREENS • ESP Panels: [F2]
on page 3.20-8 for the location of each field. • HMI Screen: <ED1>
“ACTIVE FAULTS” Displays the engine’s ambient barometric pressure.
• ESP Panel: [F10] Units are in kPa (in.-Hg) absolute. If a barometric
pressure sensor or wiring fault occurs, the status bar
Displays the number of active faults of the ECU. View beneath this field turns yellow and displays a message
the fault log for a detailed list of active faults. See FAULT to fix the sensor or wiring.
LOG DESCRIPTION on page 3.10-10 for more
information. NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
“ACTUAL ENGINE LOAD”
“BK INTAKE MANIFOLD PRESSURE”
See “PERCENT RATED LOAD” on page 3.20-18.
• ESP Panel: [F2]
• HMI Screen: <ED2>
• HMI Screen: <ED2>
“ALTERNATE DYNAMICS”
This field displays the engine’s BacK intake manifold
• ESP Panel: [F4] pressure. Units are in kPa (in.-Hg) absolute. If an intake
This field signals when the Alternate Governor manifold pressure sensor or wiring fault occurs, the
Dynamics digital input is high (8.6 – 36 volts) or low status bar beneath this field turns yellow and displays a
(< 3.3 volts). During the time the alternate dynamics message to fix the sensor or wiring.
input is high, the field is green and displays “ON”. During NOTE: When a sensor or wiring fault is detected, the
the time the alternate dynamics input is low, the field is field displays a default value, not the actual value.
gray and displays “OFF”. When Alternate Dynamics is
enabled, throttle gain is reduced, which provides better “BATTERY VOLTAGE”
speed stability at low loads and speed. • ESP Panel: [F10]
“AMBIENT AIR TEMPERATURE” • HMI Screen: <ED5>
• ESP Panel: [F2] Displays the current battery voltage. If the battery
• HMI Screen: <ED1> voltage goes below 21 VDC, the status bar beneath the
field will warn the user by turning yellow and displaying
This field displays combustion inlet air temperature. If an the message “TOO LOW.” The “Battery Voltage” field
ambient air temperature sensor or wiring fault occurs, does not display the actual voltage if it falls outside the
the status bar beneath this field turns yellow and displays acceptable range of 21 – 32 volts. ALM454 will become
a message to fix the sensor or wiring. active if the battery voltage remains below 21 VDC for
NOTE: When a sensor or wiring fault is detected, the longer than 30 seconds. If the battery voltage falls below
field displays a default value, not the actual value. 18 VDC, the engine will shut down. See BATTERY
MAINTENANCE on page 4.00-5 for more
“AVERAGE INTAKE MANIFOLD PRESSURE” information.
• ESP Panels: [F3], [F4], [F5] “BAUD RATE”
• HMI Screens: <Q1>, <ED1> • ESP Panel: [F11]
This field displays the average of the front and back This field allows the user to program MODBUS baud rate
intake manifold pressures. Units are kPa (in.-Hg) to 1200, 2400, 9600 or 19,200 bps (bits per second). For
absolute. If one of the intake manifold pressure sensors the 12V/16V 275GL +, this field must be set to 19,200.
fails, the field displays only the reading from the working See ESM COMMUNICATIONS on page 5.05-1.
sensor. If both sensors fail, the field is unable to display
the actual value and a default value is displayed instead.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.

FORM 6354-2
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ESP AND HMI FIELD DESCRIPTIONS
“BOOST PRESSURE” “DESIRED ENGINE LOAD”
• ESP Panels: [F2], [F3] • HMI Screen: <ED2>
This field displays the boost pressure. If a boost pressure A value from the ECU that represents the desired
sensor or wiring fault occurs, the status bar beneath this operating torque of the engine unless there is an engine
field turns yellow and displays a message to fix the fault such as uncontrollable knock.
sensor or wiring.
“DESIRED SPARK TIMING”
NOTE: When a sensor or wiring fault is detected, the • HMI Screen: <ED3>
field displays a default value, not the actual value.
The field displays the engine ignition timing for all
“BYPASS POSITION %” cylinders without any retard/offset for knock.
• ESP Panels: [F3], [F4]
“DIFFERENTIAL GAIN ADJ”
• HMI Screen: <ED2>
• ESP Panel: [F4]
This field displays the percent the bypass valve is open.
User-programmable field to adjust differential gain by a
The main purpose of the bypass control is to prevent
multiplier of 0 – 1.100. Differential gain is a correction
turbocharger surge. The bypass control is
function to speed error that is based on direction and rate
nonadjustable.
of change. When an error exists between actual engine
“CAL LOADED” speed and engine speed setpoint, a differential gain
• ESP Panel: [F10] calibrated by Waukesha is multiplied to the derivative of
the speed error. This is done to increase or decrease
Displays if the calibration is loaded for the ECU. The throttle response to correct or reduce speed error.
“Calibration Loaded” field should always be green and Although the user can program the differential gain
display “OK.” If this field is red and displays “NO,” contact multiplier with this field to fine-tune throttle response, it
your local Waukesha Distributor for technical support. is typically not adjusted. “Proportional Gain Adj” and
“COOL DOWN” “Integral Gain Adj” are also used to correct speed error.

• ESP Panel: [F3] “DRIVEN EQUIPMENT ESD”

This field allows the user to program engine cooldown. • ESP Panel: [F3]
Cooldown is the amount of time that the engine will User-programmable field for setting an overspeed
continue to run after a normal shutdown is activated. shutdown value to protect driven equipment. Driven
Cooldown can be programmed from 0 to 10,800 equipment overspeed can be programmed from 0 –
seconds (0 to 180 minutes). Cooldown is bypassed 2,200 rpm. If programmed driven equipment overspeed
when an emergency shutdown is performed. exceeds engine overspeed, the engine overspeed value
“COOLANT PRESSURE” takes precedence.

• ESP Panel: [F2] For example: a 1,500 rpm engine will have a factory-
programmed engine overspeed trip point of 1,605 rpm.
This field displays the engine’s coolant pressure. Units If the driven equipment overspeed is set to 1,700 rpm,
are kPa (psi). If a coolant pressure sensor or wiring fault and the engine speed exceeds 1,605 rpm, the engine
occurs, the status bar beneath this field turns yellow and will be shut down. If the driven equipment overspeed is
displays a message to fix the sensor or wiring. set to 1,100 rpm, and the engine speed exceeds 1,100
NOTE: When a sensor or wiring fault is detected, the rpm but is less than 1,605 rpm, the engine will be shut
field displays a default value, not the actual value. down.

“COOLANT TEMP” “DROOP (%)”

• ESP Panels: [F2], [F3] • ESP Panel: [F4]
• HMI Screens: <Q1>, <ED1> User-programmable field for adjusting the percent of
droop. Droop allows steady-state speed to drop as load
Displays the engine’s coolant temperature at the outlet
is applied. Droop is expressed as a percentage of
of the engine. Units are °C (°F). If a coolant temperature
normal average speed. Droop can be programmed from
sensor or wiring fault occurs, the status bar beneath this
0 to 5%.
field turns yellow and displays a message to fix the
sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.

FORM 6354-2
3.20-12 © 8/2012
 ESP AND HMI FIELD DESCRIPTIONS
“ECU HOURS” “ENGINE SETPOINT RPM”
• ESP Panel: [F10] • ESP Panels: [F2], [F4], [F10]
Displays the number of hours the currently connected • HMI Screens: <Q2>, <ED4>
ECU has been in operation. Displays the engine speed (rpm) setpoint. The engine
NOTE: This value does not necessarily represent the speed setpoint is determined by a user input, not internal
amount of hours the engine has been in operation. calibrations. See ESM SPEED GOVERNING on page
1.20-9 for more information on engine setpoints.
“ECU TEMP”
“ENGINE SHUTDOWN OUTPUT”
• ESP Panel: [F10]
• ESP Panel: [F10]
Displays the internal temperature of the ECU. Units are
°C (°F). If the ECU temperature is too high, the status bar • HMI Screen: <ED7>
beneath the field turns yellow and displays the message This field alerts the user when the ESM activates a
“HIGH.” If the ECU temperature increases beyond the shutdown. During an ESM shutdown, the field turns red
maximum recommended operating temperature, and displays “OK”. When this field indicates OK, a 24
ALM455 will become active. VDC signal to the customer is provided through the
“EMERGENCY SHUTDOWN INPUT” Customer Interface Harness. When the engine is not in
an emergency shutdown mode, the field is gray and
• ESP Panels: [F3], [F5], [F10] displays “SHUTDOWN”.
• HMI Screen: <ED7>
“ENGINE SPEED RPM”
This field signals that an emergency shutdown is in • ESP Panels: [F2], [F3], [F4], [F5], [F10]
process based on a customer input. During an
emergency shutdown, the field is red and signals the • HMI Screens: <Q1>, <ED1>
user that an emergency stop is active by displaying “OK”. This field displays current engine speed in rpm.
When “OK” is displayed, the engine cannot be restarted.
When the engine is not in an emergency shutdown “ENGINE STATUS BAR”
mode, the field is gray and displays “SHUTDOWN”. • ESP Panel: [F2]
ENGINE ALARM OUTPUT This field signals the user that an emergency shutdown
• ESP Panel: [F11] is in process. When the engine is operating or is off, the
field remains deactivated (gray). If the engine shuts
• HMI Screen: <ED6> down due to an emergency, this field will turn red and
This field provides a general overview of alarm status. display a message indicating an emergency shutdown
When no alarms are active, “OFF” is displayed. If an is in process. When the shutdown is complete, the field
alarm occurs, then ***** is displayed. deactivates (turns gray) and the shutdown is recorded
in the fault log history. However, the field remains active
“ENGINE HOURS” (in shutdown mode) if any E-Stop button on the engine
• HMI Screen: <ED5> is pushed in, or if a customer-supplied emergency switch
is activated.
See “ECU HOURS” on page 3.20-13.
“ESTIMATED POWER”
“ENGINE KNOCKING”
• ESP Panel: [F2]
• ESP Panel: [F10]
• HMI Screen: <ED6> This field displays an approximation (±5%) of actual
engine power in kW (BHP). The approximation is based
This field alerts the user when knock is present in a on ECU inputs and assumes correct engine operation.
cylinder when timing is fully retarded. When knock is
sensed with at least one cylinder, the field turns yellow “EXHAUST NOX LEVEL IN GRAMS”
and displays “YES”. The user can determine which • HMI Screens: <Q3>, <ED5>
cylinder(s) is knocking by looking at the individual
The exhaust NOx output in g/BHP-hr or g/Nm3.
cylinder timings displayed on the [F5] Ignition panel. If
Calculated from NOx, O2, IMAP rpm and other inputs.
no knock is present, the field is gray and displays “NO”.

FORM 6354-2
3.20-13 © 8/2012
ESP AND HMI FIELD DESCRIPTIONS
“EXHAUST NOX LEVEL IN PPM” “HIGH IDLE RPM”
• HMI Screens: <Q3>, <ED6> • ESP Panel: [F4]
The actual NOx exhaust level in rpm as measured by the User-programmable field for adjusting the high idle rpm.
NOx sensor located in the sensor block. The high idle setting is used when the rated speed/idle
speed digital input is high (8.6 – 36 volts) and “Remote
“EXHAUST O2 LEVEL”
RPM” is OFF. The high idle rpm can be programmed
• HMI Screens: <Q3>, <ED6> from 800 to 2200 rpm (not to exceed a preprogrammed
maximum speed). Internal calibrations prevent the
This field displays the dry O2% value, derived from the
engine from running faster than rated speed +10%.
measured wet O2% value.
NOTE: Although customer connections determine the
“FAULTS LOADED” rpm setpoint in variable speed applications, the high idle
• ESP Panel: [F10] setting must be programmed to a “safe” value in case an
out-of-range speed setpoint is detected or if the wire that
Status field displaying if ECU has faults loaded. The enables remote rpm operation fails.
“Faults Loaded” field should always be green and
display “OK.” If this field is red and displays “NO”, contact “HIGH VOLTAGE ADJ.” AND “HIGH VOLTAGE
your local Waukesha Distributor for technical support. LIMIT”
“FT INTAKE MANIFOLD PRESSURE” • ESP Panel: [F5]
• ESP Panel: [F2] These fields allow the user to view and adjust the high
voltage alarm limit setting. See IGNITION
• HMI Screen: <ED2>
DIAGNOSTICS on page 2.15-6 and IPM-D
This field displays the engine’s FronT intake manifold PROGRAMMING on page 3.25-15 for more
pressure. Units are in kPa (in.-Hg) absolute. If an intake information.
manifold pressure sensor or wiring fault occurs, the
“HOME POSITION”
status bar beneath this field turns yellow and displays a
message to fix the sensor or wiring. Send stepper to HOME position and then back to the
START position. This can only be requested when the
NOTE: When a sensor or wiring fault is detected, the
engine is not running.
field displays a default value, not the actual value.
• HMI Screen: <ST1>
“FUEL PRESSURE”
“IDLE”
• ESP Panel: [F2]
• ESP Panels: [F4], [F10]
• HMI Screen: <ED2>
This field indicates whether low idle rpm or high idle rpm
This field displays the engine’s fuel rail pressure. Units
is active. Low or high idle rpm is determined by a
are in kPa (in.-Hg) absolute. If a fuel rail pressure sensor
customer digital input. When the input is low (< 3.3 volts),
or wiring fault occurs, the status bar beneath this field
the field will display “LOW”. When the input is high (8.6
turns yellow and displays a message to fix the sensor or
– 36 volts), the field will display “HIGH”. See “HIGH IDLE
wiring.
RPM” on page 3.20-14 and “LOW IDLE RPM” AND
NOTE: When a sensor or wiring fault is detected, the “LOW IDLE ADJ” on page 3.20-16 for values of high
field displays a default value, not the actual value. and low idle.

FORM 6354-2
3.20-14 © 8/2012
 ESP AND HMI FIELD DESCRIPTIONS
“IGNITION ALARM” “IMAP REAR”
• ESP Panel: [F10] • ESP Panel: [F2]
This field displays if the currently connected ECU is • HMI Screen: <ED2>
receiving an alarm from the IPM-D because of one of
See “BK INTAKE MANIFOLD PRESSURE” on
the following:
page 3.20-11.
– One or both of the E-Stop buttons on the side of the
engine are engaged. “IMAP FRONT”

– The IPM-D is not receiving 24 volts. • ESP Panel: [F2]

– The IPM-D is not working correctly. • HMI Screen: <ED2>

When one of these conditions exists, the field will turn See “FT INTAKE MANIFOLD PRSESURE” on
yellow and display “ALARM”. If no problems exist, the page 3.20-14.
field is gray and displays “OK”. “INTAKE MNFLD TEMP”
“IGNITION ENABLE” • ESP Panels: [F2], [F3]
• ESP Panels: [F3], [F5], [F10] • HMI Screens: <Q2>, <ED1>
This field signals when the IPM-D is enabled and is ready This field displays the engine’s intake manifold
to receive a signal from the ECU to fire each spark plug. temperature. Units are in °C (°F). If an intake manifold
During the time the IPM-D is enabled, the field is green temperature sensor or wiring fault occurs, the status bar
and displays “ON”. During the time the ignition is beneath this field turns yellow and displays a message
disabled, the field is gray and displays “OFF”. to fix the sensor or wiring.
“IGNITION ENERGY” NOTE: When a sensor or wiring fault is detected, the
• ESP Panels: [F5], [F10] field displays a default value, not the actual value.

This field displays the level of energy the IPM-D is firing “INTEGRAL GAIN ADJ”
the spark plugs. The ignition level will either be at “Level • ESP Panel: [F4]
1” (low/normal) or at “Level 2” (high). See MONITORING
User-programmable field for adjusting the integral gain
IGNITION ENERGY FIELD on page 2.15-6 for more
by a multiplier between 0 and 1.102. Integral gain is a
information.
correction function to speed error that is based on the
“IGNITION POWER LEVEL” amount of time the error is present. When an error exists
between actual engine speed and engine speed
See “IGNITION ENERGY” on page 3.20-15.
setpoint, an integral gain calibrated by Waukesha is
“IGN TIMING” (LEFT BANK) multiplied to the integral of the speed error. This is done
• ESP Panel: [F5] to increase or decrease throttle response to correct or
reduce speed error. Although the user can program the
• HMI Screens: <ED3>, <ED4>, <ED5> integral gain multiplier with this field to fine-tune injector
These fields display individual cylinder timing in degrees response, it is typically not adjusted. “Proportional Gain
before top dead center (°BTDC). Adj” and “Differential Gain Adj” are also used to correct
speed error. See speed error correction equation under
“IGN TIMING” (RIGHT BANK) the description for “Proportion Gain Adj.”
• ESP Panel: [F5]
“KNOCKING”
• HMI Screens: <ED3>, <ED4>, <ED5>
• ESP Panel: [F5]
These fields display individual cylinder timing in °BTDC. • HMI Screen: <ED6>
“IMAP AVG” See “ENGINE KNOCKING” on page 3.20-13.
• HMI Screens: <Q1>, <ED1>
See “AVERAGE INTAKE MANIFOLD PRESSURE” on
page 3.20-11.

FORM 6354-2
3.20-15 © 8/2012
ESP AND HMI FIELD DESCRIPTIONS
“LOAD INERTIA” “MAIN FUEL ON RPM” AND “MAIN FUEL ON RPM
• ESP Panel: [F4] ADJ”
• ESP Panel: [F3]
User-programmable field for programming the load
inertia value. By programming the load inertia or rotating These fields allow the user to view and program the rpm
mass moment of inertia of the driven equipment, the at which the main gas shutoff valve is turned on. The
governor gain is preset correctly, aiding rapid start-up of green “Fuel On RPM” field displays the actual
the engine. If this field is programmed correctly, there programmed rpm setting. The blue “Fuel On RPM Adj”
should be no need to program gain adjustments field allows the user to adjust the actual setting by
(“Proportional Gain Adj,” “Integral Gain Adj” and entering a value from -50 to +100 rpm. When an
“Differential Gain Adj”). The rotating mass moment of adjustment is entered, the actual “Fuel On RPM” is
inertia must be known for each piece of driven updated to reflect the adjustment.
equipment and then added together. See Load Inertia:
“MAIN FUEL VALVE”
on page 1.15-7 for more information.
• ESP Panels: [F3], [F10]
NOTE: Rotating moment of inertia is not the weight or
mass of the driven equipment. It is an inherent property • HMI Screen: <ED3>
of the driven equipment and does not change with This field signals when the main gas shutoff valve is
engine speed or load. Contact the coupling and/or driven engaged by the ECU. During the time the main fuel valve
equipment manufacturer for the moment of inertia value. is engaged, the field is green and displays “ON”. During
“LOW IDLE RPM” AND “LOW IDLE ADJ” the time the main main gas shutoff valve is disengaged,
the field is gray and displays “OFF”.
• ESP Panel: [F4]
“MAX RETARD”
These fields allow the user to view and program the low
idle rpm setting. The low idle setting is used when the • ESP Panels: [F5], [F10]
rated speed/idle speed digital input is low (< 3.3 volts) This field alerts the user when any cylinder’s timing has
and “Remote RPM” is OFF. The “Low Idle RPM” field reached the maximum retard in timing allowed. If any
displays the actual programmed low idle rpm setting. cylinder is at maximum retard, the field turns yellow and
The blue “Low Idle Adj” field allows the user to adjust the displays “YES”. The user can determine which
actual setting by entering a value from -50 to +100 rpm. cylinder(s) is at maximum retard by looking for the lowest
When an adjustment is entered, the actual “Low Idle individual cylinder ignition timing displayed on the [F5]
RPM” is updated to reflect the adjustment. Ignition panel. When none of the cylinders are at
NOTE: The low idle rpm cannot be set above the high maximum retard, the field is gray and displays “NO”.
idle rpm. “MODBUS ADDR”
NOTE: Although customer connections determine the • HMI (see OPTIONS on page 3.30-7)
rpm setpoint in variable speed applications, the low idle
This field allows the user to program a unique
setting must be programmed to a “safe” value in case an
identification number for each HMI (up to 32) on a multi-
out-of-range speed setpoint is detected or if the wire that
HMI networked site. The identification number that can
enables remote rpm operation fails.
be programmed can range from 1 to 247. By
“LOW VOLTAGE ADJ.” AND “LOW VOLTAGE programming an identification number, the user can
LIMIT” communicate to a specific HMI through MODBUS using
• ESP Panel: [F5] a single MODBUS master when multiple HMIs are
networked together.
These fields allow the user to view and adjust the high
voltage alarm limit setting. See IGNITION
DIAGNOSTICS on page 2.15-6 and IPM-D
PROGRAMMING on page 3.25-15 for more
information.

FORM 6354-2
3.20-16 © 8/2012
 ESP AND HMI FIELD DESCRIPTIONS
“MODE” “NOX ADJUST”
• ESP Panel: [F8] • ESP Panel: [F5]
“Start” - Indicates that the stepper is in the start position This field allows the user to set the desired NOx
as set by the user for engine starting. When the engine emissions level (engine out at the exhaust stack) at
goes from the starting to the running state, this indicator which the engine will run. The field displays the
will turn off. The stepper will remain at the start position programmed NOx level, not the actual level. See
if in manual mode, or until the controller goes closed loop PROGRAMMING NOX LEVEL on page 3.25-16 for
in the automatic mode. more information.
“Automatic” - Indicates that the control is in automatic NOTE: To correct for differences in the actual engine-
mode (the “Manual Mode Check Box” is not checked), out NOx emissions and that of the programmed NOx
and the stepper will be active when closed loop level, the user input should be adjusted in the
requirements are met. appropriate direction until the actual engine-out
emissions meet the user’s desired level (e.g., the NOx
“Manual” - Indicates that the control is in manual mode
field may require a value of 1.5 g/BHP-hr [0.6 mg/m3] to
(the “Manual Mode Check Box” is checked), and the
achieve 1.0 g/BHP-hr [0.4 mg/m3] NOx emissions at the
stepper will only move when the user requests
exhaust stack).
movement using the stepper position movement
buttons. Manual mode will only function when the engine “NOX SETPOINT”
is running. • HMI Screens: <Q3>, <ED5>
“NO SPARK” This is the setpoint for NOx AFR control.
• HMI Screen: <ED5>
NOTE: The units are in g/BHP-hr or g/Nm3. This is a
This field alerts the user when any cylinder has a no calculated value from ESM and may take up to 1 minute
spark condition. See “NO SPARK ADJ.” AND “NO to update. The entered ESP value and the HMI displayed
SPARK LIMIT” on page 3.20-17 for limits. value may not match exactly due to rounding in the
“NO SPARK ADJ.” AND “NO SPARK LIMIT” calculation between ESM and NOx control. The setpoint
is zero with engine not running.
• ESP Panel: [F5]
“OIL PRESSURE”
These fields allow the user to view and adjust the high
voltage alarm limit setting. See IGNITION • ESP Panels: [F2], [F3]
DIAGNOSTICS on page 2.15-6 and IPM-D • HMI Screens: <Q1>, <ED1>
PROGRAMMING on page 3.25-15 for more
This field displays the engine’s oil pressure in the main
information.
oil header. Units are kPa (psi).
“NORMAL SHUTDOWN INPUT”
“OIL PRESSURE DIFFERENTIAL”
• ESP Panels: [F3], [F10]
• HMI Screen: <ED2>
• HMI Screen: <ED7>
The oil filter differential pressure, derived from pre-filter
This field signals that a normal shutdown is in process and post-filter oil pressures.
based on customer input. During a normal shutdown, the
field is red and displays “OK”. When “OK” is displayed, “OIL PRESSURE PRE-FILTER”
the engine cannot be restarted. When the engine is not • ESP Panel: [F2]
in a shutdown mode, the field is gray and displays
This field displays the engine’s pre-filter oil pressure.
“SHUTDOWN”.
Units are in kPa (in.-Hg) absolute. If a pre-filter oil
pressure sensor or wiring fault occurs, the status bar
beneath this field turns yellow and displays a message
to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.

FORM 6354-2
3.20-17 © 8/2012
ESP AND HMI FIELD DESCRIPTIONS
“OIL TEMP” “PRELUBE TIME” AND “PRELUBE TIMER”
• ESP Panel: [F2] • ESP Panel: [F3]
• HMI Screens: <Q2>, <ED1> The “PreLube Time” field allows the user to program
This field displays the engine’s oil temperature in the engine prelube timing. Units are in seconds. Prelube
main oil header. Units are °C (°F). If an oil temperature timing can be programmed from 0 – 10,800 seconds
sensor or wiring fault occurs, the status bar beneath this (0 – 180 minutes). The “PreLube Timer” field will display
field turns yellow and displays a message to fix the the remaining time left for a prelube event.
sensor or wiring. For example: if 300 seconds has been entered in the
NOTE: When a sensor or wiring fault is detected, the “PreLube Time” field, the “PreLube Timer” field will
field displays a default value, not the actual value. display zero until a start is requested. After the start
request, the prelube timer will start counting down from
“PERCENT RATED LOAD” 300 seconds.
• ESP Panel: [F2] “PROPORTION GAIN ADJ”
This field displays an approximation of percent rated • ESP Panel: [F4]
load (torque). The approximation is based on ECU
inputs and engine operating factors. User-programmable field for adjusting the proportional
gain by a multiplier of 0.500 – 1.050. Proportional gain is
“POST LUBE TIME” a correction function to speed error that is proportional
• ESP Panel: [F3] to the amount of error. When an error exists between
actual engine speed and engine speed setpoint, a
This field allows the user to program engine postlube proportional gain calibrated by Waukesha is multiplied
timing. Units are in seconds. Postlube timing can be to the speed error. This is done to increase or decrease
programmed from 0 – 10,800 seconds (0 – 180 minutes). throttle response to correct speed error. Although the
“PRE/POST LUBE” user can program the proportional gain multiplier with
this field to fine-tune injector response, it is typically not
• ESP Panel: [F3]
adjusted. “Integral Gain Adj” and “Differential Gain Adj”
This field signals when the oil pump is engaged and is are also used to correct speed error.
either in pre- or postlube. During the time the prelube oil
“PROPORTIONAL SYNC”
pump is engaged, the field is green and displays “ON”.
During the time the prelube oil pump is disengaged, the • ESP Panel: [F4]
field is gray and displays “OFF”. User-programmable field for adjusting proportional
“PRECH FUEL ON RPM” AND “PRECH FUEL ON synchronous gain by a multiplier of 0.500 – 1.050.
RPM ADJ” Proportional synchronous gain is a correction function to
speed error that is proportional to the amount of error.
• ESP Panel: [F3]
Proportional synchronous gain is a lower multiplier than
These fields allow the user to view and program the rpm proportional gain because of the need to synchronize to
at which the prechamber main gas shutoff valve is turned the electric grid. When an error exists between actual
on. The green “PreCh Fuel On RPM” field displays the engine speed and engine speed setpoint, a Waukesha-
actual programmed rpm setting. The blue “PreCh On calibrated proportional synchronous gain is multiplied to
RPM Adj” field allows the user to adjust the actual setting the speed error. This is done to increase or decrease
by entering a value from -50 to +300 rpm. When an throttle response to correct speed error. Although the
adjustment is entered, the actual “Pre Ch On RPM” is user can program the proportional synchronous gain
updated to reflect the adjustment. multiplier with this field to fine-tune throttle response, it
is typically not adjusted. “Integral Gain Adj” and
“PRECHAMBER FUEL VALVE”
“Differential Gain Adj” are also used to correct speed
• ESP Panels: [F3], [F10] error.
This field signals when the prechamber main gas shutoff
valve is turned on. During the time the prechamber main
gas shutoff valve is engaged, the field is green and
displays “ON”. During the time the prechamber main gas
shutoff valve is disengaged, the field is gray and displays
“OFF”.

FORM 6354-2
3.20-18 © 8/2012
 ESP AND HMI FIELD DESCRIPTIONS
“PURGE TIME” “SPARK REF #”
• ESP Panel: [F3] • ESP Panel: [F5]
This field allows the user to program the amount of time These fields display the spark reference number for
after first engine rotation that must expire before the each cylinder. The spark reference numbers can be
main gas shutoff valve and ignition are turned on. Units used to represent spark plug electrode wear (gap) and
are in seconds. can be monitored and trended to predict the time of
spark plug failure. See IGNITION DIAGNOSTICS on
NOTE: Although purge time can be programmed from
page 2.15-6 for more information.
0 to 1800 seconds (30 minutes), a purge time greater
than 20 seconds will prevent the engine from starting. NOTE: When checking faults in ESP, the cylinder
number is in firing order. For example, if #5 cylinder
“REMOTE RPM”
triggers an alarm for having a worn-out spark plug, the
• ESP Panels: [F4], [F10] user should check the spark plug of the 5th cylinder in
This field displays if remote rpm is currently active. the firing order. View the [F11] Advanced panel for firing
Remote rpm is determined by a customer digital input. order information.
When the input is high (8.6 – 36 volts), remote rpm is “SPARK TIMING”
active, turning this field green and displaying “ON.”
• HMI Screens: <ED3>, <ED4>, <ED5>
During the time the remote rpm input is low (< 3.3 volts),
remote rpm is inactive, turning this field gray and See “IGN TIMING (LEFT BANK)” on page 3.20-15.
displaying “OFF”. When remote rpm is inactive, engine
“START COUNTDOWN”
speed is based on the current “Idle” state and the
corresponding values in “High Idle RPM” and “Low Idle • HMI Screen: <ED5>
RPM” fields. See “PRELUBE TIME” AND “PRELUBE TIMER” on
“REMOTE RPM SETPOINT” page 3.20-18.
• ESP Panel: [F4] “STARTER”
This field displays the remote rpm setpoint if the remote • ESP Panels: [F3], [F10]
rpm input 4 – 20 mA (0.875 – 4.0 V) is active. The setpoint This field signals when the starter motor is engaged. The
is only displayed in mA. starter motor is engaged based on “Starter Off RPM” and
“RESET WASTEGATE LEARNING TABLE” “Purge Time” settings. During the time the starter motor
is engaged, the field is green and displays “ON”. During
• ESP Panel: [F11]
the time the starter motor is disengaged, the field is gray
This button opens a dialog box that allows the user to and displays “OFF”.
reset the BYC Boost tables.
“STARTER OFF RPM ADJ” AND “STARTER OFF
“SLAVE ID” RPM”
• ESP Panel: [F11] • ESP Panel: [F3]
This field allows the user to program a unique These fields allow the user to view and program the rpm
identification number for each ECU (up to 32) on a multi- at which the starter motor is turned off. The “Starter Off
ECU networked site. The identification number that can RPM” field displays the actual programmed rpm setting.
be programmed can range from 1 to 247. By The blue “Starter Off RPM Adj” field allows the user to
programming an identification number, the user can adjust the actual setting by entering a value from 0 to
communicate to a specific ECU through MODBUS using +100 rpm. When an adjustment is entered, the actual
a single MODBUS master when multiple ECUs are “Starter Off RPM” is updated to reflect the adjustment.
networked together. The slave ID must be set to 1. See
ESM COMMUNICATIONS on page 5.05-1.

FORM 6354-2
3.20-19 © 8/2012
ESP AND HMI FIELD DESCRIPTIONS
“STARTING SIGNAL” “SYSTEM”
• ESP Panel: [F3] • ESP Panel: [F10]
This field shows the current state of the digital start This field alerts the user when the ESM activates a
signal, a digital input to the ECU. When the start signal shutdown. During an ESM shutdown, the field turns red
is high (8.6 – 36 volts), this field is green and displays and displays “E-SHUTDOWN”. When this field indicates
“ON”. When the start signal is low (<3.3 volts), this field E-SHUTDOWN, a 24 VDC signal to the customer is
is gray and displays “OFF”. provided through the Customer Interface Harness.
When the engine is not in an emergency shutdown
“STATS LOADED”
mode, the field is gray and displays “OK”.
• ESP Panel: [F10]
“THROTTLE FEEDBACK”
Status field displaying if ECU has statistics loaded. The
• ESP Panel: [F4]
“Stats Loaded” field should always be green and display
“OK”. If this field is red and displays “NO”, contact your This field displays the throttle actuator’s position in mA.
local Waukesha Distributor for technical support. 4 mA = 0%; 20 mA = 100%.
“STEPPER CURRENT POSITION” “THROTTLE POSITION %”
• HMI Screens: <ED6>, <ST1> • ESP Panels: [F3], [F4]
This field displays the current position of the stepper • HMI Screens: <Q3>, <ED2>
motor. Located under this field are buttons used to adjust This field displays throttle position in terms of the
the stepper position while the engine is running. See percentage the throttle valve is open.
STEPPER CONTROL on page 3.30-1.
“THROTTLE RESERVE”
“STEPPER HIGH LIMIT”
• ESP Panels: [F2], [F3], [F4]
• HMI Screens: <ED6>, <ST1>
This field displays the engine’s pressure differential
This field allows the user to program the high stepper across the carburetor and throttle plate. Units are in kPa
limit. By defining the stepper motor adjustment range, (in.-Hg) absolute.
the user can maintain stable engine operation and set
limits for troubleshooting. See STEPPER CONTROL on “USER ADJUSTABLE ALARM AND SHUTDOWN
page 3.30-1. SETPOINTS”

“STEPPER LOW LIMIT” • ESP Panel: [F11]

• HMI Screens: <ED6>, <ST1> These fields allow the user to adjust the alarm and
shutdown setpoints of the oil pressure, coolant
This field allows the user to program the low stepper limit. temperature, intake manifold temperature and oil
By defining the stepper motor adjustment range, the temperature. Adjusting these setpoints enables the user
user can maintain stable engine operation and set limits to fine-tune when an alarm or shutdown will occur or can
for troubleshooting. See STEPPER CONTROL on page be used for testing. Setpoints are only adjustable in a
3.30-1. safe direction from the factory settings. See
“STEPPER STARTING POSITION” PROGRAMMING ALARM AND SHUTDOWN
SETPOINTS on page 3.25-14 for more information on
• HMI Screens: <ED6>, <ST1>
programming these fields.
User-programmable field for setting the AGR steps
“USER ESD”
during starting. See STEPPER CONTROL on page
3.30-1. • ESP Panels: [F3], [F5], [F10]

“SYNC RPM” This field signals that an emergency shutdown is in

process based on a customer input. During an
• ESP Panel: [F4]
emergency shutdown, the field is red and signals the
This field allows the user to program a synchronized rpm user that an emergency stop is active by displaying
to allow easier synchronization to the electric grid. The “E-STOP”. When “E-STOP” is displayed, the engine
rpm programmed in this field is added to the engine cannot be restarted. When the engine is not in an
setpoint rpm. The synchronous rpm can be programmed emergency shutdown mode, the field is gray and
from 0 to 64 rpm. displays “RUN”.

FORM 6354-2
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 ESP AND HMI FIELD DESCRIPTIONS
“USER RUN/STOP”
• ESP Panels: [F3], [F10]
This field signals that a normal shutdown is in process
based on customer input. During a normal shutdown, the
field is red and displays “STOP”. When “STOP” is
displayed, the engine cannot be restarted. When the
engine is not in a shutdown mode, the field is gray and
displays “RUN”.
“USER WKI”
• ESP Panel: [F5]
User-programmable field for entering the Waukesha
Knock Index (WKI) value of the fuel. This field must be
programmed by the user for proper engine operation.
“USER WKI IN USE”
• ESP Panel: [F5]
This field displays the Waukesha Knock Index (WKI)
value and indicates whether WKI value used by the ESM
is based on the user-defined value programmed in “User
WKI” or is remotely inputted to the ECU using a 4 – 20
mA optional user input. When the WKI value is
programmed in ESP, the field indicates “User WKI in
Use”. When the WKI value is being inputted in real time
through the optional analog user input, the field indicates
“Remote WKI in Use”.
“VOLTAGE (VOLT)”
• HMI Screen: <ED5>
See “BATTERY VOLAGE” on page 3.20-11.
“WASTEGATE POSITION %”
• ESP Panels: [F3], [F4]
• HMI Screen: <ED2>
This field displays the percentage that the wastegate
valve is open.
“WKI”
• HMI Screen: <ED3>
See “USER WKI” on page 3.20-21.

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ESP AND HMI FIELD DESCRIPTIONS

This Page Intentionally Left Blank

FORM 6354-2
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 SECTION 3.25
ESP PROGRAMMING

RECOMMENDED SYSTEM INSTALLING ESP FROM DOWNLOAD

REQUIREMENTS NOTE: Before downloading the ESP from WEDlink.net,
ESP software with E-Help can be installed from a verify you have administration rights on your computer
Waukesha-supplied CD-ROM or can be downloaded or have the IT department download and install the
from WEDlink. program.

The minimum PC requirements are: 1. Log on to www.WEDlink.net and select “Products”

located on left sidebar.
• 700 MHz processor
• 128 MB RAM
About
• 200 MB free hard disk space Administration
• Microsoft Windows XP operating system Directory

• Microsoft Internet Explorer 5.0 Documents

Media Center
• 1024 x 768 Color VGA Display
Products
• RS-232 Serial Port Training & Registration
• CD-ROM Drive Training Information
• Mouse or other pointing device recommended but not
required
An RS-232 serial cable (P/N 740269) supplied by
Waukesha is used to connect the PC to the ECU. See
CONNECTING PC TO ECU on page 3.25-3 for more Figure 3.25-1: WEDlink Home Page
information. 2. Select “Engine Controls” located on left sidebar.

CFR Products
Engine Controls
Engine Families
Product Applications
Product Support

Figure 3.25-2: WEDlink Products Page

FORM 6354-2
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ESP PROGRAMMING
3. Select “ESM” located on left sidebar.

CURRENT VERSION OF ESP

AVA ILABLE FOR DOWNLOAD

ESM
AFM
DSM
IM

Figure 3.25-5: WEDlink ESM Page (bottom)

5. Right-click on the link and choose “Save Target As.”
Figure 3.25-3: WEDlink Engine Control Page
6. Save program to a folder that allows easy access.
NOTE: The ESM page contains the ESP download. For example, save the file to your desktop.
4. Scroll down until the “Current Version” of ESP 7. Save the file to your computer (download time may
available for download is located. be extensive depending on Internet speed).
8. After download is complete, double-click the zipped
file.
9. In the window that opens, click “Extract all files” to
open the Extraction Wizard.

SCROLL DOWN

Figure 3.25-4: WEDlink ESM Page (top)

Figure 3.25-6: Extracting Files

10. Follow the procedures in the Extraction Wizard.
11. After file is unzipped, open the folder that was
unzipped and run the setup.exe program and follow
the Installation Wizard to install ESP.

FORM 6354-2
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 ESP PROGRAMMING
Table 3.25-1: ESP Desktop Shortcuts

DESCRIPTION SHORTCUT

ESM ESP: Double-clicking this

shortcut icon opens the standard
ESP program.

ESP Training Tool: Double-clicking

this shortcut icon opens a version of
ESP that is used for training only.
This program runs even without an
ECU connected.

ESP Modem Access: Double-

clicking this shortcut icon opens a
Figure 3.25-7: Setup.Exe File version of ESP that allows use of
ESP with a modem and requires
INSTALLING ESP FROM CD modem cables for use ( See USING
A MODEM FOR REMOTE
The ESP CD contains an installation program to MONITORING on page 3.25-25 ).
automatically load ESP on the hard drive of your PC.
Log File Processor: Double-
Complete the steps that follow to load the ESP software
clicking this shortcut icon opens a
using the installation program. program that converts ESP log files
1. Make sure your PC meets the system requirements into a usable file format ( See
listed in the beginning of this section. LOGGING SYSTEM
PARAMETERS on page 3.25-17 ).
2. Start Microsoft Windows XP operating system on
your PC.
CONNECTING PC TO ECU
3. Close any other applications that may be open on
your PC’s desktop. An RS-232 serial cable (P/N 740269) supplied by
Waukesha is used to connect the PC to the ECU. This
4. Insert the ESP CD into the CD drive of your PC.
cable has a 9-pin RS-232 connection that plugs into the
• If Autorun is enabled on your PC system, PC and an 8-pin Deutsch connector that plugs into the
installation starts automatically approximately 30 ECU (see Figure 3.25-8).
seconds after the CD is inserted. Continue with
1. Locate the RS-232 serial cable supplied by
Step 7.
Waukesha.
• If installation doesn’t start automatically after
2. Connect the 9-pin end of the RS-232 serial cable to
30 seconds, continue with Step 5.
the PC’s communication port. Typically, this is port
5. From the Start menu, select Run.... 1 (also referred to as COM 1, serial a, or serial 1).
6. Type d:\setup.exe and click “OK” (if “d” is not the 3. Connect the 8-pin connector of the serial cable to the
letter of your CD drive, type in the appropriate letter). “Service Interface” connection on the side of the
7. Complete installation by following the instructions ECU (see Figure 3.25-8).
provided by the Installation Wizard. 4. Verify all connections are secure.
NOTE: By default, the ESP software is installed in NOTE: The PC can be connected to the ECU via a
C:\Program Files\ESM. modem connection. See USING A MODEM FOR
8. When installation is complete, four ESP shortcuts REMOTE MONITORING on page 3.25-25 for more
will appear on your desktop. information on modem connections and ESP start-up
information.
NOTE: If the ESP software and associated workspace
files are not saved to your PC’s hard drive, complete the
steps under INSTALLING ESP FROM CD on page 3.25-
3 or INSTALLING ESP FROM DOWNLOAD on page
3.25-1.

FORM 6354-2
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ESP PROGRAMMING
3. If an ESP communication error occurs, check serial
1 2 cable connections to the PC and ECU. Click “Retry.”

3
Figure 3.25-9: Communication Error Dialog Box
4 4. If after checking serial cable and retrying connection
an error still occurs, click “Select COM Port.”
5. From the Communications Settings dialog box,
select the communication port that you are using for
communication to the ECU and click “OK.”
Figure 3.25-8: Serial Cable Connection

1 - 8-pin Deutsch 3 - Serial Cable

Connector (P/N 740269)
2 - “Service Interface” 4 - 9-pin Connector
Connection

STARTING ESP
Once the PC is connected to the ECU, ESP can be
started on the PC.
1. Apply power to the ECU.
2. Start ESP by one of the following methods:
• Double-click the ESM ESP icon on your desktop.

Figure 3.25-10: Communications Settings Dialog Box

CONNECTION STATUS
• From the Windows taskbar (lower-left corner of Once ESP is open, you can always verify you have a
your desktop), click Start → All Programs → good connection between the ECU and PC by looking
Waukesha Engine Controls → Engine System at the “connection” icon on the top right corner of the ESP
Manager (ESM) → ESP. screen.
NOTE: If the icon displayed indicates no connection,
either there is no power to the ECU, the serial cable is
not connected properly to the ECU or PC, or the cable is
defective.

FORM 6354-2
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 ESP PROGRAMMING
Table 3.25-2: Connection Status Icons 3. Enter the new value. Note the following:
DESCRIPTION ICON • Most fields are programmed by entering the
desired value within the highest/lowest allowable
Searching: This icon indicates that value for that field. If the value entered exceeds the
ESP is currently searching for a programmable limits, the field will default to the
connection between the ECU and
highest/lowest allowable value for that field.
ESP and your PC.
• Some fields are programmed by entering an
adjustment value (±) to the default value. The
Connection: This icon indicates that
there is a good connection between bottom field (green) displays the actual
the ECU and ESP on your PC. programmed value. The top (blue) field allows the
operator to adjust the actual value by entering a
negative or positive offset.
No Connection: This icon indicates
that there is not a connection When an adjustment is entered, the default field
between the ECU and ESP on your updates to reflect the adjustment. If you want to
PC. See Note below. return to the original default value, program the
adjustment field to zero.
BASIC PROGRAMMING IN ESP
The ESM is designed to be used with various Waukesha
families and configurations. Consequently, it must be
tailored to work with site-specific information. This is
achieved by calibrating (programming) an ECU with
information that is appropriate for the engine and the
site-specific application.
The ECU is programmed for the engine, using the ESP
software on a PC at the engine site. Although ESP is
saved on a PC, all programmed information is saved to,
and resides in, the ECU. You do not need to have a
Figure 3.25-12: Example of Programming an Offset
PC connected with ESP running to operate an
engine with ESM. NOTE: The contents of temporary memory are lost
whenever power to the ECU is removed or on engine
Programming in ESP is done by placing ESP into an
shutdown.
editing mode. Once in the editing mode, the user is able
to edit the programmable (blue) fields. NOTE: Since an entered value is active as soon as
[Enter] is pressed, it is possible that you will notice a brief
The following procedure details a typical editing session:
engine disruption as the engine adjusts to the new value.
1. Click on the “Start Editing” button located on the If a new value could cause brief engine disruption, a
button bar. While in editing mode, the button will read dialog box will appear requesting confirmation that this
“Stop Editing – Currently Editing.” is acceptable. If this is acceptable, click “OK” to continue.
If a brief engine disruption is not acceptable, click
“Cancel” to return to ESP with the field set back to the
View Faults
Manual Actuator
Reset Status LEDs Start Logging All
Send Calibration to
ECU Save to ECU Undo Last Change previous value.
Calibration
Version Details Stop Logging All Change Units Start Editing Undo All Changes

Figure 3.25-11: Start Editing Button

2. Locate the programmable field to change and
double-click the field or highlight the value to be
edited.
Figure 3.25-13: WED Calibration Tool Dialog Box

FORM 6354-2
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ESP PROGRAMMING
4. Once the new value is entered, press [Enter]. Once
[Enter] is pressed, the new value becomes “active,”
meaning the ECU is using the new value to operate Reset Status LEDs Start Logging All
Send Calibration to
ECU Save to ECU Undo Last Change

the ESM. The new value, however, is temporarily

Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

saved in the ECU.

5. Edit other fields as necessary.
Figure 3.25-15: Save to ECU Button
6. When all values are entered, click the “Stop Editing”
2. Select the appropriate response in the “Commit To
button. While the editing mode is OFF, the button will
Permanent Memory” dialog box. Click “Yes” to save
read “Start Editing.”
to permanent memory, or click “No” to return to ESP
without saving to permanent memory.
Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Commit T o Permanent Memory

Are you sure you want to save changes to permanent memory?

Figure 3.25-14: Stop Editing - Currently Editing Button

Yes No
7. Observe engine performance. Make modifications
as necessary.
8. Save changes to permanent memory if desired. See Figure 3.25-16: Commit To Permanent Memory Dialog
SAVING TO PERMANENT MEMORY on page 3.25- Box
6 for instructions.
EXITING ESP WITHOUT SAVING
SAVING TO PERMANENT MEMORY If you exit ESP without saving to the ECU, the “Shutting
Down ESP...” dialog box appears with four options:
Once all programming is done, it will be necessary to
save edited values to the ECU’s permanent memory. • “Save Changes to ECU”
The ECU contains both volatile (temporary) random • “Keep Changes in Temporary Memory”
access memory (RAM) and non-volatile (permanent) • “Discard All Changes Since Last Save”
random access memory (NVRAM). • “Cancel”
When a programmable value is edited in ESP, it is stored
in the ECU’s temporary memory. This allows the user to
evaluate changes made to the ECU before saving the Shutting Down ESP....
values to the ECU’s permanent memory. The contents
of RAM will be lost if ECU loses power, but are
Save Changes to ECU
unaffected if the PC loses power or is disconnected from
the ECU.
To permanently save programmed values, the user must
initiate a “Save to ECU.” The new values are then saved Keep Changes in Temporary Memory
permanently to NVRAM. When values are saved to
NVRAM, the information is not lost when power to the
ECU is removed. Once the values are saved to
permanent memory, the previous save to permanent
Discard All Changes Since Last Save
memory cannot be retrieved. The user can save
unlimited times to ECU NVRAM.
To save to permanent memory:
1. Click the “Save to ECU” button on the button bar. Cancel

Figure 3.25-17: Shutting Down ESP Dialog Box

FORM 6354-2
3.25-6 © 8/2012
 ESP PROGRAMMING
Save Changes to ECU
IMPORTANT!
Shutting Down ESP....
Click “Save Changes to ECU” button to save all changes
to permanent memory in the ECU before exiting. When Discarding all changes could temporarily
asked if you want to “Commit To Permanent Memory,” affect the operation of the engine
click “Yes” if this the intended action; otherwise click “No”
to return to ESP.

Commit T o Permanent Memory

Continue Cancel
Are you sure you want to save changes to permanent memory?

Yes No
Figure 3.25-20: IMPORTANT! Discarding Changes Dialog
Box
Figure 3.25-18: Commit To Permanent Memory Dialog Cancel
Box
Click the “Cancel” button to cancel exiting from ESP. Any
Keep Changes in Temporary Memory values in temporary memory will remain in temporary
Click “Keep Changes in Temporary Memory” button to memory.
save all changes in temporary memory in the ECU. You
will be able to close ESP and disconnect the PC from the SENDING CALIBRATIONS TO ECU
ECU while keeping all changes; however, changes will 1. Save the e-mailed calibration to the folder of the local
be lost if power to the ECU is removed or the engine is hard drive on the computer used for ESP
shut down. Read the information on the dialog box that communication with the ECU.
appears and click “Continue” if this is the intended
2. Start ESP.
action; otherwise click “Cancel” to return to ESP.
3. On the button bar click “Version Details”, and verify
that the Software Version and Engine Type match
IMPORTANT!
Shutting Down ESP.... with the information provided with the downloaded
calibration.
Changes kept in temporary memory will re-
set on engine shutdown. It is not recom-
mended to keep changes in temporary Reset Status LEDs Start Logging All
Send Calibration to
ECU Save to ECU Undo Last Change
Manual Actuator
memory when the engine is running unat- View Faults Calibration
Version Details Stop Logging All Change Units
Stop Editing -
Currently Editing Undo All Changes

tended. When temporary memory is reset,

the values in ECU permanent memory are
activated.

Continue Cancel Figure 3.25-21: Version Details Button

NOTICE
Figure 3.25-19: IMPORTANT! Temporary Memory If either of the provided version numbers differs from
Warning Dialog Box the Version Details window, do not proceed any further
and contact Waukesha to receive the correct
Discard All Changes Since Last Save calibration for your engine. If the Software Version and
Click “Discard All Changes Since Last Save” button to Engine Type of the calibration do not match, sending
reset the ECU to the programmed parameters that were it to the ECU will result in a non-functional ECU. There
last saved to permanent memory in the ECU. Since all is no undo with this procedure and the only way to
the “active” values used by the ECU will be reset to those correct the calibration is to get a replacement
last saved, it is possible that you will notice a brief engine calibration from Waukesha that is compatible with the
disruption as the engine adjusts to the new values. When ECU.
asked if you want to discard all changes, click “Continue”
if this the intended action; otherwise click “Cancel” to
return to ESP. NOTE: It is recommended that a screen capture of the
Version Details screen is saved prior to sending a new
calibration to ECU.

FORM 6354-2
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ESP PROGRAMMING
4. In the Title Bar (top of window), or in the Version 2. View each of the ESP panels. If any E-Stop fields or
Details screen, note the “Calibration Part Number” shutdown fields are active (shown in red), you will
that is currently being used for the ECU. not be able to perform a manual calibration until they
are corrected. See TROUBLESHOOTING USING
ESM on page 6.00-1 for information on how to
troubleshoot the ESM.
3. View the [F4] Governor panel in ESP.

Figure 3.25-22: Version Details Screen

5. Close Version Details window and on the button bar, Figure 3.25-23: [F4] Governor Panel (16V 275GL +
click “Send Calibration to ECU”. Shown)
6. Browse to the location where the new calibration was 4. Click on the “Manual Actuator Calibration” button on
saved from Step 1. Click filename and select “open” the button bar.
to send the new calibration to the ECU.
7. Once the calibration is finished being sent, close Reset Status LEDs Start Logging All
Send Calibration to
ECU Save to ECU Undo Last Change

ESP.
Manual Actuator
View Faults Calibration
Version Details Stop Logging All Change Units Start Editing Undo All Changes

8. Restart ESP, and in the Title Bar (top of window),

verify that the “Calibration Part Number” that is
currently being used for the ECU has been updated.
Figure 3.25-24: Manual Actuator Calibration Button
9. Check faults to ensure there are no new alarms or
shutdowns activated. 5. Click “Yes” on the confirmation dialog box to begin
the auto calibration procedure.
ACTUATOR CALIBRATION
To work correctly, the ESM must know the fully closed
and fully open endpoints of the throttle, wastegate and
bypass actuator movement. To establish the fully closed
and fully open endpoints, the actuator must be
calibrated.
NOTE: On initial engine start-up, perform a manual
calibration of the actuator.
Figure 3.25-25
A manual calibration can be performed when the engine 6. If the engine is stopped and has completed postlube
is not rotating and after postlube and the ESM’s post- and post-processing, a dialog box appears, verifying
processing is complete. If an emergency shutdown is the ESM is ready to perform the calibration. Click
active, a manual calibration cannot be completed. “OK.”
To perform a manual actuator calibration, complete the
following:
1. Shut down engine, but do not remove power from
the ECU.

FORM 6354-2
3.25-8 © 8/2012
 ESP PROGRAMMING
Note the following:
• If the actuator movement does not follow the
needle movement listed, troubleshoot the ESM by
following the remedies provided in E-Help.
See E-HELP on page 6.00-3 for information on
how to troubleshoot the ESM using E-Help.
• If your observations show no movement with either
the actuator or ESP, troubleshoot the ESM by
Figure 3.25-26 following the remedies provided in E-Help.
See E-HELP on page 6.00-3 for information on
NOTE: If the engine has not stopped or is not ready to how to troubleshoot the ESM using E-Help.
perform a manual calibration, a dialog box appears,
providing the reason for not doing the manual • If the needle in the “Throttle Position” field does not
calibration. Click “OK.” Wait a few minutes before move but the actuator on the engine does, the
attempting manual calibration. “Throttle Error” field on the [F4] Governor panel
should be yellow and display “YES”, indicating an
actuator error. See E-HELP on page 6.00-3 for
information on how to troubleshoot the ESM using
E-Help.
• If the needle in the “Throttle Position” field does
move but the actuator on the engine does not, it
could be an internal error in the ECU or a corrupt
ESP. Contact your local Waukesha Distributor for
technical support.

Figure 3.25-27 NOTE: If the ESM detects a fault with the actuator, the
“Throttle Error” field on the [F4] Governor panel should
7. During the calibration process, several messages
be yellow and display “YES,” indicating an actuator error.
appear, indicating that the actuators are being
See E-HELP on page 6.00-3 for information on how
calibrated.
to troubleshoot the ESM using E-Help.
NOTE: The “Bypass Position%” and “Wastegate 9. Confirmation appears when the calibration is
Position%” gauges will not move on the screen during complete. Click the “OK” button to continue.
autocal.
8. Observe the actuator lever and the actuator shaft as
the “Throttle Position” field displays actuator
movement.

Figure 3.25-29
NOTE: When confirmation appears, it simply means
that the ESM is done calibrating the actuator, but does
not indicate whether or not the calibration was
Figure 3.25-28
successful. You must observe actual actuator
What is observed on the engine and what is movement.
displayed in the field should match. You should
observe the Throttle Position needle move from 0 to RESET STATUS LEDS ON ECU
100% in large steps.
When an ESM fault is corrected, the fault disappears
from the ESP active fault log and the ESP screens will
no longer indicate an alarm.

FORM 6354-2
3.25-9 © 8/2012
ESP PROGRAMMING
However, the yellow and/or red status LED(s) on the 3. Click “OK”. All the field values on each panel will be
ECU will remain flashing the fault code(s) even after the shown in the selected units.
fault(s) is cleared.
The code will continue to flash on the ECU until one of PROGRAMMING LOAD INERTIA
the following actions is taken: Normally, the “Load Inertia” field on the [F4] Governor
• Reset the LED(s) using ESP panel in ESP is programmed by the operator for proper
• Restart the engine engine operation. By programming the load inertia or
rotating moment of inertia of the driven equipment, the
To reset the LED(s) using ESP, click “Reset Status governor gain is preset correctly, aiding rapid start-up of
LEDs” located on the button bar. the engine.
The rotating moment of inertia must be known for each
piece of driven equipment and then added together.
Reset Status LEDs Start Logging All
Send Calibration to
Save to ECU Undo Last Change
Rotating moment of inertia is needed for all driven
equipment. Rotating moment of inertia is not the
View Faults ECU
Manual Actuator
Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

weight or mass of the driven equipment.

Figure 3.25-30: Reset Status LEDs Button NOTE: The rotating moment of inertia of driven
equipment is an inherent property of the driven
CHANGING UNITS – U.S. OR METRIC equipment and does not change with engine speed or
load. Contact the coupling or driven equipment
Units in ESP can be viewed in either U.S. or metric manufacturer for the moment of inertia value.
measurement units. To change units displayed on ESP
panels, complete the following: NOTICE
1. In ESP, click on the “Change Units” button on the
button bar. Failure to program the moment of inertia for the driven
equipment on the engine in ESP will lead to poor
Reset Status LEDs Start Logging All
Send Calibration to
Save to ECU Undo Last Change
steady state and transient speed stability.
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

To determine the rotating moment of inertia for ALL

driven equipment, you must determine the rotating
Figure 3.25-31: Change Units Button moment of inertia for each piece of driven equipment
(being consistent with U.S./English and metric units).
2. Select the unit type to be displayed in ESP: “Metric” Once you have the value for each piece of driven
or “US.” equipment, you sum all the values. The summed value
is what is programmed on the [F4] Governor panel in
ESP.
NOTE: Verify driven equipment models prior to
entering this information into ESP. Additional model
types not released at the time of this printing may be
used in manufacturing at Waukesha. For additional
inertia information not contained in these tables, please
contact your local Waukesha Distributor for technical
support.
The following procedure describes how to program load
inertia.

Figure 3.25-32: Select Units Dialog Box

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 ESP PROGRAMMING
Table 3.25-3: Generator Manufacturer

TOTAL
GENERATOR GENERATOR NUMBER OF TOTAL GENERATOR
SPEED (rpm) GENERATOR
MANUFACTURER MODEL BEARINGS INERTIA (lb-in.-s2)
INERTIA (kg-m2)
Baylor G842 UNT-533 2 900 206.9 1831
Baylor G855 PNT-502 2 900 425.9 3770
AMG 560 S8
ABB 2 900 186 1649
BAMC
ABB AMG 560 M8 2 900 195.9 1734
AVK DSG 99 M1-6 2 1,000 164.8 1459
Leroy Somer LSA 54 UL 105/6 2 1,000 211.7 1874
Leroy Somer LSA 56 BM65 2 1,000 357.7 3166
Kato 6P9-3400 2 1,000 234.5 2076
Kato 6P10.5-3000 2 1,000 289.9 2645
Kato 6P10.5-3300 2 1,000 649.7 5750
Kato 6P10.5-3700 2 1,000 358.4 3172
Kato 8P7-3300 2 900 263.7 2334
Kato 8P10.5-2700 2 900 331.6 2935
Kato 8P10.5-3800 2 900 448.8 3972
Kato 8P10.5-4200 2 900 560.2 4958
WEG SPW 710 2 900 810.3 7172
SPW 710 (light
WEG 2 900 560.2 4959
rotor)

Table 3.25-4: Compressor Manufacturer

TOTAL TOTAL
COMPRESSOR COMPRESSOR
SPEED (rpm) COMPRESSOR COMPRESSOR
MANUFACTURER MODEL
INERTIA (kg-m2) INERTIA (lbf-in.-s2)
Ariel JGC/4 900 14.9 132
Ariel JGC/6 900 22.3.9 197
Ariel JGD/4 900 12.3 109
Cooper-Superior MH64 900 8.5 75
Cooper-Superior WH64 1,000 8.8 78
Superior WH66 1,000 9.8 87
Superior WG72 1,000 12.2 108
Dresser-Rand HOS6 1,000 35.6 315
Dresser-Rand 6HOS4 1,000 31.9 283
Dresser-Rand 7HOS6 900 13.8 122

FORM 6354-2
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ESP PROGRAMMING
Table 3.25-5: Coupling Manufacturer

COUPLING TOTAL COUPLING INERTIA TOTAL COUPLING INERTIA

COUPLING MODEL
MANUFACTURER (kg-m2) (lbf-in.-s2)
Renold DCB GS645.5 27.6 245
Renold DCB 828 SM50 61.8 547
Renold DCB 828 SM70 61.2 541
Renold DCB 837.5 SM70 59.7 529
Renold DCB 845.5 SM60 16.9 149
Rexnord Thomas CMR 750 10.0 88
Rexnord Thomas CMR 850 23.4 208
Rexnord Thomas CMR 925 31.3 277
T.B. Woods FSH-70 10.8 95
T.B. Woods FSH-75 14.1 125
T.B. Woods FSH-80 19.2 170
T.B. Woods FSH-85 24.3 215
T.B. Woods FSH-92 35.9 318
Reich AC 10D 6.4 57
Reich AC 11D SN Grade Insert 24.4 216
Vulcan RATO 3318 G 65.3 578
NOTE: All couplings with 28.875 adapter

Example 4. View the [F4] Governor panel in ESP.

The following example using values from Table 3.25-3
and Table 3.25-5 shows the total moment of inertia for a
generator using a coupling.

Engine Application: Compressor

Generator: Ariel JGC/4

Coupling: Renold DCB GS645.5
kg*m2 lbf-in.-s2
Compressor Moment of Inertia = 14.9 132
Coupling Moment of Inertia = 27.6 245
Total Rotating Moment of Inertia
42.5 377
for Driven Equipment =
Figure 3.25-33: [F4] Governor Panel (16V 275GL +
The total load inertia, 42.50 kg*m2 (377 lbf-in.-s2) is then Shown)
programmed in the [F4] Governor panel in ESP.
5. Click on the “Start Editing” button. While in editing
1. Shut down engine but do not remove power from the mode, the button will read “Stop Editing – Currently
ECU. Editing.”
2. Determine the rotating moment of inertia for each 6. Double-click the “Load Inertia” field or highlight the
piece of driven equipment. See Table 3.25-3, currently programmed load inertia value.
Table 3.25-4 and Table 3.25-5.
3. Add together all the moment of inertia values of the
driven equipment to determine the moment of inertia
value to be programmed in ESP.

FORM 6354-2
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 ESP PROGRAMMING
7. Enter the sum of the moment of inertia values of all For applications with changing fuel conditions, such as
driven equipment. a wastewater treatment plant with natural gas backup,
the ESM can be signaled about the fuel’s changing WKI
value in real time using the two WKI analog input wires
in the Customer Interface Harness. The calibration of the
customer interface wires, WKI+ and WKI-, is shown in
Table 3.25-6. An input less than 2 mA or greater than 22
mA indicates a wiring fault, and the default WKI value is
8. Press [Enter]. Once [Enter] is pressed, the new value used instead.
becomes “active,” meaning the ECU is using the new
value to operate the ESM. The changed value is Table 3.25-6: Calibration of Remote WKI Input
temporarily saved to the ECU.
ANALOG USER INPUT 4 mA 20 mA
NOTE: The contents of RAM (temporary memory) are WKI Fuel Quality Signal 20 WKI 135 WKI
lost whenever power to the ECU is removed.
An accurate WKI value input is important since spark
9. Click the “Stop Editing” button. While the editing
timing, engine derate curves and NOx setpoints are
mode is off, the button will read “Start Editing.”
adjusted based on the value of the WKI entered.
10. Save value to permanent memory. Click the “Save
to ECU” button. There are two methods of programming the WKI level:
ESP User WKI Input and User 4 – 20 mA input.
11. When asked if you are sure you want to save to the
ECU, click “Yes.” ESP User WKI Input
The “User WKI” (Waukesha Knock Index) field on the
PROGRAMMING WKI VALUE [F5] Ignition panel in ESP must be programmed by the
user for proper engine operation. The user must enter
NOTICE the WKI value of the fuel. The WKI value can be
determined using an application program for the
Ensure that the correct WKI value is programmed in Microsoft Windows XP operating system. The computer
ESP. Failure to program the WKI value correctly could program will calculate the WKI value from a customer’s
lead to poor engine performance and the potential for gas analysis breakdown. The WKI value must be based
engine detonation. Detonation could result in product on the composition of a fuel sample taken from the
damage. engine site and analyzed using the application program
or as dictated on a Special Application Approval (SAA).
Contact your local Distributor for additional information.
The WKI is an analytical tool, developed by Waukesha,
as a method for calculating the knock resistance of Complete the following steps to program the WKI value.
gaseous fuels. It is a calculated numeric value used to 1. View the [F5] Ignition panel in ESP.
determine optimum engine settings based on a specific
site’s fuel gas composition.
The WKI value can be determined using the WKI
computer program for the Microsoft Windows operating
system that is distributed to Waukesha Technical Data
Book holders and is also available by contacting a
Distributor, Waukesha Sales Engineering Department
or downloading from WEDlink.
The WKI program will calculate the WKI value from a
customer’s gas analysis breakdown. Once the WKI
value is known, it can be entered into the ECU using the
ESP software. This is important since spark timing and
engine derate curves are adjusted based on the value of
the WKI value stored in the ECU.

FORM 6354-2
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ESP PROGRAMMING
2. Click on the “Start Editing” button. While in editing User 4 – 20 mA Input
mode, the button will read “Stop Editing – Currently
An optional connection from the customer interface
Editing.”
harness 4 – 20 milliamp input can be used to change the
WKI value in real time. Using the 4 – 20 mA will override
Start Editing
the value entered on the [F5] panel. See Table
5.00-4 Customer Interface Harness Loose Wire
Identification on page 5.00-9 for wiring and see Table
1.15-1 Calibration of Remote WKI Input on page 1.15-
3. Double-click the “User WKI” field or highlight the 10 for calibration range.
currently programmed WKI value.
The resultant value from the 4 – 20 milliamp input will be
displayed in the “User WKI in Use” field.

PROGRAMMING ALARM AND SHUTDOWN

SETPOINTS
Complete the following steps to adjust the programmed
4. Enter the WKI value of the fuel. The WKI value must alarm and shutdown setpoints. The alarm and shutdown
be based on the composition of a fuel sample taken setpoints are factory-set; however, they can be
from the engine site and analyzed using the adjusted, but only in a safe direction.
application program or as dictated on a Special
NOTE: The oil pressure alarm and shutdown setpoints
Application Approval (SAA). Contact your local
will read “zero” when the engine is not running.
Distributor for additional information.
5. Press [Enter]. Once [Enter] is pressed, the new value NOTE: When testing alarms or shutdowns, always run
becomes “active,” meaning the ECU is using the new engine at no load.
value to operate the ESM system. The changed 1. View the [F11] Advanced Functions panel in ESP.
value is temporarily saved to the ECU. 2. Enter editing mode if necessary.
NOTE: The contents of RAM (temporary memory) are 3. Enter the offset values for each alarm/shutdown.
lost whenever power to the ECU is removed. Note the following:
6. Click the “Stop Editing” button. While the editing • If the value entered exceeds the programmable
mode is OFF, the button will read “Start Editing.” limits, the field will default to the highest/lowest
allowable value for that field.
Stop Editing - • Oil pressure offsets can be programmed between
Currently Editing 0 – 345 kPa (0 – 50 psi). Oil pressure alarm/
shutdown values can never be less than what was
set at the factory.
7. Save value to permanent memory. Click the “Save • All three temperature offsets can be programmed
to ECU” button. between 0° and -30°C (0° and -54°F). Jacket water
temperature alarm/shutdown values can never be
greater than what was set at the factory.
Save to ECU

8. When asked are you sure you want to save to the

ECU, click “Yes.”

Commit To Permanent Memory

Are you sure you want to save changes to permanent memory?

Yes No

9. The resultant value will be displayed in the “User WKI

in Use” field.

FORM 6354-2
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 ESP PROGRAMMING
Each setting has a blue programmable field for adjusting
the offset and a green Limit field that displays the
adjusted value.

Figure 3.25-35: [F5] Ignition Panel (16V 275GL + Shown)

1 - High Voltage 3 - No Spark

Adjustment Adjustment
Figure 3.25-34: Example of Changing Alarm/Shutdown 2 - Low Voltage
Offsets Adjustment
NOTE: Once [Enter] is pressed for each new value, it The green limit fields have a defined minimum and
becomes “active,” meaning the ECU is using the new maximum range that is factory set. If the user programs
value to operate the ESM. The new value is temporarily a positive or negative offset that exceeds this range, the
saved to RAM in the ECU. limit field will display only the maximum or minimum
4. Once the new value is entered, press [Enter]. setting, even though the adjustment entered may
calculate to be different (see Figure 3.25-36).
NOTE: The contents of RAM (temporary memory) are
lost whenever power to the ECU is removed or on engine
shutdown. This includes an engine that has shut down
while testing a safety shutdown setpoint.
5. If necessary, edit other fields.
6. When all values are entered, click the “Stop Editing”
1
button on the button bar.
7. Observe engine performance. Make modifications
as necessary.

IPM-D PROGRAMMING
Three settings are available on the [F5] Ignition panel for
adjusting when alarms will be triggered for the IPM-D:
Figure 3.25-36: Example of Exceeding Preset Limit
Table 3.25-7: IPM-D Programmable Fields
1 - +30 Offset
FIELD NAME OFFSET RANGE
To determine the default value for a limit, set the offset
High Voltage Adj. -30 to +30
value to zero.
Low Voltage Adj. -30 to +30
NOTE: Improper use of these adjustments may limit the
No Spark Adj. -25 to +25 effectiveness of IPM-D diagnostics.
See IGNITION DIAGNOSTICS on page 2.15-6 for NOTE: Low Voltage Limit: Default Value = 100;
detailed information on IPM-D diagnostics functionality. Maximum Value = 120
NOTE: Adjustments cannot be made to exceed preset
limits.

FORM 6354-2
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ESP PROGRAMMING

PROGRAMMING NOX LEVEL 3. Double-click the “NOx” field or highlight the currently
programmed NOx level.
Using ESP, the user can program the desired NOx
emissions level (engine out at the exhaust stack) at
which the engine will run. The NOx field on the ESP [F5]
Ignition panel displays the programmed NOx input
setting, not the actual level.
Based on the programmed NOx input, the ESM system
will adjust ignition timing and send the NOx setpoint to
the NCM. The resulting NOx setpoint is displayed on the Figure 3.25-39: NOx Field
HMI on the <Q3> screen. The NOx input value entered
in ESP may not exactly match the NOx setpoint 4. Enter the desired NOx emissions level. The NOx
displayed on the HMI. ESM calculates the NOx setpoint field displays the programmed NOx level, not the
based on a combination of sensor readings and WKI actual level. The range that NOx can be
input in addition to the NOx input value entered on the programmed is typically 1.4 – 1.8 g/Nm3
ESP [F5] Ignition panel. (0.35 – 0.45 g/BHP-hr).

The NCM will control the air fuel ratio to meet the NOTE: The actual NOx output of the engine will not
resultant NOx setpoint as displayed on the HMI. always match the programmed NOx level. To correct for
However, due to environmental and fuel conditions, the differences in the actual engine-out NOx emissions and
actual NOx exhaust stack output may not always match that of the programmed NOx level, the user input should
the resultant NOx setpoint displayed on the HMI. Modify be adjusted in the appropriate direction until the actual
the NOx input on the ESP [F5] Ignition panel to satisfy engine-out emissions meet the user’s desired level (e.g.,
the actual engine exhaust requirement. the NOx field may require a value of 1.6 g/Nm3 to achieve
1.7 g/Nm3 (0.41 g/BHP-hr to achieve
Complete the following steps to program the NOx level. 0.42 g/BHP-hr) NOx emissions at the exhaust stack).
1. View the [F5] Ignition panel in ESP. Press [Enter].

NOTICE
The HMI NOx setpoint is a calculated value based on
the NOx input from the ESP [F5] panel, WKI, engine
speed, IMAP and rpm. Therefore, there will be up to a
1-minute delay in the update of the NOx value
displayed on the HMI when the ESP NOx input is
modified and the resulting NOx setpoint may not
match exactly the NOx value in ESP. The NOx setpoint
will read 0 (zero) when the engine isn't running.

5. From the button bar, click the “Stop Editing” button.

While the editing mode is off, the button will display
“Start Editing”.
Figure 3.25-37: [F5] Ignition Panel (16V 275GL + Shown)
2. From the button bar, click on the “Start Editing” Send Calibration to

button. While in editing mode, the button will display

Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

“Stop Editing – Currently Editing”.

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change

Figure 3.25-40: Stop Editing – Currently Editing Button

ECU
Manual Actuator
View Faults Calibration
Version Details Stop Logging All Change Units Start Editing Undo All Changes

Figure 3.25-38: Start Editing Button

FORM 6354-2
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 ESP PROGRAMMING
6. Save value to permanent memory. Click the “Save 2. When you want to stop logging data, click the “Stop
to ECU” button. Logging All” button.

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Figure 3.25-41: Save to ECU Button Figure 3.25-43: Stop Logging All Button
NOTE: The contents of RAM (temporary memory) are 3. Start the ESP Log File Processor program by one of
lost whenever power to the ECU is removed. the following methods.
7. When asked are you sure you want to save to the • Double-click the Log File Processor shortcut on
ECU, click “Yes.” your desktop. If ESP is open, you will need to
minimize the screen to access the shortcut.
LOGGING SYSTEM PARAMETERS
All active system parameters can be logged using ESP
for a user-determined period of time. The file that is
saved is a binary file (file extension .AClog) that must be
converted or extracted into a usable file format. Using
the Log File Processor program installed with ESP, the • From the Windows taskbar, click Start → All
binary file can be converted into a Tab Separated Value Programs → Waukesha Engine Controls →
File (.TSV) readable with Microsoft Excel or the file can Engine System Manager (ESM) →Log File
be converted into a text file (.TXT). Once the data is Processor.
readable as a .TSV or .TXT file, the user can review, 4. Determine whether you would like to convert the file
chart and/or trend the data logged as desired. Complete into a .TXT file that can be opened in Microsoft Word
the following: or another word-processing program; or if you would
1. In ESP, click on the “Start Logging All” button located like to extract the file into a .TSV file that can be
on the button bar. A file will automatically be created opened and charted in Microsoft Excel or another
on the PC’s hard drive with the engine data being spreadsheet program.
logged. • If you want to create a .TXT file, continue with
NOTE: The “Start Logging All” and the “Stop Logging CREATE TEXT FILE on page 3.25-18.
All” buttons cannot be active at the same time. When one • If you want to create a .TSV file, continue with
is active, the other becomes inactive. CREATING .TSV FILE on page 3.25-19.

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Figure 3.25-42: Start Logging All Button

NOTE: Allow the engine to run while the data is being
logged. It is recommended that 1 – 2 hours be the
maximum amount of time that is allowed to log data to
avoid creating a file too large to open with applications
that have a minimum number of columns/rows, such as
Microsoft Excel.

FORM 6354-2
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ESP PROGRAMMING
CREATE TEXT FILE 3. Select the desired .AClog file to be converted and
Click “Open”. This will begin the conversion process.
The following steps explain how to extract a logged file
(a file with the extension .AClog) into a .TXT file that can
be opened in Microsoft Word or another word-
processing program.
1. Start the Log File Processor program and click the
“Create Text File” button.

Figure 3.25-46: Open File Dialog Box

4. View the “Status Information” box and verify that the
conversion was successful (see Figure 3.25-47).

Figure 3.25-44: Log File Processor

2. Select the folder that contains the log file to convert
and click the “Open” button.
NOTE: All log files are saved to a directory. Typically,
this directory is located at C:\Program Files\Esm\Logs.
Within the directory “Logs” there is a subdirectory (or
subdirectories) named with the engine serial number.
The log file is saved in the subdirectory of the appropriate
engine.

Figure 3.25-47: Log File Processor

5. Close the Log File Format Extractor dialog box by
clicking “X” in upper right corner. The Log File
Processor program is now closed.
6. Using Microsoft Word or another word-processing
program, open the .TXT file that has been created.
The text file will be in the same subdirectory as
the .AClog file. Select desired .TXT file to be opened
and click “Open”.
NOTE: If the word-processing program being used
does not show the .TXT file, try changing the “Files of
type:” to read “All Files.”
Figure 3.25-45: Open File Dialog Box
7. Review logged data.

FORM 6354-2
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 ESP PROGRAMMING
2. Select the folder that contains the log file to convert
and click the “Open” button.
NOTE: All log files are saved to a directory. Typically,
this directory is located at C:\Program Files\Esm\Logs.
Within the directory “Logs” there is a subdirectory (or
subdirectories) named with the engine serial number.
The log file is saved in the subdirectory of the appropriate
engine.

Figure 3.25-48: Sample Logged Data Text File

Figure 3.25-50: Open File Dialog Box
CREATING .TSV FILE
3. Select the desired .AClog file to be converted and
The following steps explain how to extract a logged file click “Open”. This will begin the conversion process.
(a file with the extension .AClog) into a .TSV file that can
be opened in Microsoft Excel and charted.
1. Start the Log File Processor program and click the
“Create Excel Column” button.

Figure 3.25-51: Open File Dialog Box

Figure 3.25-49: Log File Processor

FORM 6354-2
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ESP PROGRAMMING
4. The Log File Processor program will extract the files.
The Log File Format Extractor dialog box will indicate
to you when the extraction is complete.

Figure 3.25-54: Sample of Charted Logged Data

REMOTE PROGRAMMING OF ECU VIA MODEM

Introduction
Figure 3.25-52: Log File Processor This procedure explains how to connect a modem to an
5. Close the Log File Format Extractor dialog box by ECU for remote programming. Waukesha’s Remote
clicking “X” in upper right corner. The Log File Programming Modem Tool Kit (P/N 495676) is required.
Processor program is now closed. The ECU is remotely programmed using two modems:
6. Using Microsoft Excel or another spreadsheet one modem at the factory and one at your site. This
software program, open the .TSV file that was just procedure works for either a blank (non-programmed)
created. The .TSV file will be in the same ECU or a previously programmed ECU. Once your
subdirectory as the .AClog file. Select desired .TSV connections are complete, the Waukesha Parts
to be opened and click “Open”. Department will download the program to the ECU.

NOTE: If the spreadsheet program being used does not NOTE: An analog phone line is required for remote
show the .TSV file, try changing the “Files of type:” to programming of the ECU. Remote programming cannot
read “All Files”. be done via digital phone lines.
Table 3.25-8: ESM Remote Programming (P/N 495676)

QTY DESCRIPTION P/N

U.S. Robotics Modem Model 3453C
1 with power cord and PC to modem 740299B
serial cable (see Figure 3.25-64)
Modem Cable
Figure 3.25-53: Sample Logged Data .TSV File 1 740269A
(connects to ECU)
7. Using Microsoft Excel, you can then plot or chart the 1 ECU Power Cable 740299
logged parameters. See Microsoft Excel software
documentation for instruction on creating charts and Table 3.25-9: Equipment Not Provided in Kit
graphs.
QTY DESCRIPTION
1 ECU that requires programming or reprogramming
Phone lines: one analog line to connect modem for
2 downloading and one to call Waukesha when setup
at your site is complete
International adapters for power supply may be
3
required.

FORM 6354-2
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 ESP PROGRAMMING

INITIAL MODEM SETUP 5. Give the HyperTerminal session a name.

NOTE: Initial modem setup required prior to first use.

Remote programming will NOT work if this is not
complete.
The modem connected to the ECU requires special
setup programming so it will work with the ECU. The
modem must be set in “auto answer” mode, a modem
feature that accepts a telephone call and establishes the
connection, and must be set at 38,400 baud. Auto
answer mode and baud rate are programmed using
HyperTerminal. HyperTerminal is a terminal software
program that enables the modem to connect properly to
the ECU. HyperTerminal is included as part of Microsoft
Windows XP operating system.
NOTE: HyperTerminal is NOT included in Windows 7.
It can be purchased separately or an alternative program
can be used.
NOTE: If your PC does NOT have a serial port, an
RS-232 to USB converter will be required for connection. Figure 3.25-56: HyperTerminal – Connection Description
Dialog Box
Complete the following steps:
6. Select an icon.
1. Remove modem from package.
7. Click “OK.”
2. Set DIP switch 5 to the OFF position. All other DIP
switches should be in the OFF position, except for 8. Click the selection arrow on the “Connect using:”
numbers 3, 8 and 9. See Figure 3.25-55 (switches). drop-down menu and select the COM port your
modem is connected to (not the modem name).
9. When you select the COM port, the other fields on
the dialog box are deactivated (grayed). Click “OK”.

Figure 3.25-55
3. Using a PC-to-modem cable, temporarily connect a
PC to the external modem that will be connected to
the ECU.
4. Start HyperTerminal. From the Windows taskbar,
click Start → All Programs → Accessories →
Communications →HyperTerminal.

Figure 3.25-57: HyperTerminal – “Connect To” Dialog

Box

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ESP PROGRAMMING
NOTE: To avoid resetting the baud rate, the modem 11. After HyperTerminal window opens (allowing control
being set up must be a “dedicated” modem and used to the modem with commands), type “AT” and press
only with the ECU. If the modem is used with another [Enter]. The modem should reply with “OK”.
device, the baud rate setting may be overwritten.
10. In the Properties dialog box, set the baud rate
between the PC and the modem to 38400 Bits per
second. Click “OK.”

Figure 3.25-59: HyperTerminal – Session Window

NOTE: If unable to enter the AT command in the
HyperTerminal session window, or the “OK” message
does not appear, there is a communication problem
between the PC and the modem. Verify that the
communication port and settings are correct.
NOTE: In the following steps, type the number zero
(“0”), not the letter “O.”
Turn auto answer mode on by typing: “ATS0=1” and
press [Enter].
12. Set wait time for dial tone by typing: “ATS06=010”
Figure 3.25-58: HyperTerminal – “COM1 Properties”
and press [Enter].
Window
13. Save the change to NVRAM by typing “AT&W” and
press [Enter].
14. Turn the modem off and then on again.
15. Type “ATI4”.

FORM 6354-2
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 ESP PROGRAMMING
16. The modem will respond with multiple lines that look MODEM CONNECTIONS
similar to: 1. Verify switch settings per Figure 3.25-62. If not
correct, see INITIAL MODEM SETUP on page 3.25-
21. Complete all steps in this section before
proceeding.
NOTE: Only switches 3, 8 and 9 should be in the ON
position (ON is down on Figure 3.25-62).

17. Although the lines in Step 16 may not be exactly what

is shown on your PC, make sure that the parameter
S00=001 is listed. Parameter S00=001 is the
programming code to the modem that enables the
auto answer mode. Also, make sure S06=010. This
increases the wait time for dial tone to 10 seconds.
18. Exit HyperTerminal.
19. Click “Yes” to disconnect.

Figure 3.25-62: Setting DIP Switches on Modem

Figure 3.25-60: Disconnect Warning Dialog Box

20. Click “Yes” to save the HyperTerminal session.

Figure 3.25-61: Save Session Dialog Box

21. Continue with CONNECTING MODEM TO ECU
AND PC on page 3.25-28.

FORM 6354-2
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ESP PROGRAMMING
NOTE: See Figure 3.25-63 and Figure 3.25-64 for the NOTE: If the cable between the ECU and modem is not
following steps. properly connected or is bad, the modem will not
connect (see Figure 3.25-63).

4 7. Plug the modem’s power cord into the back of the

1 2 3 modem (labeled “POWER”). The modem power
cord can plug into a 100 – 240V, 50/60 Hz power
source. However, a plug adapter may be required.
8. Plug the modem’s power cord into an outlet.
9. Plug the telephone cord into the back of the modem
(see Figure 3.25-63). Be sure telephone line is
connected to the port labeled “JACK” (label located
on bottom of modem).
NOTE: Do NOT connect phone line to connection
labeled “PHONE”, as you will NOT be able to connect
Figure 3.25-63: Modem Rear View (see Figure 3.25-63).
1 - On/Off 3 - Jack 10. Plug the other end of the telephone cord into the
2 - Power 4 - Com Port phone jack on the wall.
NOTE: The phone jack must be an analog port. Digital
lines will not function correctly.
11. Turn on modem (button on back of modem).
12. Verify that the AA, MR and CTS LEDs on the modem
are lit (see Figure 3.25-64).
NOTE: If AA is not lit, press the Voice/Data button on
1 2 the front of the modem.
NOTE: If the correct LEDs on the modem are not lit,
Figure 3.25-64: Front of Modem check all connections and LEDs. Connections must be
correct. If LEDs still do not light, contact Waukesha Parts
1 - Indicator LEDs 2 - Voice/Data Button Department for assistance.
2. Plug the circular connection on the ECU Power 13. The connection is complete and you are ready to
Cable (P/N 740299) into the connection named begin downloading. Contact your Customer Service
“Power/Outputs” on the side of the ECU. Representative at Waukesha to complete remote
3. Plug the other end of the ECU Power Cable into an programming. Waukesha will download the ECU
outlet. The ECU Power Cable can plug into a Program from the factory to your site via a modem.
100 – 240 V, 50/60 Hz power source; however, a NOTE: After the Waukesha representative establishes
plug adapter may be required. connection with your modem but before actual
4. Verify that the power LED on the front of the ECU is downloading begins. All LEDs are lit except RD, SD and
lit. If the LED on the ECU is not lit, make sure the ECU SYN. RD and SD may flash.
Power Cable is connected correctly to the “Power/ 14. During download, all LEDs are lit except RD, SD and
Outputs” connection on the side of the ECU and SYN. RD and SD will be flashing. The download will
make sure the outlet has power. take approximately 10 – 20 minutes. When finished,
5. Plug the 8-pin connector of the Modem Cable into the Waukesha representative will verify download is
the connection named “Service Interface” on the complete and successful.
side of the ECU.
6. Plug the 25-pin connector of the Modem Cable into
the back of the modem (labeled “COM PORT”).

FORM 6354-2
3.25-24 © 8/2012
 ESP PROGRAMMING

1 2
9

3
5

6
4

Figure 3.25-65: ECU Remote Programming Schematic

1 - Modem 6 - Modem Power Cord

2 - Modem Cable (P/N 740269A) 7 - Phone Jack
3 - ESM ECU 8 - Jack Cord
4 - ECU Power Cable (P/N 740299) 9 - Jack Cord Connection
5 - Outlet

USING A MODEM FOR REMOTE To remotely monitor an engine through a modem, the
MONITORING following supplies are required:
• “Modem to ECU” Connection
NOTE: For best modem communications, use a
“matched” pair (same brand) of modems. – RS-232 serial cable (P/N 740269A) available from
Waukesha
Temporary remote monitoring of an engine with the ESM
is possible through the use of a modem. A modem is a – External modem
device that enables a computer to transmit data over • “PC to Modem” connection
telephone lines. Using ESP and a modem, you can “dial – External/internal modem
up” the ECU to monitor ESM status and make
programming changes remotely. – RS-232 cable (if external modem is used, connects
modem to PC)
NOTE: High-speed cable and satellite modems will not
work with the ESM’s modem function.

NOTICE
This manual assumes that you are already familiar with
modem devices, modem initialization strings, other
modem concepts and HyperTerminal. If you need
more information on these topics, see the user’s
manual provided with the modem or with the modem
manufacturer.

FORM 6354-2
3.25-25 © 8/2012
ESP PROGRAMMING

2 4

Figure 3.25-66: Modem Connections from ECU to PC

1 - “Service Interface” Connection 4 - Internal/External (shown) Modem

2 - Serial Cable (P/N 740269A) 5 - Serial Cable
3 - External Modem
NOTE: Serial cable (P/N 740269A) is available from
Waukesha. Modems, PC-to-modem cable and PC
supplied by customer.

STARTING ESP FOR MODEM ACCESS

1. Apply power to the ECU.
2. Turn on power to PC.
3. Start ESP for modem use by one of the following
methods:
• Double-click the “ESP (Modem Access)” icon on
your desktop.

• From the Windows taskbar (lower-left corner of

your desktop), click Start → All Programs →
Waukesha Engine Controls → Engine System
Manager (ESM) →ESP (Modem Access). Figure 3.25-67: Modem Connection Wizard
4. On program start-up, ESP will check for a modem. NOTE: Change “Connect Time in Seconds” to 300 to
Once ESP finds the modem on the PC, a dialog box prevent the software from prematurely disconnecting.
appears asking to attempt a connection. Click “Yes.
6. The Modem Wizard will attempt to “dial up” the
5. Enter the phone number for the engine modem you modem. Note the following:
wish to connect in the Modem Connection Wizard
dialog box. Enter phone number without spaces or • If connection is successful, ESP will run,
dashes. displaying the engine panels. Setup is complete.
Monitor engine operation or program ESP as
necessary.

FORM 6354-2
3.25-26 © 8/2012
 ESP PROGRAMMING
• If connection is unsuccessful, click “Retry.” If
connection is still unsuccessful, continue with
Step 7.

Figure 3.25-68: Unsuccessful Connection Dialog Box

7. Check the telephone number typed in the Modem
Connection Wizard dialog box.
8. Retry connection. Click “Connect.”
9. Modem Wizard will reattempt to “dial up” the modem.
Note the following:
• If connection is successful, ESP will run,
displaying the engine panels. Installation is
complete. Monitor engine operation or program Figure 3.25-69: Modem Connection Wizard
ESP as necessary.
NOTE: Always use CAPITAL letters (upper case) for
• If connection is unsuccessful, click “Cancel.”
the modem initialization string in the “Advanced
Continue with Step 10.
Settings” check box.
10. If your modem dials but does not connect with the
11. Enter the modem’s initialization string (command) in
answering modem, or if you have problems getting
CAPITAL letters (upper case). Most connection
or staying connected, you might need to adjust the
problems are resolved with the proper modem
modem initialization string. Click the “Advanced
initialization string. The initialization string gives the
Settings” check box on the Modem Connection
modem a set of instructions for how to operate during
Wizard dialog box.
a call. Almost every modem brand and model has its
NOTE: If the cable between the ECU and modem is not own variation of “ATCommand Set” and “S-register”
properly connected or is bad, the modem will not settings.
connect.
NOTE: Detailed discussion of modem initialization
strings is beyond the scope of this manual. You can get
an initialization string from the user’s manual provided
with the modem, from the modem manufacturer or from
a variety of Internet web sites.
12. Click “Connect.”
13. The Modem Wizard will attempt to “dial up” the
modem. Note the following:
• If connection is successful, ESP will run,
displaying the six engine panels. Installation is
complete. Monitor engine operation or program
ESP as necessary.
• If connection is unsuccessful, click “Retry.”
14. If connection continues to be unsuccessful, refer to
the user’s manual provided with the modem or
contact the modem manufacturer.
15. Make sure all connections are secure.

FORM 6354-2
3.25-27 © 8/2012
ESP PROGRAMMING

CONNECTING MODEM TO ECU AND PC

An RS-232 serial cable (P/N 740269A), available from
Waukesha, is used to connect a modem to the ECU. This
cable has a 25-pin RS-232 connection that plugs into the
modem and an 8-pin Deutsch connector that plugs into
the ECU.
Complete the following:
1. Obtain an RS-232 serial cable (P/N 740269A) from
Waukesha for modem use.
2. Connect the 25-pin end of the RS-232 serial cable
to the external modem (see Figure 3.25-66).
Connect to the “dedicated” modem you set up for
use with the ECU following the steps in INITIAL
MODEM SETUP on page 3.25-21.
3. Connect the 8-pin Deutsch connector of the serial
cable to the “Service Interface” connection on the
side of the ECU.
4. Connect PC to modem (see Figure 3.25-66 for
sample setup).
5. Make sure all connections are secure.

FORM 6354-2
3.25-28 © 8/2012
 SECTION 3.30
HMI PROGRAMMING

Press any of the buttons <1> – <4> to bring up the pop-

up menu (see Figure 3.30-1).

Figure 3.30-2
When in Edit Mode, a banner appears across the top
<1> <2> <3> <4> <5>
saying Edit Mode. Press button <4> to change from Auto
Figure 3.30-1
to Manual (see Figure 3.30-3).

1 - Scroll Through 4 - Fault Screen

Quadrant Screens 5 - Option Screen
2 - Engine Data
Screens
3 - Stepper Control
Screens

STEPPER CONTROL
Press button <3> to view Stepper Control screen <ST1>
(see Figure 3.30-1).
Press button <1> to scroll through the stepper control
information. This will display the current position of the
stepper, position of the stepper at start-up, and the
preset high and low limits. To change these settings,
press and hold button <3> for 10 seconds to enter Edit
Mode (see Figure 3.30-2).
Figure 3.30-3

FORM 6354-2
3.30-1 © 8/2012
HMI PROGRAMMING
When in Manual Mode it will be displayed on the right This pop-up menu will appear when changing stepper
side of the screen (see Figure 3.30-4). settings.
Stepper adjustments are made in this screen. To move
the stepper in small increments (typically 25 steps), use
the single arrow buttons <2> and <3> (see Figure
3.30-6).

Figure 3.30-4
Press button <1> to scroll to current position. This will
display the current position of the stepper (see Figure
3.30-5). <1> <2> <3> <4>
NOTE: Current position can only be modified using the
arrows with the engine running and in Manual Mode. Figure 3.30-6

1 - Up and Down 3 - Single Right Arrow

Arrows 4 - Double Opposing
2 - Single Left Arrow Arrows

Figure 3.30-5

FORM 6354-2
3.30-2 © 8/2012
 HMI PROGRAMMING
To move the stepper in large increments (typically 200 To save the changes made to the stepper position, push
steps), use the double arrow buttons <2> and <3> (see button <5> (see Figure 3.30-8).
Figure 3.30-7). Whenever changes are made to the
stepper position, the return or enter arrow will appear.

Figure 3.30-8
<1> <2> <3> <4> To change the START position, High Limit or Low Limit
of the stepper, press button <1> to scroll up or down
Figure 3.30-7 (see Figure 3.30-9).
1 - Up and Down 3 - Double Right Arrow
Arrows 4 - Single Opposing
2 - Double Left Arrow Arrows

Figure 3.30-9

FORM 6354-2
3.30-3 © 8/2012
HMI PROGRAMMING
Once the stepper has been changed to the desired Once the changes are made, to exit Edit Mode, scroll
setting, press button <5>. This will save the position of down to exit. Press button <5> to exit Stepper Control.
the stepper at the new setting (see Figure 3.30-10). The <Q1> screen will now appear (see Figure 3.30-12).

Figure 3.30-10 Figure 3.30-12

To send the stepper to the HOME position, go to SEND
HOME. Press button <2> and this will send the stepper FAULTS
to the HOME position and then back to the START
position (see Figure 3.30-11). This function can only be
performed when the engine is not running.

<1> <2> <3> <4> <5>

Figure 3.30-13

1 - Scroll Through 4 - Fault Screen

Figure 3.30-11
Quadrant Screens 5 - Option Screen
2 - Engine Data
Screens
3 - Stepper Control
Screens
From the <Q1> screen press button <1> to bring up the
pop-up menu.

FORM 6354-2
3.30-4 © 8/2012
 HMI PROGRAMMING
Press button <4>. If there are no active faults, this screen If there is an active fault, the active fault will now be
will appear (see Figure 3.30-14). displayed. An active fault will have a black background.
To acknowledge an active fault, press button <3>. This
screen will appear until the active fault is acknowledged
(see Figure 3.30-16).

Figure 3.30-14
When a fault first becomes active the fault banner will
flash and the A will be displayed in the upper right corner.
Figure 3.30-16
An active fault must be acknowledged. This screen will
be displayed until the active fault is acknowledged. To After an active fault is acknowledged, the black
acknowledge an active fault, press any of the buttons background will be removed. To see the fault history,
<1> – <4> to bring up the pop-up menu (see Figure press button <5> (see Figure 3.30-17).
3.30-15).

Figure 3.30-17
Figure 3.30-15

FORM 6354-2
3.30-5 © 8/2012
HMI PROGRAMMING
When checking for faults, this pop-up will appear. If there are multiple faults, use buttons <1> and <2> to
scroll through the faults. To get back to the active faults
screen, press button <4> (see Figure 3.30-19).

<3> <4> <5>

Figure 3.30-18
• Button <3>: Resets Faults – Will get occurrences and
engine hours to 0 (zero).
• Button <4>: Active Faults – Will display active fault list.
• Button <5>: Total History – Will display all faults that
occurred.
Pressing button <3> will show any faults that have Figure 3.30-19
occurred since the last time faults were reset (see Figure The active fault screen will appear. Press button <5> to
3.30-18). go back to screen <Q1> (see Figure 3.30-20).

Figure 3.30-20

FORM 6354-2
3.30-6 © 8/2012
 HMI PROGRAMMING

OPTIONS When in EDIT MODE, the Edit Mode banner will appear
at the top. To edit the units, press button <4> (see Figure
Press any of the buttons <1> – <4> to bring up the pop- 3.30-23).
up menu. Press button <5>.

<1> <2> <3> <4> <5> Figure 3.30-23

Figure 3.30-21 Press buttons <1> or <2> to scroll up and down. Press
button <4> to change that specific unit of measurement
1 - Scroll Through 4 - Fault Screen to either English or Metric. To change all units to either
Quadrant Screens 5 - Option Screen English or Metric, scroll to Restore Defaults and press
2 - Engine Data button <4> (see Figure 3.30-24).
Screens
3 - Stepper Control
Screens
The settings screen will now appear. To change the
settings, press and hold button <3> for 10 seconds to
enter EDIT MODE (see Figure 3.30-22).

Figure 3.30-24

Figure 3.30-22

FORM 6354-2
3.30-7 © 8/2012
HMI PROGRAMMING
Change all the units to either English or Metric by Scroll down to the Comms Settings and push button
pushing button <2> for English or button <3> for Metric <4>.
(see Figure 3.30-25). Press button <5> to save your
Use buttons <1> or <2> to scroll up or down. Press
selection and go back to the Units screen. Press button
button <4> to select an entry. Use button <3> to
<5> again to go back to the Settings Edit Mode screen.
decrease the setting and button <4> to increase the
setting (see Figure 3.30-27). When finished editing,
press button <5>. The Settings Edit Mode screen will
appear.
See MODBUS (RS-485) COMMUNICATIONS on page
5.05-1.

Figure 3.30-25
Scroll down to Beep. Press button <4>. By pushing
button <4>, the options are: Off, which turns all beeps
off; Keys, which just the buttons beep when pushed; or
All, which beeps are audible for keys and alarms (see
Figure 3.30-26).
Figure 3.30-27
Scroll down to About and press button <4>. This will
display information about the software. Press button <5>
twice to go back to the screen <Q1>.

Figure 3.30-26

Figure 3.30-28

FORM 6354-2
3.30-8 © 8/2012
 HMI PROGRAMMING

CONTRAST / BACK LIGHT ADJUSTMENT

When there is not a pop-up menu at the default screen,
press button <5>. This screen will now appear.
To control the brightness of the back light, press button
<1> to dim the back light and button <2> to brighten the
back light. To control the contrast of the screen, press
button <3> to decrease and button <4> to increase (see
Figure 3.30-29).

Figure 3.30-29

1 - Back Light Control 3 - Contrast Control

2 - Back Light
NOTE: Contrast will only go down to the halfway point.
When done making adjustments, push button <5> to
save the settings and exit.

FORM 6354-2
3.30-9 © 8/2012
HMI PROGRAMMING

This Page Intentionally Left Blank

FORM 6354-2
3.30-10 © 8/2012
 MAINTENANCE
SECTION 4.00
ESM CONTROL SYSTEM MAINTENANCE

Before performing any service, maintenance or repair To perform maintenance to the actuator linkages,
procedures, review SAFETY on page 1.05-1. complete the following:
1. Shut down engine.
THROTTLE, WASTEGATE AND BYPASS 2. Verify jam nuts on both ends of actuator linkages are
ACTUATOR INSPECTION AND secure (see Figure 4.00-2). Inspect rod ends.
MAINTENANCE Replace if worn.
3. Inspect actuator rods for straightness and damage.
! WARNING
4. Lubricate both ends of actuator rods every 1000
hours. Clean off any excess lubricant. Use CITGO
Always read and comply with Lithoplex Grease NLG12 (service temperature
safety labels. Do not remove or range -7° – 121°C [20° – 250°F]) or equivalent (see
deface the container labels. Figure 4.00-2)).
5. Verify proper operation of actuators by performing a
manual calibration using ESP.

Every 1,000 hours, or as needed, all actuator linkages

must be inspected and lubricated (see Figure 4.00-1).

Figure 4.00-1: Throttle Actuator Shown

FORM 6354-2
4.00-1 © 8/2012
ESM CONTROL SYSTEM MAINTENANCE

Figure 4.00-2: Throttle Actuator Linkage Maintenance

1 - Grease Fitting 3 - Actuator Rod

2 - Jam Nut

FORM 6354-2
4.00-2 © 8/2012
 ESM CONTROL SYSTEM MAINTENANCE

ESM COMPONENT MAINTENANCE

Table 4.00-1 provides a list of the recommended maintenance items and includes a description of the service required,
the service interval and the page number where specific maintenance information is found for that item in this manual.
Table 4.00-1: Maintenance Chart for ESM Components

INFORMATION PROVIDED
ITEM SERVICE INTERVAL
ON PAGE
Batteries Inspect Semiannual 4.00-5
ESM System Wiring Inspect Every year 4.00-5
ESP Total Fault History Review Every month 3.10-10
Knock Sensors Inspect Every year 4.00-3
Stepper Inspect, Clean, Lubricate, Test Every year 4.00-4
NOx Sensor Check/replace 4,000 hours 4.05-6
Exhaust Sample Flow Port:
Tubing and NOx Sensing Inspect and clean Every year –
Assembly Mounting Port
Inspect wiring/harnesses,
secure connections, check
NOx System Wiring ground connections, verify Every year –
incoming power is within
specification

KNOCK SENSORS
Every year each knock sensor must be inspected for an
accumulation of dirt or grit, connector wear, and
corrosion. If a knock sensor has an accumulation of dirt,
carefully clean visible end of knock sensor and
surrounding area. If a knock sensor connector looks
worn or if corrosion is evident, remove the knock sensor
to clean or replace as necessary. To reinstall a knock
sensor, complete the steps in Replacing Knock
Sensors on page 4.00-3. The knock sensors must be
properly tightened and seated flat against the mounting
surface.

Replacing Knock Sensors

1. Knock sensors are installed on the upper deck of the
cylinder heads (see Figure 4.00-3). Thoroughly
Figure 4.00-3: Knock Sensor
clean the knock sensor mounting hole located in the
capscrew.

NOTICE
Do not drop or mishandle knock sensor. If knock
sensor is dropped or mishandled, it must be replaced.

2. Verify that the cylinder head knock sensor contact

area is free of surface imperfections and polished
smooth.

FORM 6354-2
4.00-3 © 8/2012
ESM CONTROL SYSTEM MAINTENANCE
3. Apply a very thin coat of a blueing paste, such as AGR (STEPPER)
Permatex Prussian Blue (or equivalent), to seating
Every year the stepper must be inspected, cleaned and
surface of knock sensor (see Figure 4.00-4).
lubricated. To perform yearly maintenance to the
stepper, refer to and complete the following:
1. Remove power from ESM.
2. Disconnect harness from stepper.
3. Remove stepper from fuel regulator (see Figure
4.00-5).

Figure 4.00-4: Knock Sensor Seating Surface

4. Install and remove knock sensor.
5. Examine imprint left by blueing agent on the
crankcase and sensor seating surface.
• If the imprint on the crankcase and sensor seating 1
surface is uniform, the sensor has full-face contact 2
with mounting surface.
3
• If the imprint on the crankcase and sensor seating
surface is NOT uniform, the sensor does not have
full-face contact with mounting surface. The
mounting hole will have to be plugged and re-
4
tapped to make the hole perpendicular to the
mounting surface.
6. Place capscrew through knock sensor and install 5
into cylinder head deck.

NOTICE
Do not overtighten capscrew. Overtightening will Figure 4.00-5: Stepper
cause damage to the knock sensor.
1 - O-Ring 4 - Stepper
7. Tighten capscrew to 20 N·m (177 in.-lb) dry. 2 - Spacer 5 - Electrical
3 - Spring Connector
8. Repeat this mounting procedure for each knock
sensor. 4. Lubricate stepper shaft with CITGO Lithoplex
Grease NLGI 2 (service temperature range:
-7° – 121°C [20° – 250°F]).
5. Lubricate washer on regulator’s diaphragm (where
spring makes contact) with CITGO Lithoplex Grease
NLGI 2.
6. Replace O-ring if required.
7. Install control spring and thread stepper into pilot
body.
8. Reconnect harness to stepper.

FORM 6354-2
4.00-4 © 8/2012
 ESM CONTROL SYSTEM MAINTENANCE
ESM SYSTEM WIRING BATTERY MAINTENANCE
NOTE: The Customer Interface Harness must be ! WARNING
properly grounded to maintain CE compliance.

! WARNING Comply with the battery

manufacturer’s
recommendations for
Do not install, set up, maintain
procedures concerning
or operate any electrical
proper battery use and
components unless you are a
maintenance.
technically qualified individual
who is familiar with the electrical Batteries contain sulfuric
elements involved. acid and generate explosive
mixtures of hydrogen and
Disconnect all electrical power
oxygen gases. Keep any
supplies before making any
device that may cause sparks
connections or servicing any
or flames away from the
part of the electrical system.
battery to prevent explosion.
Always wear protective
glasses or goggles and
protective clothing when
NOTICE
working with batteries. You
Disconnect all engine harnesses and electronically must follow the battery
controlled devices before welding with an electric arc manufacturer’s instructions
welder on or near an engine. on safety, maintenance and
installation procedures.

Perform the following every year:

NOTE: Perform an external inspection of the battery
• Inspect all ESM wiring harnesses for damage and before checking the indicated state of charge to verify
verify all connections are secure. that the battery is in good physical condition.
• Inspect all ground connections.
External Inspection
• Remove cover from the Power Distribution Junction
Box and verify all terminals are tight, secure and Periodically inspect batteries and determine their
corrosion-free. condition. The cost of replacing other components, if
• Verify incoming power is within specifications. they have been damaged by electrolyte corrosion, could
be alarmingly high and accidental injuries could ensue.
• Verify the capscrews securing the Power Distribution Any batteries that have cracks or holes in the container,
Junction Box to the bracket and engine are tight. cover or vents, through which electrolyte will leak, should
• Install cover and secure all fasteners. be replaced. Batteries contaminated with electrolyte
(caused by over-topping with water) that have corroded
For information on ESM wiring, harness connections
terminal posts or low electrolyte levels should be
and power supply requirements, see SYSTEM POWER
cleaned or replaced if necessary.
AND WIRING on page 5.00-1.
1. Examine the battery externally.
2. Verify electrolyte levels are correct.
3. See Table 4.00-4.

FORM 6354-2
4.00-5 © 8/2012
ESM CONTROL SYSTEM MAINTENANCE
Battery Indicated State of Charge Table 4.00-2: Determining State of Charge

NOTE: The battery must be fully charged for several STATE OF SPECIFIC
VOLTAGE
hours before testing. If batteries have been receiving a CHARGE GRAVITY
charge current within the previous few hours, the open- 12.70 & Above 100% 0.280
circuit voltage may read misleadingly high. The surface
charge must be removed before testing. To remove 12.50 75% 0.240
surface charge, the battery must experience a load of 12.30 50% 0.200
20 amps for 3-plus minutes. 12.10 25% 0.170
1. Use a temperature-compensated hydrometer to 11.90 & Below Discharged 0.140
measure the electrolyte specific gravity readings in
each cell. Record the readings. Table 4.00-3: Cranking Amps – Commercial Batteries
2. Measure the open circuit voltage across the 4D 8D
terminals. Record the reading.
CCA @ –18°C
3. Using the recorded values, determine the state of 1000 A 1300 A
(0°F)
charge (see Table 4.00-2).
CA @ 0°C (32°F) 1200 A 1560 A
4. See Table 4.00-4.
RC minutes @ 25 A 320 min. 435 min.
The state of charge listed is an approximation. The
CCA = Cold Cranking Amps
relationship between state of charge and voltage varies
CA = Cranking Amps
by CCA rating and size. Voltage below 11.90 V may RC = Reserve Capacity
mean that the battery has a shorted cell or that the plates
are sulfated and cannot accept a charge.

FORM 6354-2
4.00-6 © 8/2012
 ESM CONTROL SYSTEM MAINTENANCE
Table 4.00-4: Battery Troubleshooting

IF THEN
Has cracks or holes in the container or cover.
Replace battery.
Has corroded terminals posts.

Battery Appearance Has black deposits on underside of vent

plugs. Battery has been overcharged.*
Verify battery charger is operating correctly and settings
Has black “tide-marks” on inside walls about are correct.
1 inch below the cover.
Is low. Fill electrolyte to correct level.

Electrolyte Level Battery is receiving too much charging current.

Is adjusted frequently. Verify battery charger is operating correctly and settings
are correct.
Is 75% or greater. Verify battery is good with a high rate load test.**
Is between 25% and 75%. Recharge battery.***
State of Charge Is less than 25%.
Measured open circuit voltage is lower than Replace battery.
value given in Table 4.00-2.
Odd cells with specific gravity readings 0.050
Replace battery (internal short circuit).
Specific Gravity of lower than other cells.
Cells Verify battery charger is operating correctly and settings
Is uniformly low.
are correct, recharge battery.****
* Overcharging – Batteries that have suffered as a result of considerable overcharging may show extremely low electrolyte
levels, black deposits on the underside of the vent plugs or black “tide-marks” on the inside walls of the container from about
25 mm (1 in.) below the cover. If these signs are present, the battery charger setting must be checked and reset according to
the manufacturer’s instructions before a battery is returned to service; batteries in which electrolyte levels have to be adjusted
frequently are clearly receiving too much charging current.
** High-Rate Load Test – If the state of charge is 75% or higher, the battery should be given a high-rate load test. Typically, the
high-rate load tester will discharge a battery through an adjustable carbon-pile resistance and indicate the terminal voltage as
the discharge proceeds. After 15 seconds, the battery voltage will not drop below a specified value (typically 9.6 V) if the
battery is in good condition and if the current is set at about 50% of the Cold Cranking Amps (CCA) (see Table 4.00-3). The
minimum acceptable voltage reading will vary as battery temperature decreases. Read and follow the manufacturer’s
instructions for the tester.
*** Batteries that have less than 75% state of charge need recharging before proceeding with any further tests. When the charger
is switched on, observe that the battery does accept a charging current, even though it may be small in amperes. The battery
must be fully charged for several hours before testing. If batteries have been receiving a charge current within the previous
few hours, the open-circuit voltage may read misleadingly high. The surface charge must be removed before testing. To remove
surface charge, the battery must experience a load of 20 amps for 3-plus minutes.
**** Batteries which have low but uniform specific gravities in each cell and which clearly require an extended recharge may have
become deeply discharged. This may be nothing more than a battery charger problem, but the system should be checked out
before the battery is returned to service.

FORM 6354-2
4.00-7 © 8/2012
ESM CONTROL SYSTEM MAINTENANCE

POWER DISTRIBUTION JUNCTION BOX NOTICE

MAINTENANCE
Use caution when pressure-washing the engine. Do
There is minimal maintenance that is associated with the
not spray the high-pressure water stream directly at
Power Distribution Junction Box. Once a year inspect
the cover gasket, at any plug or wiring connector on
and check the following.
the PDB or at any engine-mounted electronics, as
• Inspect connectors and connections to the Power water entry may occur and component damage may
Distribution Junction Box and verify they are secure. result.
• Remove cover to Power Distribution Junction Box and
verify all terminals are tight, secure and corrosion-free.
• Verify the capscrews securing the Junction Box to the
bracket and engine are tight.

INSTALLING PDB COVER

Be sure to properly reinstall the PDB cover any time that
it has been removed (see Figure 4.00-6) for wiring or
troubleshooting using the internal LEDs. DO NOT leave
the cover off when work is not actively being done. This
includes indoors or overnight. When reinstalling the
cover, all six latches must properly engage the cover and
the latch screws must be tight.

Figure 4.00-6

1 - Cover Latch and

Screw
When the cover is properly installed, plugs are properly
in place and NEMA 4 connectors, fittings and grommets
are used for wiring, the PDB is watertight under
reasonable conditions.

FORM 6354-2
4.00-8 © 8/2012
 SECTION 4.05
FUEL SYSTEM MAINTENANCE

Before performing any service, maintenance or repair If provision has been made for downstream shutoff
procedures, review SAFETY on page 1.05-1. and bleed valves, continue with Step 4 through
Step 6:
FUEL SYSTEM MAINTENANCE 4. Close gas shutoff valves upstream from main fuel
gas pressure regulators.
This section includes information on admission valve
maintenance and fuel system adjustments. 5. Close downstream shutoff valves.

! WARNING ! WARNING

Always completely shut off the Gas vented from engine

fuel source prior to working on components must be piped to a
fuel system components. Clear safe area in compliance with all
the engine supply lines and applicable codes.
piping of accumulated gas
before performing any
maintenance work on the fuel
system. 6. Open bleed valve between regulators and
downstream shutoff valves.

Perform the following steps prior to working on any fuel NOTICE

system components:
Do not change the main fuel gas pressure regulator
1. Run engine at idle with no load. spring adjustment. The regulator opens in response to
2. Close gas shutoff valves upstream from main fuel decreased outlet pressure, so all pressure between
gas pressure regulators. the upstream and downstream shutoff valves is
3. Let engine run until it stops. The supply lines are released through the bleed valve.
clear when engine stops.

FORM 6354-2
4.05-1 © 8/2012
FUEL SYSTEM MAINTENANCE

ADMISSION VALVE
ADMISSION VALVE REMOVAL

1 2 4
3

10
5

8
9
10
1
2

Figure 4.05-1: Admission Valve Assembly

1 - M10 Hex Nuts 6 - O-Rings

2 - Admission Valve Spacers 7 - Pilot Plug
3 - Cardboard Sleeve 8 - Flange
4 - Prechamber Connector 9 - Studs
5 - Gas Admission Valve 10 - Belleville Washers

FORM 6354-2
4.05-2 © 8/2012
 FUEL SYSTEM MAINTENANCE
1. Remove the prechamber fuel supply tube using a Table 4.05-1: Admission Valve Repair Kit (P/N 211665B)
7/8 in. wrench (see Figure 4.05-2).
P/N QTY. DESCRIPTION
* 1 Poppet, Cold
22
1 1
1 211942A 1 Nut
* 1 Spring
* 1 Seat
* 1 Poppet, Hot
Tube & Spacing
* 1
Seat
292679 2 O-Ring
3
3 296418 1 Connector Spacer
* Parts marked with * are not sold separately and can only
be obtained in the kit (P/N 211665B).

Figure 4.05-2: Prechamber Fuel Supply Tube 1. Loosen and remove valve nut.

1 - M10 Hex Nut 3 - Prechamber Fuel NOTE: The internal parts of the admission valve should
2 - Valve Retention Supply Tube now be free enough to shake out of the tube and spring
Flange seat.
2. Shake out internal parts. Ensure all parts have been
2. Remove two M10 nuts, spacers, Belleville washers
removed.
and flange from two studs using a 17 mm wrench
(see Figure 4.05-1). 3. Clean and inspect body and connector for damage.
If no damage is noted, components can be reused.
NOTE: It may be necessary to use a slide hammer
puller to remove the valve. It is internally threaded with NOTE: The repair kit is packed with all of the internal
7/16-20 threads. valve parts stacked and banded in their proper position.
The kit parts are free to move once the packing band is
3. Remove admission valve assembly from cylinder
removed. Care must be taken to ensure that all of the
head bore.
parts stay in order. Note that there are internal size
NOTE: The prechamber supply connector may come differences between the two poppets.
out with the admission valve or remain in the bore.
NOTE: In case the parts of the kit are mixed up, lay out
4. Remove prechamber supply connector from parts as shown in Figure 4.05-3. To differentiate
cylinder head bore. between the hot and cold poppets, make sure that the
5. Remove admission valve from engine. spring extends past the end of the poppet in the
freestanding position (see Figure 4.05-4). This is the
ADMISSION VALVE OVERHAUL cold poppet.

NOTICE
Parts are a flow-matched set. Do not intermix kit
components between sets, as damage to the
components may result.

NOTE: When ordering a new admission valve, you

must order a connector spacer (P/N 296418) as well.
The connector spacer will be necessary to make proper
connection between the connector and the ignitor
sleeve. If you are only ordering a repair kit (P/N
211665B), a connector spacer is included in the kit and
need not be ordered separately.

FORM 6354-2
4.05-3 © 8/2012
FUEL SYSTEM MAINTENANCE

1 2 3

Figure 4.05-4: Spring Seats in Cold Poppets

3
1 - Hot Poppet 3 - Cold Poppet
2 - Spring
4
4. Remove packing band and hold valve body with
large end down and insert kit parts from bottom (see
Figure 4.05-5).
5

10

Figure 4.05-5: Kit Parts

11 5. Install new nut on body and hand-tighten.

6. Tighten nut to 61 – 75 N·m (45 – 55 ft-lb).

Figure 4.05-3: Admission Valve NOTICE

1 -
O-Rings 7 - Spring Seat Do not apply lubricant to the connector threads. The
2 -
Seat 8 - Hot Tube (flat black use of thread lubricant can overload the connector and
3 -
Cold Poppet color) could damage the components.
4 -
Spring 9 - Hot Poppet
5 -
Cold Tube (silver 10 - Nut 7. Replace plug body O-rings with two new nitrile O-
color) 11 - Connector Spacer rings provided in kit. Install O-rings dry.
6 - Internal Groove NOTE: Clean the cylinder head bore before installing
the admission valve.

FORM 6354-2
4.05-4 © 8/2012
 FUEL SYSTEM MAINTENANCE
ADMISSION VALVE INSTALLATION

NOTICE
A tight seal must be made between the connector and
the igniter sleeve. A seal that leaks will cause the back-
flow of combustion gases, causing the igniter sleeve
O-rings to burn and allow coolant to flow into the
cylinder head.

1. Hold admission valve upright and install cardboard

connector spacer into nut (see Figure 4.05-6).

Figure 4.05-7: Connector

NOTE: The cardboard spacer used to align the
connector will burn away after the engine is put back into
service. This, however, will not affect the connection
made until the admission valve is removed for service.
At that point another cardboard spacer should be used
to reassemble the valve.
3. Reinstall connector, valve assembly and plug in
cylinder head (dry, no oil). Tighten to 14 – 28 N·m
(10 – 21 ft-lb).
4. Install prechamber connector into admission valve
assembly and insert into cylinder head.
Figure 4.05-6: Cardboard Connector Spacer
5. Apply molybdenum-based grease to studs.
NOTE: Additional cardboard connector spacers should
6. Secure with flange, spacers, Belleville washers and
be kept in stock to be used whenever the admission
M10 hex nuts (see Figure 4.05-1).
valve is removed for service or replaced.
7. Tighten M10 hex nuts to 22 N·m (16 ft-lb).
2. Position connector into cardboard connector spacer
and press down (see Figure 4.05-7). The connector
will stand securely in place, allowing assembly of the FUEL SYSTEM ADJUSTMENT
valve into the cylinder head bore. See FUEL SYSTEM ADJUSTMENT on page 3.00-4 for
fuel system adjustment procedure.

FORM 6354-2
4.05-5 © 8/2012
FUEL SYSTEM MAINTENANCE

MAIN GAS SHUTOFF VALVE 2. Disconnect the engine harness from the NOx
sensor.
! WARNING 3. Unthread the NOx sensor from the block.
4. Shine light through NOx sensor mounting hole and
Do not inhale gaseous fuels. inspect for buildup. If buildup is present, block must
Some components of fuel gas be cleaned.
are odorless and tasteless.
5. If no buildup is present, install the NOx sensor in the
block and tighten to 50 N·m (37 lb-ft).

When the main gas shutoff valve BLOCK CLEANING

is open, and the engine is not 1. Remove the exhaust supply tubing from the block.
running, gas flows both into the
exhaust and through the air 2. Remove the block from the exhaust outlet.
cleaner. The fuel system must 3. Insert a rod through the exhaust port on the exhaust
have a positive main gas shutoff outlet. Remove or dislodge any buildup in the
valve that opens upon cranking exhaust outlet passage. Thoroughly clean hole and
and closes whenever engine area around mounting port.
rotation stops. 4. Inspect pipe nipple and remove any buildup.
Thoroughly clean pipe nipple.
ESM-actuated main gas shutoff valve, placed upstream
NOTICE
of the engine regulator (high-pressure gas line), must be
provided. Do not allow anti-seize compound to come into
contact with the NOx sensor. Contact with compound
NOX SENSOR could result in incorrect sensor operation.

5. Apply high-temperature anti-seize compound to

nipple threads.
NOTE: Use a nickel-based anti-seize compound that
will withstand temperatures of 816°C (1,500°F).
6. Thread block into mounting hole on exhaust outlet
hand-tight (see Figure 4.05-9).

Figure 4.05-8: NOx Sensor (12V 275GL + Shown)

1 - Connector Cover 3 - NOx Sensor

2 - Sensor Electronics
1. Remove the screws retaining the NOx sensor
connector cover.

FORM 6354-2
4.05-6 © 8/2012
 FUEL SYSTEM MAINTENANCE

Figure 4.05-9: Sensor Block Position (12V 275GL +

Shown)

1 - Exhaust Supply 2 - Block

Tubing
7. Turn block until exhaust supply inlet on heater is
aligned with exhaust supply tubing.
8. Connect the exhaust supply tubing to the block.
9. Thread the NOx sensor into the block. Tighten to 50
N·m (37 lb-ft).
10. Connect the engine harness to the NOx sensor.
11. Install the NOx sensor connector cover.

FORM 6354-2
4.05-7 © 8/2012
FUEL SYSTEM MAINTENANCE

This Page Intentionally Left Blank

FORM 6354-2
4.05-8 © 8/2012
 SECTION 4.10
IGNITION SYSTEM MAINTENANCE

Before performing any service, maintenance or repair

procedures, review SAFETY on page 1.05-1.
NOTICE
The presence of oil or grease on the ceramic insulator
IGNITION SYSTEM MAINTENANCE of the spark plug can cause flashover, a condition
Spark plugs, boots, Teflon connectors and coils must be where the spark fails to jump the gap because of an
properly maintained to preserve electrical integrity. easier path to follow, resulting in misfire.

SPARK PLUGS
Clean and gap spark plugs whenever an ALM313
The 12V/16V 275GL + engine is equipped with spark Ignition Fault is displayed in the ESP fault log or if the
plugs (P/N 69919D). One single electrode/flashover ESP [F5] Ignition panel “Ignition Energy” field has
protected spark plug is provided for each of the reached “Level 2.”
cylinders.
When gapping spark plugs, examine each spark plug for
The spark plug has a single electrode and a solid post cracked porcelain, leakage and burned electrodes.
terminal (see Figure 4.10-1). The spark plug’s center Examine firing end for abnormal spark plug conditions.
and ground electrode material is made of iridium. It is See Table 4.10-2 for spark plug troubleshooting.
designed for long reach with improved performance for
Table 4.10-1: Spark Plug Maintenance
engines operated at very high BMEP. Each spark plug
is housed within a spark plug holder and fires the rich
fuel mixture in the respective prechamber. The resulting
flame torch then ignites the lean mixture in the main
combustion chamber.
A

Figure 4.10-1: “J” Type Electrode Spark Plug

Spark Plug P/N 69919D
The rocker arm covers are labeled to inform the engine Ignition Energy Level 2 has
user which spark plugs are installed on a specific engine. Clean and Regap been reached, ALM313
active, or sooner, as required
Waukesha recommends dry spark plug installation. If
necessary, use a dielectric solvent to clean spark plugs. Replacement Interval Every 4000 hours
Spark Plug Size 18 mm with 13/16 in. reach
Torque 43 – 52 N·m (32 – 38 ft-lb) dry
0.26 – 0.30 mm
Spark Plug Gap A
(0.010 – 0.012 in.)

FORM 6354-2
4.10-1 © 8/2012
IGNITION SYSTEM MAINTENANCE
Table 4.10-2: Spark Plug Troubleshooting

FIRING TIP APPEARANCE CONDITION REMEDY

Light casting of whitish ash, uniformly No change; reflects a healthy operating
Normal with medium to high ash oils
deposited cylinder
Inspect and replace worn parts as
High oil consumption
necessary
Excessive ash buildup Wrong oil; ash content too high Change engine oil type
Poor oil control around valve guides and Inspect and replace worn parts as
piston rings necessary
Poor oil control around valve guides and
Replace worn parts as necessary
Black oil fouling deposits piston rings
Engine too lightly loaded Adjust engine load
Gap bridging Contaminated or “dirty” fuel gas Add fuel filter
Engine too lightly loaded Adjust engine load
Carbon fouling Inspect and replace worn parts as
High oil consumption
necessary
Inspect piston crowns with borescope;
replace worn parts as necessary
Engine operated with severe knock
Aluminum contamination
resulting in piston damage Check ignition timing, fuel gas WKI
Reduce engine load
Oxide of cobalt fouling from burning of
Bright blue or green deposits coating on valves and seats with coolant Replace valves and seats, fix coolant leak
leak

SPARK PLUG EXTENSION

1 2 3

4
4

Figure 4.10-2: Spark Plug Extension

1 - Boot 3 - O-Ring
2 - Connector 4 - Grease
The spark plug extension consists of a silicone O-ring, a
red high-temperature silicone rubber boot and a white
NOTICE
Teflon connector (see Figure 4.10-2). The current spark plug extensions include the
If necessary, use a dielectric solvent to clean the connector, an O-ring and a high-temperature boot.
connector. Because of the extreme heat in the spark plug well,
Waukesha Service Operations recommends
replacement of the boot and O-ring every 6 months.

FORM 6354-2
4.10-2 © 8/2012
 IGNITION SYSTEM MAINTENANCE
Inspect the boot for damage and replace if necessary.
The boot (P/N 740011) should be replaced every
6 months. 4
Connector contact and spring should work freely and be
1
cleaned of all electric corrosion.
Inspect the connector O-ring for cracking or other
damage. The O-ring (P/N 296178) should be replaced
every 6 months.

NOTICE
Use KRYTOX GPL-206 grease (P/N 489341) or
equivalent between the boot ID and the spark plug
insulator. This grease will assist in releasing the boot
2
from the plug. Boot damage will occur if the boot is not
greased. Damaged boots will allow flashover and will
shorten spark plug life.
3
NOTE: Use of a new higher temperature fluorinated
grease KRYTOX GPL-206 (P/N 489341) is being
recommended by Waukesha. This grease is non-
flammable, non-toxic, non-migrating and contains no Figure 4.10-3: Ignition Coil
chlorine, silicones or chlorofluorocarbons. The
performance of KRYTOX GPL-206 is known to extend 1 - Coil 3 - O-Ring
the service life of components. KRYTOX GPL-206 2 - Secondary Cup 4 - Primary Lead
(P/N 489341) is manufactured by Miller-Stephenson Carefully inspect the ignition coils for cracks or other
Chemical Co., Inc. For technical information call: In USA damage and replace if necessary.
1-800-992-2424 (8 – 4 Eastern Time) or in Canada
1-800-323-4621 (8 – 4 Eastern Time). Always replace the coil O-ring with a new O-ring
whenever the coil is removed.
Grease the boot to spark plug interface, and the O-ring
and connector at the coil socket, with KRYTOX GPL-206 Always check the ignition coils with reliable test
(P/N 489341) (see Figure 4.10-2). Although the boot will equipment. Replace the coil if its serviceability is in
adhere to the plug in most cases, KRYTOX GPL-206 doubt.
(P/N 489341) will aid in its removal without damage. To help seal out moisture and prevent corrosion, use
Lower temperature silicone greases will not prevent KRYTOX GPL-206 (P/N 489341) on the high-tension
sticking. connectors between the coils and the spark plug
Spark plug socket (P/N 475037) will fit over the boot if it extensions.
adheres to the plug. Always inspect the wiring harness and connectors for
moisture, corrosion, cracks or dirt that can cause a short
IGNITION COILS to ground.
Ignition coils should be inspected and tested once each Properly maintaining all the major components in the
year. system will preserve electrical integrity and prevent
Remove all oil, grease and dirt from the ignition coils. Pay down time as well as damage to components.
particular attention to the area around the primary
terminals. Thoroughly clean the ignition coil contacts.
Use a soft brass wire brush if corrosion or an
accumulation of dirt is present. Inspect the contacts for
damage (see Figure 4.10-3).

FORM 6354-2
4.10-3 © 8/2012
IGNITION SYSTEM MAINTENANCE

MAGNETIC PICKUP ADJUSTMENT CRANKSHAFT MAGNETIC PICKUP

The ESM ignition system uses the ECU as its central NOTE: The crankshaft pickup is located on the left rear
processor. Two magnetic pickups are used to input side of the flywheel housing (see Figure 4.10-5).
information to the ECU. One pickup reads an index
magnet located on the camshaft gear and the other
senses 36 reference holes in the flywheel.

CAMSHAFT GEAR MAGNETIC PICKUP

1. The camshaft magnetic pickup is located on the rear
of the engine (see Figure 4.10-4).

Figure 4.10-5
1. Thread crankshaft pickup into housing until it makes
contact with flywheel.
2. Using a grease pencil, place a reference mark
across pickup extending onto flywheel housing.
3. Using reference mark, back out pickup 3/4 to 1 turn.
Figure 4.10-4 4. Tighten jam nut while holding pickup.
NOTE: When setting clearance between pickup and
camshaft, verify magnet is not directly below pickup.
Clearance is set between pickup and camshaft, and not
between pickup and magnet.
2. Verify camshaft magnet is not directly below pickup.
3. Thread pickup into camshaft housing until it makes
contact with housing.
4. Using a grease pencil, place a reference mark
across pickup extending onto camshaft housing.
5. Using reference mark, back out pickup 3/4 to 1 turn.
Tighten jam nut while holding pickup. This is the
equivalent of 1.02 mm (0.040 in.) clearance between
pickup and camshaft.
6. Tighten jam nut while holding pickup.

FORM 6354-2
4.10-4 © 8/2012
 IGNITION SYSTEM MAINTENANCE

IGNITION SYSTEM GENERAL

MAINTENANCE AND INSPECTION
! WARNING

Disconnect all electrical power

supplies before making any
connections or servicing any
part of the electrical system.

1. Inspect all cables and wires for broken or cracked

insulation. Replace or repair as necessary.
2. Inspect ground wires and brackets for loose
hardware. Repair or replace as necessary.
3. Inspect all connections and tighten if necessary.
NOTE: In order to maintain CSA certification on these
engines, ALL FASTENERS MUST be reinstalled after
the ignition system has been serviced.
4. Reinstall and retighten all ignition system fasteners.
• Oil the threads of the three capscrews (P/N
291102).
• Tighten the capscrews to 21.36 – 23.4 N·m
(189.1 – 207.1 in.-lb) (see Figure 4.10-6).

Figure 4.10-6

FORM 6354-2
4.10-5 © 8/2012
IGNITION SYSTEM MAINTENANCE

This Page Intentionally Left Blank

FORM 6354-2
4.10-6 © 8/2012
 SECTION 4.15
AIR INTAKE AND TURBOCHARGER SYSTEM MAINTENANCE

Before performing any service, maintenance or repair Check all connections for leaks and correct as required.
procedures, review SAFETY on page 1.05-1. Check air inlet location to ensure there is no hot air
recirculating into the air cleaners. Recirculating hot air
AIR INTAKE MAINTENANCE will raise the intake air temperature, which will raise the
intake manifold temperature and affect power output.
The customer-supplied air filtration system must be
99.7% efficient. Clean or replace precleaner and air filter The intake manifold inlet temperature may be up to a
elements when inlet restriction reaches 381 mm-H2O (15 maximum of 10°C (18°F) above the design intercooler
water inlet temperature. See latest edition of Service
inch-H2O). Service the air filtration system in accordance
Bulletin 1-2620. Maximum air intake restriction is 381
with the manufacturer’s instructions.
mm-H2O (15.0 inch-H2O).
An optional shipped loose air filter system available from
Waukesha is shown in Figure 4.15-1.

FORM 6354-2
4.15-1 © 8/2012
AIR INTAKE AND TURBOCHARGER SYSTEM MAINTENANCE

Figure 4.15-1: Optional Waukesha Air Filtration System

1 - Cabinet and Door Assembly 3 - Prefilter Pad and Frame

2 - Air Filter Element

FORM 6354-2
4.15-2 © 8/2012
 AIR INTAKE AND TURBOCHARGER SYSTEM MAINTENANCE

TURBOCHARGER MAINTENANCE TURBOCHARGER LUBRICATION

This section includes information on turbocharger NOTICE

system inspection, lubrication, maintenance and
operation. Before operating a new or rebuilt turbocharger (or
starting a new engine for the first time), check to
TURBOCHARGER INSPECTION ensure that the turbocharger is receiving proper
lubrication.
NOTICE
Inspection and repair of turbochargers must be 1. Remove oil drain tube from turbocharger.
performed by a factory-qualified service agent.
2. Activate automatic prelube system and visually
check for oil flow at turbocharger oil drain area.
1. Inspect engine air cleaner. Service if required. 3. Reconnect oil drain tube only after oil is observed at
2. Inspect turbocharger mounting and connections for oil drain area.
oil and air leaks. Repair or replace as necessary. 4. Start engine and run at reduced speeds until coolant
temperature gauge indicates a jacket water
NOTICE temperature of 38°C (100°F).
5. Run engine at rated output and listen for unusual
Do not run the engine if the air cleaner is not operating
sounds in turbocharger, especially those of metal
efficiently or if leaks exist in the ducting. Dust leaking
contacting metal. If any noise of this type is apparent,
into the air ducting can damage the engine and the
immediately shut down engine and contact your
turbochargers.
Waukesha authorized service agent.
3. With engine shut down, inspect all air ducting for
loose clamps or connections. Check manifold TURBOCHARGER OPERATION
connections to turbine inlet and at engine exhaust
manifold gaskets. Repair or replace as necessary. NOTICE

TURBOCHARGER WASTEGATE AND AIR BYPASS Do not operate the turbocharger without the air inlet
and exhaust outlet connections installed. The
Inspection and Maintenance turbocharger can generate enough force to draw
objects into it.
The actuator linkage must be inspected and lubricated
every 1,000 hours.
To perform maintenance to the actuator linkage, NOTICE
complete the following:
1. Shut down engine. Do not operate the engine under load until the jacket
water temperature is 38°C (100°F).
2. Verify jam nuts on both ends of actuator rods are
secure. Inspect rod ends. Replace if worn.
3. Inspect actuator rods for straightness and damage. 1. Run prelube system for a full 90 seconds before
Repair or replace as necessary. each engine start to ensure all moving parts,
especially the turbocharger, are properly lubricated
4. Lubricate both ends of throttle actuator rods at each
(special attention must be given to a new
oil change. Clean off any excess lubricant. Use
turbocharger or one that has been stored;
MolyKote 321 dry film lubricant (service temperature
see TURBOCHARGER LUBRICATION on page
range -178° – 450°C [280° – 840°F]) or equivalent.
4.15-3).
5. Verify proper operation of actuators by performing a
2. Idle engine for 3 – 4 minutes before shutdown.
manual calibration of actuators using ESP (see
ACTUATOR CALIBRATION on page 3.25-8).
6. Inspect Wastegate and bypass valve shafts for
binding or excessive looseness. Repair or replace
as required.

FORM 6354-2
4.15-3 © 8/2012
AIR INTAKE AND TURBOCHARGER SYSTEM MAINTENANCE

NOTICE
The postlube function should be automatically
initiated upon the main gas shutdown to avoid
turbocharger damage.

3. Postlube engine for a full 60 seconds

(recommended) after every shutdown to remove
heat from turbocharger turbine wheel and shaft
Failing to do so can result in oil coking on bearings
and subsequent failure of turbocharger.

FORM 6354-2
4.15-4 © 8/2012
 SECTION 4.20
COOLING SYSTEM MAINTENANCE

Before performing any service, maintenance or repair NOTE: To facilitate draining and filling of the jacket
procedures, review SAFETY on page 1.05-1. water system, replace one of the G1-1/2 in. plugs with a
customer-supplied valve. The valve must be threaded to
See latest edition of Service Bulletin 4-2429, Cooling
accept both a hose connection and a pipe plug.
System Guidelines and Water Treatment
Recommendations, for detailed information on coolant 2. Attach a makeup line to the ball valve and add
filter system and coolant treatment. treated cooling water to the crankcase. See latest
edition of Service Bulletin 4-2429, Cooling System
Guidelines and Water Treatment
JACKET COOLING CIRCUIT INITIAL FILL
Recommendations.
! WARNING NOTE: Always fill the engine from the bottom up to
minimize the formation of damaging air pockets. As the
Always wear protective engine fills, air is pushed up and out.
equipment when venting the 3. Add coolant to the engine until the level of the coolant
cooling system. Misuse, reaches the top of the surge tank or radiator.
misapplication, or improper
adjustment or maintenance of NOTICE
cooling fans or related parts can
result in serious personal injury Always install a pipe plug in the ball valve when the
or death as well as property hose connection is removed. If the lever of the ball
damage. Always follow basic valve is bumped open, the absence of a plug will cause
safety precautions and proper coolant to drain. Loss of coolant during operation may
preventive maintenance result in catastrophic engine damage.
procedures.
Antifreeze solution is toxic and 4. Close the ball valve and loosen the hose connection.
poisonous. Always wear 5. Apply Perma Loc Heavy Duty Pipe Sealant with
protective clothing when Teflon to the threads of the pipe plug. Install the plug
working with antifreeze in the valve.
solution. Follow the safety 6. Top off the surge tank or radiator, if necessary.
instructions listed on the
container provided by the 7. Close up the circuit and run the engine at idle.
manufacturer. 8. Vent connections from the engine outlet header and
other high points in the circuit should be continuously
vented to the system expansion tank through 1/4 in.
orifices. If these are not available, occasionally open
the various circuit air bleed vents to allow the air to
NOTE: Be sure that all vents are open before filling the escape. Air in the circuit speeds up the formation of
jacket water cooling system. rust and increases corrosion. Aeration may also
1. Remove the drain plugs on either side of the cause foaming, overheating and overflow loss of
crankcase. coolant. Air may be drawn into the system because
of a leak or a coolant level that is too low. The circuit
is properly filled only after all air has been bled off.

FORM 6354-2
4.20-1 © 8/2012
COOLING SYSTEM MAINTENANCE

AUXILIARY COOLING CIRCUIT FILL 2. Open any vent connections on the engine or circuit
that are not permanently vented to the expansion
! WARNING tank.
3. Add treated coolant while monitoring open vent
Always wear protective connections. Close vents when coolant streams out.
equipment when venting the 4. Continue filling the circuit until the expansion tank is
cooling system. Misuse, half full.
misapplication, or improper
5. Close up the circuit and run the engine at idle.
adjustment and maintenance of
cooling fans and related parts 6. Vent connections from the intercooler, oil cooler and
can result in serious personal other high points in the circuit should be continuously
injury or death as well as vented to the circuit expansion tank through 1/4 in.
property damage. Always follow orifices. If these vent lines are not available,
basic safety precautions and occasionally open the various circuit air bleed vents
proper preventive maintenance to allow the air to escape. Air in the circuit speeds up
procedures. the formation of rust and increases corrosion.
Aeration may also cause foaming, overheating and
Antifreeze solution is toxic and
overflow loss of coolant. Air may be drawn into the
poisonous. Always wear
circuit because of a leak or a coolant level that is too
protective clothing when
low. The circuit is properly filled only after all air has
working with antifreeze
been bled off.
solution. Follow the safety
instructions listed on the
container provided by the
manufacturer.

NOTE: The following description is not applicable to

permanent vent systems.
1. Remove the expansion tank pressure cap.

2
1

Figure 4.20-1: Auxiliary Water Circuit Vent

1 - Vent 2 - Pipe Plug

FORM 6354-2
4.20-2 © 8/2012
 SECTION 4.25
LUBRICATION SYSTEM MAINTENANCE

Before performing any service, maintenance or repair 4. Install sealing plug.

procedures, review SAFETY on page 1.05-1.
LUBRICATION SYSTEM INITIAL FILL
OIL PRESSURE ADJUSTMENT
OIL CAPACITIES
NOTE: Before adjusting the oil pressure, always check
the condition of the oil filters and replace if necessary. Engine oil capacity is approximately:
See FILTER RELIEF VALVES on page 2.35-2. A dirty 12V 275GL +: 833 L (220 gal)
filter will cause the engine oil pressure to drop.
16V 275GL +: 1,041 L (275 gal)
The pressure regulating valve is adjusted on the outside
of the engine through the use of an adjustment screw Use the initial fill to determine the actual amount of oil
(see Figure 4.25-1). Before adjustment of the oil required.
pressure, the oil temperature must be at normal
operating temperature with the engine operating at rated TYPE
speed. The engine requires SAE No. 40 weight oil only, with a
minimum of 0.35% sulfated ash by weight with both
metallic and ashless additive systems. A maximum of
0.10% zinc is recommended.
NOTE: The latest edition of Service Bulletin 12-1880,
Waukesha Lube Oil Recommendations, provides the
customer with recommendations and guidelines for
lubricating oil selection.
2 1
The recommended oil for landfill gas applications is
Mobil Pegasus 610 (446).

Figure 4.25-1: Oil Pressure Adjustment

1 - Pressure 2 - Sealing Plug

Regulating Valve
1. Remove sealing plug. Loosen and back off jam nut
on adjusting rod.
2. Adjust oil pressure to 415 – 448 kPa (60 – 65 psi) at
1,000 rpm. Turn screw in to increase oil pressure and
out to decrease oil pressure.
3. Tighten jam nut to secure threaded rod.

FORM 6354-2
4.25-1 © 8/2012
LUBRICATION SYSTEM MAINTENANCE
FILL PROCEDURE 7. Reinstall the oil fill plug, start the engine and run at
1. Remove plug from oil fill hole located on left side of idle speed. Check the dipstick again. Add more oil
engine (see Figure 4.25-2). through the oil fill hole if the level is below the upper
notch.
8. Wait until the oil has warmed up to its normal
operating temperature of 80° – 82°C (176° – 180°F)
1 2 and check the oil level one more time. Add oil if the
level is below the upper notch on the dipstick.
9. Maintain oil level at upper notch on dipstick. Check
oil level when prelube pump is running. Check oil
level again when engine is running at normal
operating temperature.

LUBRICATION SYSTEM MAINTENANCE

OIL CHANGE
Change the oil, including the oil filter, at least every
4000 running hours. Oil change intervals should never
be extended beyond this recommendation because of
Figure 4.25-2: Oil Dipstick and Fill Hole additive depletion and changes in the physical
properties of the oil. A sample of the used oil should be
1 - Fill Hole 2 - Dipstick
submitted for analysis after every 1000 running hours.
2. Insert makeup line and add oil to sump. Periodically
NOTE: The latest edition of Service Bulletin 12-1880,
remove the dipstick beside the oil fill hole and take
Waukesha Lube Oil Recommendations, provides the
note of the reading.
customer with recommendations and guidelines for oil
3. Continue to add oil to the sump until the level reaches change intervals.
the upper notch on the dipstick (see Figure 4.25-3).
Based on environmental and engine operating
conditions, the lubrication oil may require changes that
are much more frequent than those recommended by
Waukesha. 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
Figure 4.25-3 condition of the engine are only a few of many variables
that have a direct effect on the frequency at which the oil
4. Stop the oil addition and start the prelube pump. The must be changed.
prelube pump must be run to fill the oil lines, the full-
flow oil filter and oil cooler. It also ensures that the Using an incorrect oil or extending the time between oil
bearings, turbochargers and other moving parts of changes may cause varnish deposits, oil oxidation/
the engine are properly lubricated. nitration, sludge or any number of problems to appear.
5. Run the prelube pump until pressure is indicated on The level of the oil in the crankcase should be checked
ESP. Once pressure is indicated, stop the prelube each day while the engine is running and then only after
pump, check the dipstick and add oil to the sump it has warmed up to its normal operating temperature.
until the level returns to the upper notch. Always maintain the oil level at the upper notch. Since
6. Run the prelube pump a second time. Allow there is no static line on the dipstick, it does not indicate
sufficient time for the oil to circulate throughout the where the level of the oil in the sump should be when the
system two or three times, and then check the engine is shut down.
dipstick while the prelube pump is running. If the
level is low, add oil from the makeup line until the
level is back to the upper notch.

FORM 6354-2
4.25-2 © 8/2012
 LUBRICATION SYSTEM MAINTENANCE
Whenever the oil level is checked, carefully examine the
condition of the oil on the dipstick. Replace the oil any
time it appears diluted, thickened by sludge or otherwise
deteriorated. The useful life of the oil depends on a 1
number of factors, which include the engine load,
temperature, fuel quality, atmospheric dirt, moisture and
the level of maintenance. If oil performance problems
arise, consult your oil supplier.
2
! WARNING

Hot oil can cause severe burns.

Allow oil to cool prior to working
on oil system components.
Wear protective equipment and
use caution while working on oil
system components.

NOTE: Drain oil when warm for best results.

To change oil, drain oil pan, oil cooler and full-flow oil
Figure 4.25-4: Oil Cooler Location (16V 275GL + Shown)
filters. Proceed as follows:
1. Remove 1.5 in. drain plug from the oil pan at the front 1 - Oil Cooler 2 - Filter/Cooler Base
of the engine. Remove two 1 in. drain plugs located 3. When oil has drained, ensure all drain plugs are
in each of the lower oil tube connectors at the reinstalled.
flywheel end of the engine.
4. See LUBRICATION SYSTEM INITIAL FILL on page
NOTE: Installation of a customer-supplied ball valve 4.25-1 and fill engine with clean oil.
and pump may facilitate draining of the oil pan.
2. Loosen or vent the six filters to be replaced to allow ENGINE-MOUNTED OIL COOLER
complete drainage (see Figure 4.25-4). The oil cooler is mounted to the oil filter base at the
flywheel end of the engine (see Figure 4.25-4). The
cooler is plate-type arrangement. The oil flows through
the plates while the cooling water passes around the
plates. Periodically inspect for coolant or oil leaks.
Correct as necessary.

OIL FILTERS ELEMENT REPLACEMENT

The 12V/16V 275GL + engine lubrication system uses
six full-flow type replaceable oil filter cartridges. These
spin-on filter cartridges are mounted to the oil cooler and
filter base at the flywheel end of the engine (see Figure
4.25-5). Each filter cartridge contains a bypass valve that
prevents the loss of circulation due to a restricted filter.

FORM 6354-2
4.25-3 © 8/2012
LUBRICATION SYSTEM MAINTENANCE
Always pay close attention to engine operating
temperatures. If engine jacket water and oil
temperatures are maintained according to engine
specifications, particularly during periods of light-load
operation, the problems resulting from condensation of
corrosive vapors in the crankcase can be minimized.
This in turn reduces the rate at which the TBN is depleted
and extends the useful life of the oil.
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-
monitored maintenance program also should be
established for the first year of usage and the
performance of the engine should be carefully observed
against all external operating conditions. This procedure
will help to determine if the selected oil is really suitable
for your particular operation.

Figure 4.25-5: Oil Filters

FORM 6354-2
4.25-4 © 8/2012
 LUBRICATION SYSTEM MAINTENANCE

CENTRIFUGAL OIL FILTER

2
4
1

9
11
5
10

9
6

7
8

Figure 4.25-6: Centrifugal Filter

1 - Rotor Top Cover 7 - Jet Nozzle

2 - Rotor Cover Nut 8 - Band Clamp
3 - Cover Nut Tube 9 - O-Ring
4 - Spindle 10 - Rotor Cover
5 - Bearing Tube Assembly 11 - Cover
6 - Separation Cone
DESCRIPTION The rotor comprises two compartments: one cleaning
chamber and one drive chamber. The oil flows from the
A centrifugal bypass filter is installed on the engine, in
center pipe to the top part of the rotor where a high
addition to the main filtration system.
centrifugal force is applied to it. Thus, dirt is deposited
The filter comprises a housing with a hardened steel on the walls of the rotor in the form of thick sludge.
pivot on which a dynamically balanced rotor runs free
The oil then flows from the cleaning-separating
(see Figure 4.25-6). The oil crosses the housing and
compartment into the drive compartment, including the
rises toward the center pivot and into the rotor.
central tube support and the lower part of the rotor, which
has two jet nozzles. The clean oil jetting from the nozzles
torque drives the rotor. The oil returns to the engine
sump via the housing.

FORM 6354-2
4.25-5 © 8/2012
LUBRICATION SYSTEM MAINTENANCE
CLEANING Clean the filter as follows:
1. Stop engine and ensure centrifuge rotor has stopped
! WARNING spinning.
2. Remove band clamp, top cover nut and cover.
Always stop the unit before
cleaning, servicing or repairing 3. Allow oil to drain out of centrifuge. Carefully pull rotor
the unit or any driven assembly out of centrifuge.
equipment. 4. Remove cover nut on rotor assembly with two 60 mm
sockets.
Use caution during initial 5. Remove rotor top cover and rotor bearing tube.
inspection of the centrifugal 6. Remove paper insert and any sludge from centrifuge
filter prior to the unit being body.
installed. The rotor vanes are
sharp. Wear protective gloves. 7. Remove separation cone from rotor.

Hot oil can cause severe burns. NOTICE

Allow oil to cool prior to working
on oil system components. Remove rubber O-rings prior to placing parts in a
Wear protective equipment and solvent tank.
use caution while working on oil
system components.
! WARNING

Solvents may be flammable and

give off dangerous fumes. Read
and follow the manufacturer’s
recommendations.
Regular cleaning of the centrifugal filter is very important,
as it collects quantities of dirt and lessens the load on
the main filter. If a large quantity of dirt is found on the
filter (corresponding to an 8 mm [0.32 in.] thick layer) at 8. Verify that rotor nozzle jets open.
the recommended cleaning frequencies, the filter must
be cleaned more frequently. 9. Inspect top and bottom bearings for wear.
10. Inspect all O-rings. Replace if damaged and after
every 4,000 hours of operation.
11. Install new paper insert, separation cone and rotor
tube onto rotor base.
12. Install cover and tighten to 40 N·m (30 ft-lb).
13. Install cover and tighten cover nut to 5 – 7 N·m
(44 - 62 in.-lb)
14. Install the band clamp and tighten to 5 – 7 N·m
(44 – 62 in.-lb).
15. On engine start-up, inspect for oil leaks.

FORM 6354-2
4.25-6 © 8/2012
 LUBRICATION SYSTEM MAINTENANCE

PRELUBE / POSTLUBE SYSTEM

The prelube function is necessary to purge the
lubrication system of air and to ensure that all moving
parts, especially the turbochargers, are properly
lubricated before the engine is started. The postlube
function ensures that sufficient heat is removed from the
engine after shutdown. This is important in preventing
damage to the turbochargers.

PRELUBE / POSTLUBE SPECIFICATIONS

NOTE: Automatic prelube and postlube are mandatory.
Make sure all pump mounts and plumbing are securely
mounted.
1. Check that the prelube/postlube system complies
with the following specifications:
• Pressure: 172 kPa (25 psi) (cold oil)
• Flow: 115 L/min (30 gpm)
2. Run prelube system for 90 seconds before each
engine start to ensure that all moving parts,
especially turbochargers, are properly lubricated
(special attention must be given to new
turbochargers or those that have been stored).
3. Postlube engine for a full 60 seconds
(recommended) after every shutdown. Sufficient
heat must be removed from turbochargers so that
carbon coking damage does not occur. Postlube
function should be automatically initiated upon main
gas shutdown.

FORM 6354-2
4.25-7 © 8/2012
LUBRICATION SYSTEM MAINTENANCE

This Page Intentionally Left Blank

FORM 6354-2
4.25-8 © 8/2012
 SECTION 4.30
EXHAUST SYSTEM MAINTENANCE

Before performing any service, maintenance or repair

procedures, review SAFETY on page 1.05-1.
1
2
BACKPRESSURE MEASUREMENT
Measure the exhaust system backpressure at least once
each year.
1. The backpressure is measured after the
turbochargers and before the silencer or catalytic
converter, if provided. It should be away from any
bend or elbow in the customer-supplied exhaust
piping.
2. Remove the pipe plug from the exhaust elbow. Install
a tubing connector in the hole. Pipe plugs also exist
for taking air-fuel and oxygen samples (see Figure
4.30-1).

Figure 4.30-2: 12V 275GL + Exhaust Backpressure

Testing Location
1
1 - Exhaust 2 - Compressor Inlet
2 Backpressure Elbow
Connection
3. Connect one end of a water manometer to the
connector. Vent the free end to the atmosphere. The
manometer line fitting must not protrude beyond the
inner surface of the exhaust pipe, or an inaccurate
reading may result.
4. Measure the exhaust backpressure at rated speed
and load. Take corrective action if the backpressure
exceeds the limit.
• The maximum permissible backpressure is
508 mm-H2O (20 inch-H2O).
5. Remove the manometer line and install the pipe plug
Figure 4.30-1: 16V 275GL + Exhaust Backpressure after the test is completed.
Testing Location

1 - Exhaust 2 - Compressor Inlet

Backpressure Elbow
Connection

FORM 6354-2
4.30-1 © 8/2012
EXHAUST SYSTEM MAINTENANCE
Excessive exhaust backpressure may be due to one or EXHAUST SYSTEM HARD PANEL
more of the following conditions: INSULATION
• Undersized piping
The exhaust manifold and turbocharger tubing are
• Elbows, bends or sudden enlargements in the piping covered with an exhaust hard-panel insulation. This
• Plugged catalytic converter special high-temperature insulation is formed to fit
securely onto the manifold sections and turbocharger
• Pipe obstructions
tubing.
Excessive pressure will affect:
NOTE: Extensive discoloration of the panels may
• Fuel economy indicate an exhaust leak under the panels. Repair or
• Power replace as necessary.
• Emissions
• Starting

EXHAUST SYSTEM INSPECTION

Check engine exhaust temperatures for each cylinder
daily. Monitor the exhaust temperatures when the
engine is running at rated speed and load.
Record the exhaust manifold temperatures for
reference.
NOTE: Since AFR, ambient air temperature and many
other factors may affect exhaust gas temperatures, call
Waukesha, Field Service Department, if additional
information is required.
Inspect the exhaust manifolds and exhaust piping for
leaks.
Figure 4.30-3: Exhaust System Insulation (16V 275GL +
Shown)

! WARNING

Always stop the unit before

cleaning, servicing or repairing
the unit or any driven
equipment.

Allow the engine to cool to room

temperature before cleaning,
servicing or repairing the unit.

FORM 6354-2
4.30-2 © 8/2012
 SECTION 4.35
CRANKCASE BREATHER SYSTEM MAINTENANCE

Before performing any service, maintenance or repair CRANKCASE PRESSURE CHECK

procedures, review SAFETY on page 1.05-1.
NOTE: A negative pressure of 25.4 – 76.2 mm-H2O (1
VENTILATION SYSTEM MAINTENANCE – 3 inch-H2O) must be maintained. Measure the
crankcase pressure at least once every 3 months.
The crankcase ventilation system must be maintained to
1. Remove pipe plug from crankcase door and install a
ensure that a negative crankcase pressure will rid the
tube connector in the hole (1/4 in. NPT) (see Figure
crankcase of harmful vapors and gases. The ventilation
4.35-2).
system components must provide free air flow through
all customer-supplied external piping, check valve,
butterfly valve and ventilation blower (see Figure
4.35-1). Clean and remove any restriction to air flow and
verify correct operation of valves and ventilation blower. 1

Figure 4.35-2: Crankcase Door

3
4 1 - Pipe Plug 2 - Crankcase
Pressure Relief
5 Valve
6
2. Connect one end of a water manometer to the
7 connector and vent the free end to the atmosphere
(see Figure 4.35-3). The manometer line fitting must
not protrude beyond the inner surface of the breather
Figure 4.35-1: Crankcase Ventilation System pipe or an inaccurate reading may result.

1 - Crankcase 5 - Discharge Outlet

2 - Crankcase 6 - Ventilation Blower
Connection 7 - Blower Mounting
3 - Check Valve Bracket
4 - Butterfly Valve

FORM 6354-2
4.35-1 © 8/2012
CRANKCASE BREATHER SYSTEM MAINTENANCE

! WARNING

Never operate the engine

1 without all necessary relief

!
1
valves on the engine operating
properly. The ability of the
4 system to function is dependent
2
upon the proper number of
valves.
Only exercise the valve after the
engine has been shut down and
allowed to cool.
3

Crankcase pressure relief valves are supplied as a

safety precaution (see Figure 4.35-2). The valves open
fully when the pressure in the crankcase exceeds
6.9 kPa (1 psi) and close tightly and quickly to prevent
Figure 4.35-3: Water Manometer
the inflow of air after the internal pressure has been
1 - Shutoff Valve 3 - Manometer relieved. In this way, the possibility of a secondary
2 - To Crankcase 4 - Vent combustion is prevented, since no oxygen is allowed to
enter the crankcase to support new combustion. The
3. Measure crankcase pressure and perform all valves do not prevent crankcase combustion, but only
pressure adjustments while engine is operating at reduce the peak pressures during combustion, thereby
rated load and speed. minimizing damage.
4. Remove manometer line and tube connector. Install
Since there are always flames present in any
pipe plug.
spontaneous crankcase event, the valve incorporates
an internal flame trap to retard the emission of flame
PRESSURE RELIEF VALVE while the valve is venting. The flame trap is of an oil-
MAINTENANCE wetted wire gauze design. The cooling capacity of the
gauze is doubled when it is oil-wetted, a condition
The crankcase pressure relief valves are an important
effected by the oil mist that normally exists in the
part of the engine protection system and must be
crankcase or by oil spray from the connecting rod
properly maintained. Exercise and inspect the
bearings. The valve incorporates the flame trap as a
crankcase pressure relief valves annually to ensure that
single unit, and the O-ring construction eliminates oil
they are in proper working condition.
leakage.
Spontaneous crankcase combustion may occur when
a localized hot spot brings the oil mist above the flash RELIEF VALVE AND DOOR REMOVAL
point temperature (approximately 191° – 249°C
[375° – 480°F]). If the crankcase is not fitted with the ! WARNING
proper type and number of relief valves, or if these relief
valves are not properly maintained, the inspection doors Allow the engine to cool to room
may be blown off and a secondary event of greater temperature before cleaning,
intensity might take place, resulting in personal injury or servicing or repairing the unit.
damage to property.

NOTE: If the seal ring is still supple, it can be used

again. If the seal ring is hard or damaged, discard and
replace with a new one at assembly.

FORM 6354-2
4.35-2 © 8/2012
 CRANKCASE BREATHER SYSTEM MAINTENANCE
1. Four cap nuts secure the explosion relief door to the The explosion relief valves are designed to relieve
crankcase (see Figure 4.35-4). Remove the cap pressure in the event of a crankcase explosion. The
nuts, door and the seal ring from the engine. seals in the relief valves are intended to last for 16,000
hours before replacement is necessary, depending on
operating temperatures, engine vibration, etc. If the
2 seals have gone over the seal life expectancy of 16,000
1
hours, they should be replaced to prevent oil leakage.
See the parts catalog for the correct repair kit. This kit
includes the valve plate, the two spindle O-rings and the
door gasket. If leakage is noted from the explosion valve,
the kit should be installed.
1. Remove nut and tension washer from valve cover
(see Figure 4.35-5). Remove cover from valve.
4
2. After cover is removed, remove six nuts and lock
washers that secure valve to door. Lift valve off
3 explosion relief door.
NOTE: Care should be taken to keep all parts of the
valve together during disassembly.
Figure 4.35-4: Door Removal
! WARNING
1 - Tension Washer 3 - Seal Ring
2 - Snap Ring 4 - Cap Nut Hold down the spring when
removing the spindle nut. Wear
RELIEF VALVE DISASSEMBLY eye protection.

3. Remove spindle nut carefully to prevent spring from

1 flying off spindle when spindle nut is removed (see
Figure 4.35-6).
4. Remove spring, upper and lower spring caps and
retainers. Remove two spindle O-rings, valve plate
4
and gasket.
5. Remove wire mesh screen. Clean if needed. Inspect
for tears or holes. Replace if damaged.
2 6. Inspect gasket between screen housing and
3 inspection door. Replace the gasket if it is damaged.
3
The gasket is included in the crankcase door repair
kit (refer to the parts catalog).
Figure 4.35-5: Relief Valve
7. Install screen onto housing.
1 - Cover 3 - Nut 8. Inspect valve plate and O-rings for damage or wear.
2 - Lock Washer 4 - Washer Replace if damaged and at least every 2 years.
Harsh environments may dictate more frequent
replacement.
9. Inspect valve spindle corrosion. Repair or replace if
necessary.
10. Inspect carrier for straightness. Repair or replace if
necessary.
11. Install new valve plate over spindle so molded rubber
seal seats on carrier. The valve plate is included in
the crankcase door repair kit (refer to the parts
catalog).

FORM 6354-2
4.35-3 © 8/2012
CRANKCASE BREATHER SYSTEM MAINTENANCE
12. Lightly grease spindle and threads. Install large O-
ring, then small O-ring. Large and small O-rings are
included in the crankcase door repair kit (refer to the
parts catalog).
13. Place lower spring retainer over O-rings with cupped
side facing inspection door. Install spring cap on
retainer with cupped side facing away from retainer.
14. Install spring so that it sits evenly in the spring cap.
15. Install upper spring cap with cupped side facing
spring. Install upper spring retainer on top and inside
2 spring cap, with cupped side recessed in spring cap.
16. While compressing spring by hand, thread spindle
nut on spindle. Tighten spindle nut all the way down.
17. Position valve on explosion relief door and install
1
4 four snap rings, tension washers and cap nuts to
3 secure valve to door.
18. Install cover on spindle with opening facing the
inside of engine. Install washer and locknut. Tighten
locknut until cover is tight against door. When
sufficiently tensioned, the cover should not move or
rotate.
19. Inspect seal ring of crankcase inspection door for
breaks and misalignments. Replace if damaged.
7 6 6
5 20. Install door on crankcase and secure with cap nuts.
Cap nuts are held captive by snap rings inside door.
8
21. Verify capscrews and nuts are installed and properly
tightened, including those on crankcase inspection
door.
10
! WARNING
9
The number of pressure relief
valves used on the engine
depends on the volume of the
crankcase. Never operate the
engine without all necessary
valves on the engine working
properly. The ability of the
system to function is dependent
upon the proper number of relief
valves. Do not operate without
Figure 4.35-6: Crankcase Pressure Relief Valve the proper type and number of
relief valves. Operating the
1 - Lower Spring 6 - Spring Cap engine without the proper type
Retainer 7 - O-Rings and number of relief valves may
2 - Gasket 8 - Valve Plate result in fire and explosion.
3 - Spring 9 - Inspection Door
4 - Spindle Nut 10 - Flame Trap Wire
5 - Upper Spring Screen Assembly
Retainer

FORM 6354-2
4.35-4 © 8/2012
 SECTION 4.40
STARTER SYSTEM MAINTENANCE

Before performing any service, maintenance or repair For repair and service information on the turbine starter,
procedures, review SAFETY on page 1.05-1. contact:
TDI Tech Development
STARTING SYSTEM MAINTENANCE 6800 Poe Avenue
PO Box 13557
! WARNING Dayton, OH 45413-0557.
NOTE: For maximum life of the starter pinion and for the
Always disconnect electrical
protection of the engine ring gear, limit the operating
power during inspection of
pressure to maximum that is necessary to start the
electrical components.
engine at its most difficult starting conditions.
NOTE: Do not engage the starter when the engine is
running.
Gas used to energize starters
must be discharged to a safe
STARTER INSPECTION
location away from the engine. It
is also important to periodically 1. Inspect the starter motor for loose connections (see
check the starter motor for gas Figure 4.40-1). Repair or replace as necessary.
leakage, especially at those
places where gaskets and seals
are used. Ignition connections
2
and electrical equipment on 1
engines exposed to a potentially
explosive atmosphere should
be equipped to eliminate spark
hazard. It is the responsibility of
the engine owner to specify or 3
provide such connections and
equipment.

A regulated air/gas supply pressure of 1034 kPa 4

(150 psi) is required for the air/gas driven starter motor.
The air/gas inlet pipe diameter should be 50.8 mm (2 in.)
Figure 4.40-1: Air/Gas Starter
and the outlet pipe diameter should be 76 mm (3 in.).
1 - Air/Gas Outlet 3 - Air/Gas Inlet
2 - Air Starter 4 - Air Starter Relay
Valve
2. Blow down the air storage reservoirs at least once a
day.

FORM 6354-2
4.40-1 © 8/2012
STARTER SYSTEM MAINTENANCE
NOTE: Blowdown is necessary to prevent the buildup
of water in the tanks and to eliminate or at least reduce
the formation of rust and scale in the air starting system.

STARTER MAINTENANCE
The starter comes fully lubricated from the factory and
does not require any additional lubrication.
The starter is a gear reduction starter. This low gear ratio
allows the turbine motor to spin at low speeds for long
bearing life.

FORM 6354-2
4.40-2 © 8/2012
 SECTION 4.45
VALVE ADJUSTMENT

Before performing any service, maintenance or repair

procedures, review SAFETY on page 1.05-1.
1 2
INTAKE AND EXHAUST VALVE
ADJUSTMENT
The correct valve lash setting is 0.80 mm (0.031 in.) on 3
the intake and exhaust side valves.
Valves are adjusted in the following cylinder head order:

• 12V 275GL +: 1R - 1L - 5R - 5L - 3R - 3L
6R - 6L - 2R - 2L - 4R -4L
• 16V 275GL +: 1R - 1L - 4R - 4L - 7R - 7L - 6R - 6L
8R - 8L - 5R - 5L - 2R - 2L - 3R - 3L

NOTE: The engine must be set to TDC number one Figure 4.45-1: Engine Timing Tape – 12V 275GL +
right bank cylinder on its compression stroke.
1 - Flywheel 3 - Engine Timing
Adjustment for valve lash is accomplished by tightening 2 - Timing Tape Pointer
or loosening the adjusting screws on the main and
auxiliary rocker arms. • 16V 275GL +: Observe number one and number
eight right bank rocker arms and valves. When
1. Remove valve covers from all cylinder heads.
exhaust valves are just closing and intakes just
2. Bar engine over in direction of rotation, opening (rocking) on number eight right, then
counterclockwise (when facing flywheel). number one right bank cylinder will be on its
• 12V 275GL +: Observe number one and six right compression stroke. Set timing indicator to point
bank rocker arms and valves. When exhaust at TDC 1+8R on timing tape (see Figure 4.45-2).
valves are just closing and intakes just opening
(rocking) on number six right, then number one
right bank cylinder will be on its compression
stroke. Set timing indicator to point at TDC 1+6R
on timing tape (see Figure 4.45-1).

FORM 6354-2
4.45-1 © 8/2012
VALVE ADJUSTMENT

1
1 2 2

4
Figure 4.45-2: Engine Timing Tape – 16V 275GL + 3
1 - Flywheel 3 - Engine Timing
2 - Timing Tape Pointer
Figure 4.45-4: Engine Rocker Arm and Push Rod
3. Loosen adjusting screw locknuts on cylinder number
one right bank cylinder (see Figure 4.45-3). 1 - Rocker Arm 3 - Push Rod
2 - Direction of 4 - Trapped Oil
Pressure
1 2
5. Depress ball tappet end of main rocker arm into push
tube while inserting feeler gauge. If feeler gauge will
not fit, slightly loosen adjusting screw to allow feeler
gauge to fit.
6. With feeler gauge in place, slowly turn down main
rocker arm adjusting screw until all clearance has
been removed, then tighten locknut.
5
7. Remove and re-insert feeler gauge. If feeler gauge
goes in with a snug fit, lash is set properly on main
rocker arm – intake side. If feeler gauge does not fit
or is a loose fit, loosen locknut and either tighten or
4 3 loosen adjusting screw. Adjust screw accordingly,
then retighten the locknut and insert feeler gauge
again. Continue this adjustment until feeler gauge
Figure 4.45-3: Engine Rocker Arm Assembly
fits snugly between valve stem and ball pivot.
1 - Adjusting Screw 4 - Auxiliary Rocker 8. After the main rocker arm – intake side valve lash is
2 - Locknut Arm set, proceed to the auxiliary rocker arm – intake side.
3 - Main Rocker Arm 5 - Valve Clearance: 9. Insert a 0.80 mm (0.031 in.) feeler gauge between
0.08 mm valve stem and ball pivot on auxiliary rocker arm –
(0.031 in.) intake side to set valve clearance (see Figure
4. Depress both main rocker arms into push tubes to 4.45-3). Auxiliary rocker arm should be held up to
remove excess oil from tube socket (see Figure allow feeler gauge to fit. If feeler gauge still does not
4.45-4). fit, slightly loosen adjusting screw.
NOTE: Excess oil left in the push tube socket can 10. With feeler gauge in place, slowly turn auxiliary
adversely effect valve lash settings. rocker arm adjusting screw until all clearance has
been removed, then tighten locknut.

FORM 6354-2
4.45-2 © 8/2012
 VALVE ADJUSTMENT
11. Remove feeler gauge and then re-insert feeler
gauge. If feeler gauge goes in with a snug fit, lash is
set properly on auxiliary rocker arm – intake side. If
feeler gauge does not fit or is a loose fit, loosen
locknut, and either tighten or loosen adjusting screw.
Adjust screw accordingly, then retighten locknut and
insert feeler gauge again. Continue this adjustment
until feeler gauge fits snugly between valve stem and
ball pivot.
12. Proceed to main rocker arm – exhaust side and
follow same procedure used on main rocker arm –
intake side.
13. Proceed to auxiliary rocker arm – exhaust side and
follow same procedure used on auxiliary rocker arm
– intake side.
14. This completes the valve clearance on number one
right bank.
15. Bar engine over in direction of rotation
(counterclockwise when facing flywheel), and set
timing indicator to TDC mark for next cylinder in
sequence.
16. Repeat procedure for each remaining cylinder head
following firing order for engine type.
17. Install valve covers onto cylinder heads.

FORM 6354-2
4.45-3 © 8/2012
VALVE ADJUSTMENT

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FORM 6354-2
4.45-4 © 8/2012
 SECTION 4.50
MAINTENANCE SCHEDULE

Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1.

ROUTINE INSPECTION
Regularly inspect the engine in operation. Duplicate the form shown in Table 4.50-1 and use it to record the results
of regular inspections. By maintaining trend information on the general condition of the engine, the necessary
corrective action can be taken when a problem first becomes apparent. An early diagnosis will save money and reduce
downtime by preventing the development of more serious problems.
Table 4.50-2 lists the recommended intervals for routine maintenance.
Table 4.50-1: Routine Inspection Form

INSPECTOR’S HOURMETER
INSPECTION DATE TIME MODEL SERIAL NO.
ID/INITIALS READING

OPERATING INFORMATION INSPECTION RESULTS/CORRECTIVE ACTION

Speed (rpm)
Hours on Spark Plugs
Ignition Timing
Oil Header Pressure
Oil Header Temperature
Oil Cooler Water Temperature
Jacket Water Outlet Temperature
Intercooler Water Temperature
Intake Manifold Pressure
Prechamber/Intake Manifold Differential
Pressure
Gas/Air Pressure
Exhaust Backpressure
Exhaust Emissions
Coolant Leaks (Location)
Oil Leaks (Location)
Unusual Noises/Vibration

FORM 6354-2
4.50-1 © 8/2012
MAINTENANCE SCHEDULE

ROUTINE MAINTENANCE
Table 4.50-2: 12V/16V 275GL + Routine Maintenance Chart

8,760 HRS. OR ANNUALLY

4,000 HRS. OR 6 MONTHS
AS REQUIRED

1,000 HRS.
ITEM SERVICE

Air Cleaner Filter Element Check/Clean or Replace •

Air Starter Lubricator Check/Fill •
Cooling Systems Fluid Level (Jacket and Auxiliary) Check/Fill •
Crankcase Oil Level Check/Fill •
Spark Plugs Replace •
Prechamber Regulator Adjust •
Control Rod Ends and Linkage Clean/Lubricate •
Engine Oil (Continuous Duty) Analyze •
NOx Sensor Check/Replace •
Spark Plugs Replace •
Valve Clearance Adjust •
Crankcase Pressure Check/Adjust •
Oil Cooler Drain •
Oil Filter Elements Replace •
Admission Valve Assembly Clean or Replace •
Cooling Water Analysis Check •
Crankcase Breather Clean •
Engine Oil (Continuous Duty) Change •
Cylinder Compression/Borescope Check •
Engine Mounting and Alignment Check •
Main and Rod Bearings Inspect •
Intercooler Clean and Inspect •
Cooling System (Jacket and Auxiliary) Clean and Flush •
Cooling System Thermostats Remove and Test •
Exhaust Backpressure Test •
Crankcase Pressure Relief Valves Inspect •
Turbocharger Clean/Inspect •
Wastegate Vent Line Inspect/Clean •
Main Chamber Regulator Filter Replace •

FORM 6354-2
4.50-2 © 8/2012
 MAINTENANCE SCHEDULE

8,760 HRS. OR ANNUALLY

4,000 HRS. OR 6 MONTHS
AS REQUIRED

1,000 HRS.
ITEM SERVICE

Ignition Coils Inspect •

Ignition Primary Terminals, Connections, Harness Plug
Inspect •
and Wires
Vibration Damper Fluid (See Note) Sample •
NOTE: For the 16V 275GL +, Waukesha recommends an initial sample at 2,000 hours after start-up. Then sample annually
after initial sample at 2,000 hours or sooner by damper manufacturer’s analysis and recommendations.

FORM 6354-2
4.50-3 © 8/2012
MAINTENANCE SCHEDULE

This Page Intentionally Left Blank

FORM 6354-2
4.50-4 © 8/2012
 ESM PACKAGING
SECTION 5.00
SYSTEM POWER AND WIRING

POWER SUPPLY REQUIREMENTS The ESM will run on 18 – 32 VDC, but if the voltage drops
below 21 VDC or rises above 30 VDC, the ESM system
! WARNING will trigger alarm “ALM454.” ALM454 is triggered when
the battery voltage is approaching specification limits.
This is a warning to the operator that some action must
Do not install, set up, maintain
be taken. When ALM454 is active, the engine continues
or operate any electrical
to operate as long as the supply voltage continues to
components unless you are a
power components on the engine.
technically qualified individual
who is familiar with the electrical Batteries are the preferred method of supplying the ESM
elements involved. system with clean, stable power. In addition, batteries
Disconnect all electrical power have the advantage of continued engine operation if
supplies before making any there is a disruption in the source of electric power.
connections or servicing any Power can also be supplied to the ESM system by
part of the electrical system. connecting a DC power supply directly to the Power
Distribution Junction Box. The disadvantage of this DC
power supply is that if the power is lost, the engine shuts
down immediately. In addition, power supplies do not
NOTICE provide the noise filtering capabilities of batteries. To
remedy this, a more expensive power supply may be
Disconnect all engine harnesses and electronically needed, or optional batteries can be used to provide
controlled devices before welding on or near an noise filtering.
engine. Failure to disconnect all engine harnesses and See CONNECTING GROUND AND POWER TO
electronically controlled devices will cause damage to POWER DISTRIBUTION JUNCTION BOX on page
electronic components and void warranty. 5.00-7 for information on wiring power inside the
Power Distribution Junction Box.
The ESM system requires 18 – 32 VDC. The peak-to-
peak voltage ripple must be less than 2 volts. The
maximum, or high end, voltage is 32 volts.
NOTE: The label on the ECU lists a voltage requirement
of 12 – 36 VDC. That range is the power requirement for
the ECU only. For proper operation, the ESM system
requires 18 – 32 VDC.

FORM 6354-2
5.00-1 © 8/2012
SYSTEM POWER AND WIRING

BATTERY REQUIREMENTS The batteries must be maintained properly, in good

operating condition and at full charge. System voltage
! WARNING must remain above 20 VDC even during cranking to
ensure proper operation.
Comply with the battery Failure to properly maintain the charge of the batteries
manufacturer’s causes sulfation of the battery plates, reducing and
recommendations for eventually destroying the ability of the battery to
procedures concerning proper generate power or dampen ripples. Failure to
battery use and maintenance. adequately dampen ripples may lead to malfunction of
Batteries contain sulfuric acid battery-powered devices. See BATTERY
and generate explosive MAINTENANCE on page 4.00-5.
mixtures of hydrogen and
oxygen gases. Keep any device
NOTICE
that may cause sparks or flames
Always turn the battery charger off first, before
away from the battery to prevent
disconnecting the batteries. Then disconnect the
explosion.
battery negative (-) cable before beginning any repair
Always wear protective glasses work. Failure to turn battery charger off before
or goggles and protective disconnecting the batteries may cause electronic
clothing when working with component damage and void warranty.
batteries. You must follow the
battery manufacturer’s
instructions on safety,
maintenance and installation
procedures.

FORM 6354-2
5.00-2 © 8/2012
 SYSTEM POWER AND WIRING
POWER SUPPLIED BY BATTERIES

CHARGING
EQUIPMENT

See Power Distribution Box + -

and size lines using Maximum
ESM Current Draw

POWER
DISTRIBUTION
JUNCTION
BOX
+ - + -

M12
GROUND STUD

ENGINE CRANKCASE

EARTH GROUND
2/0 AWG MIN.

POWER (+) NOT WIRED AT WAUKESHA

GROUND (-) WIRED AT WAUKESHA
GROUND (-) NOT WIRED AT WAUKESHA
ANY CHARGING EQUIPMENT
EARTH GROUND (-) NOT WIRED AT WAUKESHA MUST BE CONNECTED DIRECTLY
TO THE BATTERIES

Figure 5.00-1: Power Supplied by Batteries

FORM 6354-2
5.00-3 © 8/2012
SYSTEM POWER AND WIRING
POWER SUPPLIED BY 24VDC POWER SUPPLY

See Power Distribution Box

and size lines using Maximum
ESM Current Draw

M12

Figure 5.00-2: Power Supply by 24VDC Power Supply

FORM 6354-2
5.00-4 © 8/2012
 SYSTEM POWER AND WIRING

POWER DISTRIBUTION JUNCTION BOX RECOMMENDED WIRING

Depending on the distance from the batteries or power
! WARNING supply, choose appropriate cable diameters for ground
and power using Table 5.00-2 and Table 5.00-3.
Do not install, set up, maintain
or operate any electrical Table 5.00-2: mm2, AWG and Circular mils
components unless you are a mm2 AWG CIRCULAR MILS
technically qualified individual
who is familiar with the electrical 107.2 0000 211592
elements involved. 85 000 167800
67.5 00 133072
NOTE: The batteries should be wired directly to the 53.4 0 105531
Power Distribution Junction Box (use the largest 42.4 1 83690
diameter cable that is practical; 00 AWG is the largest
the Power Distribution Junction Box can accommodate). 33.6 2 66369
26.7 3 52633
The installer needs to supply 24 VDC power to the Power
Distribution Junction Box. Table 5.00-1 lists the current 21.2 4 41740
draw information for the ESM; always wire for maximum 13.3 6 26251
current draw.
8.35 8 16509
Table 5.00-1: ESM Current Draw 5.27 10 10383
AVERAGE MAXIMUM 3.31 12 6529.8
ENGINE MODEL CURRENT DRAW CURRENT DRAW
2.08 14 4106.6
(AMPS) (AMPS)
1.31 16 2582.7
12V 275GL + 6 nominal 29
16V 275GL + 6 nominal 29
These values do not include USER POWER 24V for U
(5 Amps max)

FORM 6354-2
5.00-5 © 8/2012
SYSTEM POWER AND WIRING
Table 5.00-3: Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power Distribution Junction
Box

ROUND TRIP
LENGTH OF MAXIMUM CURRENT (AMPS)
CONDUCTOR
M FT 5 10 15 20 25 30 40 50 60 70 80 90 100
3 10 18 18 16 14 12 12 10 10 10 8 8 8 6
4.6 15 18 16 14 12 12 10 10 8 8 6 6 6 6
6.1 20 18 14 12 10 10 10 8 6 6 6 6 4 4
7.6 25 16 12 12 10 10 8 6 6 6 4 4 4 4
9.1 30 16 12 10 10 8 8 6 6 4 4 4 2 2
12.2 40 14 10 10 8 6 6 6 4 4 2 2 2 2
15.2 50 12 10 8 6 6 6 4 4 2 2 2 1 1
18.3 60 12 10 8 6 6 4 4 2 2 1 1 0 0
21.3 70 12 8 6 6 4 4 2 2 1 1 0 0 2/0
24.4 80 10 8 6 6 4 4 2 2 1 0 0 2/0 2/0
27.4 90 10 8 6 4 4 2 2 1 0 0 2/0 2/0 3/0
30.5 100 10 6 6 4 4 2 2 1 0 2/0 2/0 3/0 3/0
33.5 110 10 6 6 4 2 2 1 0 0 2/0 3/0 3/0 4/0
36.6 120 10 6 4 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0
39.6 130 8 6 4 2 2 2 1 0 2/0 3/0 3/0 4/0 4/0
42.7 140 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
45.7 150 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
48.8 160 8 6 4 2 2 1 0 2/0 3/0 4/0 4/0 4/0 –

FORM 6354-2
5.00-6 © 8/2012
 SYSTEM POWER AND WIRING
CONNECTING GROUND AND POWER TO POWER 5. Feed the positive cable through the POWER cord
DISTRIBUTION JUNCTION BOX grip.
6. Install an appropriately sized ring terminal on the
! WARNING positive cable.
7. Attach the power ring terminal to the positive 3/8-in.
Disconnect all electrical power
stud located in the Power Distribution Junction Box
supplies and batteries before
(see Figure 5.00-3).
making any connections or
servicing any part of the
electrical system.
Do not install, set up, maintain 1
or operate any electrical
components unless you are a
technically qualified individual
who is familiar with the electrical
elements involved.
Equipment must be grounded 2
by qualified personnel in
accordance with IEC
(International Electric Code)
and local electrical codes.

NOTICE Figure 5.00-3

1 - Positive Battery 2 - Negative Battery

Disconnect all engine harnesses and electronically
Connection Connection
controlled devices before welding on or near an
engine. Failure to disconnect all engine harnesses and 8. Replace outer nut to the positive stud.
electronically controlled devices will cause damage to 9. Repeat the procedure for the negative cable.
electronic components and void warranty.
10. Apply corrosion protection material such as Krylon
1307 or K1308 Battery Protector (or equivalent) to
1. Locate the junction box at the left front bank of the ground connection.
engine, open the cover and identify the positive and 11. Attach prelube motor solenoid contacts to correctly
negative studs. labeled terminals (if customer-supplied).
2. Remove outer nut from studs. Do not loosen or 12. Attach fuel valve solenoid contact to correctly
remove the factory-installed ground cables located labeled terminals.
inside the Power Distribution Junction Box.
13. Install junction box cover.
3. Attach the positive cable to the positive stud using
hardware as required.
4. Choose an appropriately sized sealing gland for the
+24 VDC power cable.

FORM 6354-2
5.00-7 © 8/2012
SYSTEM POWER AND WIRING

EARTH GROUND CUSTOMER INTERFACE HARNESS

NOTE: The customer-supplied earth ground should be NOTICE

connected to the front, right side of the engine. There is
an M12 ground stud located just left of the IPM-D and The electrical interference from solenoids and other
below the camshaft cover door that is readily accessible electrical switches will not be cyclic and can be as high
for this requirement. as several hundred volts. This could cause faults
within the ESM that may or may not be indicated with
diagnostics. Waukesha requires a “freewheeling”
diode be added across the coils of relays and
solenoids to suppress high induced voltages that may
occur when equipment is turned off. Failure to comply
will void product warranty.

NOTE: The Customer Interface Harness must be

properly grounded to maintain CE compliance.
Customer electrical connections to the ECU are made
through the Customer Interface Harness. The harness
Figure 5.00-4: Earth Ground Location is shipped loose with the engine and has a standard
length of 8 m (25 ft). Optional harness lengths of 15 m
(50 ft) and 30 m (100 ft) are available. The unterminated
end of the harness connects to customer connections.
Table 5.00-4 provides information on each of the
unterminated wires in the Customer Interface Harness.
See Figure 1.15-5 and Figure 1.15-9 for the bulkhead
connector location.
Some connections of the Customer Interface Harness
are required for ESM operation (see Table 5.00-5). For
more information on optional connections, see Table
5.00-6.

FORM 6354-2
5.00-8 © 8/2012
 SYSTEM POWER AND WIRING
Table 5.00-4: Customer Interface Harness Loose Wire Identification

Customer Interface Harness Loose Wire Identification

CIRCUIT SIGNAL SIGNAL WIRE FROM WIRE SOCKET
WIRE LABEL DESCRIPTION
# NAME TYPE COLOR PIN SIZE SIZE
Used for compatible load
Aux. Input
1110 GOVAUXGND sharing input. Used for power Ground Black 29 20 20-24
Ground
generation applications only.
Used as the negative Customer
1111 LOGIC GND connection point for 4 – 20 Reference Ground* Black 4 16 16-20
mA signals. Ground
Used as shield for compatible Harness
1137 GOVAUXSHD Shield Silver 44 20 20-24
load sharing input. Shield
Customer shield ground for
RS-485
1145 RS 485SHD RS485 twisted shielded pair – Silver 13 20 20-24
Shield
wire.
1305 RS 485A- RS485 MODBUS RS485 A- Comms Green 2 20 20-24
1306 RS485B+ RS485 MODBUS RS485 B+ Comms Yellow 23 20 20-24
A 4 – 20 mA output from the 4 – 20 mA Dark
1600 PROG OP1 ECU that represents an Average RPM 9 20 20-24
engine operating parameter. O/P+* Green

A 4 – 20 mA output from the 4 – 20 mA Dark

1601 PROG OP2 ECU that represents an Oil Pressure 21 20 20-24
engine operating parameter. O/P+* Green

A 4 – 20 mA output from the 4 – 20 mA

Coolant Dark
1602 PROG OP3 ECU that represents an 3 20 20-24
engine operating parameter.
Temperature O/P+* Orange

Intake
A 4 – 20 mA output from the 4 – 20 mA
Manifold Dark
1603 PROG OP4 ECU that represents an 11 20 20-24
engine operating parameter.
Absolute O/P+* Green
Pressure
A digital output from the ECU
that indicates the ECU is in Digital
1604 ENG ALM Engine Alarm White 14 20 20-24
either alarm or shutdown HSD O/P
mode.
A digital input to the ECU from
the local control that must be
Emergency
high for the engine to run. If
1606 ESD Engine Digital I/P Yellow 15 20 20-24
ESD goes low, the engine
Shutdown
performs an emergency
shutdown.
A digital output from the ECU
that indicates the ECU is in Emergency Digital
1607 ENG ESD White 42 20 20-24
shutdown mode. Output is Shutdown HSD O/P
NOT latched.

FORM 6354-2
5.00-9 © 8/2012
SYSTEM POWER AND WIRING

Customer Interface Harness Loose Wire Identification

CIRCUIT SIGNAL SIGNAL WIRE FROM WIRE SOCKET
WIRE LABEL DESCRIPTION
# NAME TYPE COLOR PIN SIZE SIZE
Digital input to the ECU that
switches between either
remote speed setting input or
Remote
1608 GOVREMSEL high/low idle input. Must be Digital I/P Yellow 22 20 20-24
Speed Select
used to enable remote speed
input. Not typically used for
power generation.
Momentary digital input to the
1609 START ECU that is used to begin the Start Engine Digital I/P Yellow 24 20 20-24
engine start cycle.
A digital input to the ECU from
the local control that must be High = OK to
high for the engine to run. If Run
1611 RUN/STOP Digital I/P Yellow 25 20 20-24
RUN/STOP goes low, the Low = Normal
engine performs a normal Shutdown
shutdown.
4 – 20 mA
Remote I/P- open
Input to the ECU that is used
Speed Setting circuit for Light
1613 GOVREMSP– for remote speed setting 27 20 20-24
4 – 20 mA 0.875 – Blue
using 4 – 20 mA signal.
Signal – 4.0 V
operation
4 – 20 mA
Remote I/P+ open
Input to the ECU that is used
Speed Setting circuit for Light
1614 GOVREMSP+ for remote speed setting 39 20 20-24
4 – 20 mA 0.875 – Green
using 4 – 20 mA signal.
Signal + 4.0 V
operation
Used for compatible load
Aux. Input
1615 GOVAUXSIG sharing input. Used for power ±2.5 V I/P Red 28 20 20-24
Signal
generation applications only.
Digital input to the ECU that
changes the operating rpm of
the engine. Used for power
generation applications only.
Rated Speed/
When using GOVREMSEL,
1616 GOVHL IDL Idle Speed Digital I/P Yellow 37 20 20-24
the input status of GOVHL
Select
IDL must be checked. See
information on setting this
input to a “safe mode” in
Table 5.00-5.
A digital output from the ECU
that indicates the engine is
knocking and will shut down Engine Digital
1617 KNK ALM White 47 20 20-24
immediately unless some Knocking HSD O/P
action is taken to bring the
engine out of knock.

FORM 6354-2
5.00-10 © 8/2012
 SYSTEM POWER AND WIRING

Customer Interface Harness Loose Wire Identification

CIRCUIT SIGNAL SIGNAL WIRE FROM WIRE SOCKET
WIRE LABEL DESCRIPTION
# NAME TYPE COLOR PIN SIZE SIZE
0.875 –
4.0 V I/P+
Used for remote speed Fit
voltage input setting. Fit Remote “jumper”
1618 GOV 40 “jumper” between GOV 40 Speed Setting between Tan 40 20 20-24
and GOV 41 to use 4 – 20 mA Mode Select 40 and 41
remote speed input. for 4 – 20
mA
operation
0.875 –
4.0 V I/P-
Used for remote speed Fit
voltage input setting. Fit Remote “jumper”
1619 GOV 41 “jumper” between GOV 40 Speed Setting between Tan 41 20 20-24
and GOV 41 to use 4 – 20 mA Mode Select 40 and 41
remote speed input. for 4 – 20
mA
operation
Alternate governor
dynamics. Used for power Alternate
1620 GOVALTSYN generation applications only Governor Digital I/P Yellow 10 20 20-24
to obtain a smooth idle for fast Dynamics
paralleling to the grid.
A 4 – 20 mA output from the
ECU that represents the
Available 4 – 20 mA Dark
1621 AVL LOAD% available percentage of rated 33 20 20-24
Load + O/P+ Green
torque the engine is capable
of producing.
A 4 – 20 mA analog input to
the ECU that represents the
Fuel Quality 4–20 mA I/ Light
1622 WKI– real-time WKI rating of the 31 20 20-24
(WKI) Signal - P- Blue
fuel. Use not necessary for
most applications.
A 4 – 20 mA analog input to
the ECU that represents the Fuel Quality
4 – 20 mA Light
1623 WKI+ real-time WKI rating of the (WKI) Signal 30 20 20-24
I/P+ Green
fuel. Use not necessary for +
most applications.
A 4 – 20 mA output from the
ECU that represents the 4 – 20 mA
Engine Load Dark
1624 ACT LOAD% actual percentage of rated 32 20 20-24
torque the engine is currently
+ O/P+* Green
producing.
A digital input to the ECU that
User Defined
1627 USER DIP1 can be used to indicate a Digital I/P Yellow 16 20 20-24
Digital Input 1
customer alarm.
A digital input to the ECU that
User Defined
1628 USER DIP2 can be used to indicate a Digital I/P Yellow 17 20 20-24
Digital Input 2
customer alarm.

FORM 6354-2
5.00-11 © 8/2012
SYSTEM POWER AND WIRING

Customer Interface Harness Loose Wire Identification

CIRCUIT SIGNAL SIGNAL WIRE FROM WIRE SOCKET
WIRE LABEL DESCRIPTION
# NAME TYPE COLOR PIN SIZE SIZE
A digital input to the ECU that
User Defined
1629 USER DIP3 can be used to indicate a Digital I/P Yellow 18 20 20-24
Digital Input 3
customer alarm.
A digital input to the ECU that
User Defined
1630 USER DIP4 can be used to indicate a Digital I/P Yellow 19 20 20-24
Digital Input 4
customer alarm.
Digital input to the ECU that
“kicks” the governor to help
the engine accept large load
1631 LRG LOAD Load Coming Digital I/P Yellow 20 20 20-24
additions. Mainly useful for
stand-alone power
generation applications.
* Use LOGIC GND “Customer Reference Ground” as the negative connection point for these 4 – 20 mA signals. Self-regulating
solid state logic can become high impedance during an overcurrent event. The overcurrent logic is rated for 1.1 A.

REQUIRED CONNECTIONS In practice, this should occur only when a genuine fault
develops, in which case the solution is to cycle the ECU
Table 5.00-5 lists required connections of the
power after repairing the fault.
unterminated wires of the Customer Interface Harness
that are necessary for the ESM to enable the ignition and The input is also disabled when the ECU is not powered.
fuel. All digital inputs and outputs are referenced to Therefore, if the current source is powered before the
battery negative. Digital HSD outputs can drive a ECU, it will initially output a high voltage to try to make
maximum of 1 amp. All 4 – 20 milliamp inputs to the ECU the current flow. The 4 – 20 milliamp inputs are all
are across an internal 200 Ω resistance. enabled briefly when the ECU is powered. If the input
source continues to supply a high voltage (greater than
The input source common must be connected to
4.4 volts) for longer than 500 microseconds, the ECU
Customer Reference Ground for proper operation. This
input will be disabled again. The fault can be cleared by
also applies when a 0.875 – 4.0 volt input is used. All 4
removing power to both the ECU and the current source,
– 20 milliamp outputs from the ECU are internally
then powering the ECU before the current source.
powered with a maximum drive voltage of 8 volts.
NOTE: It is recommended that the ECU remain
NOTE: A high signal is a digital signal sent to the ECU
powered at all times if possible. If not, always restore
that is between 8.6 and 36 volts. A low signal is a digital
power to the ECU before powering the current source.
signal sent to the ECU that is less than 3.3 volts.
A Zener diode is required to prevent the ECU from
All the 4 – 20 milliamp inputs have the ability to disable
becoming disabled when a current source is powered
under fault conditions. If the input current exceeds
before the ECU. The Zener diode should be a 6.2 volt,
22 milliamps (or the output voltage exceeds 4.4 volts),
1.0 watt Zener diode from (+) to (–) across all 4 – 20 mA
the input is disabled to protect the ECU. When a current
input signals (see Figure 5.00-5). This diode may be
source becomes an open circuit, it typically outputs a
applied at the signal source, such as an output card of a
high voltage to try to keep the current flowing. This can
PLC, or at an intermediate junction box commonly used
lead to the situation where the ECU protection circuit
where the Customer Interface Harness terminates.
remains disabled because it is sensing a high voltage
(greater than 4.4 volts).

FORM 6354-2
5.00-12 © 8/2012
 SYSTEM POWER AND WIRING

Figure 5.00-5: Zener Diode (4 – 20 mA Analog Inputs)

Table 5.00-5: Required Connection Descriptions

DESCRIPTION WIRE LABEL PHYSICAL CONNECTION

Momentary (>1/2 second and <60 seconds) digital signal input to ECU to
Start Engine START begin the starting process, must momentarily be connected to +24 VDC
nominal (8.6 – 36 volts) for the ECU to start the engine.
A digital signal input to the ECU that must be connected to +24 VDC nominal
Normal Shutdown
RUN/STOP (8.6 – 36 volts) for the engine to run. If RUN/STOP goes open circuit, the
(Run / Stop)
engine performs a normal shutdown.
A digital signal input to the ECU that must be connected to +24 VDC nominal
(8.6 – 36 volts) for the engine to run. If ESD goes open circuit, the engine
performs an emergency shutdown.
Emergency Shutdown ESD NOTE: Do not use this input for routine stopping of the engine. After an
emergency shutdown and rpm is zero, ESD input should be raised to high
to reset the ESM. If ESD input remains low, ESM reset will be delayed and
engine may not start for up to 1 minute.
Digital signal input to ECU must be connected to +24 VDC nominal
(8.6 – 36 volts) for rated speed, idle speed and remote speed setting enable
(GOVREMSEL) must be open circuit. When using the Remote Speed/Load
Rated Speed/Idle Speed Setting, GOVHL IDL should be set to a safe mode. “Safe mode” means that
GOVHL IDL
(Fixed Speed Application) if the wire that enables remote rpm operation (GOVREMSEL) fails, the
speed setpoint will default to the GOVHL IDL idle value. Consider all
process/driven equipment requirements when programming idle
requirements.
Either 4 – 20 milliamp or 0.875 – 4.0 volt input to ECU. Inputs below
2 milliamps (0.45 volts) and above 22 milliamps (4.3 volts) are invalid. Input
type can be changed by fitting a jumper across pins 40 and 41 to enable the
Remote Speed/Load Setting GOVREMSP-
4 – 20 milliamp option. GOVREMSP- and GOVREMSP+ are used for the
(Variable Speed Application) GOVREMSP+
4 – 20 milliamp input. For voltage, input pin 40 is the + voltage input and pin
41 is the - voltage input. See Figure 5.00-5 for an example showing the user
4 – 20 mA analog inputs.
Digital signal input to ECU must be connected to +24 VDC nominal
Remote Speed Setting Enable (8.6 – 36 volts) to enable remote speed/load setting.
GOVREMSEL
(Variable Speed Application) NOTE: When programming Rated Speed/Idle Speed, GOVHL IDL must be
set to safe mode.

FORM 6354-2
5.00-13 © 8/2012
SYSTEM POWER AND WIRING
OPTIONAL CONNECTIONS
Table 5.00-6 lists optional connection descriptions of the unterminated wires of the Customer Interface Harness.
Table 5.00-6: Optional Connection Descriptions – Customer Interface Harness

DESCRIPTION WIRE LABEL PHYSICAL CONNECTION

A 4 – 20 milliamp output from the ECU that represents the current engine
Current Operating Torque ACT LOAD%
torque output on a 0 – 125% of rated engine torque scale.
A 4 – 20 milliamp output from the ECU that represents the desired
Desired Operating Torque AVL LOAD% operating torque of the engine. Always indicates 100% of rated engine
torque unless there is an engine fault such as uncontrollable knock.
Digital signal output from ECU goes from open circuit to +24 VDC nominal
(battery voltage – 1 volt) when ECU detects engine problem. Output
Engine Alarm ENG ALM
remains +24 VDC nominal while an alarm is active. As soon as alarm
condition is resolved, digital signal returns to open circuit.
Engine OK/Emergency Digital signal output from ECU goes from open circuit to +24 VDC nominal
ENG ESD
Shutdown (battery voltage – 1 volt) when ECU performs an emergency shutdown.
Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts)
Synchronizer Mode/Alternate
GOVALTSYN allows synchronizer mode/alternate governor dynamics. User can
Governor Dynamics
program a small speed offset to aid in synchronization.
GOVAUXSIG
A ±2.5 volt input to the ECU used for compatibility to Woodward™
Aux. Speed Input GOVAUXGND
generator control products (or other comparable control products).
GOVAUXSHD
Digital signal output from ECU goes from open circuit to +24 VDC nominal
(battery voltage – 1 volt) when ECU cannot control engine knock. Allows
Uncontrolled Knock KNK ALM
customer knock control strategy such as load reduction instead of the
ECU shutting down the engine.
Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) is
applied, signals the ECU that a large load will be applied to the engine.
Load Coming LRG LOAD
This input can be used to aid in engine load acceptance. User can
program delay time from receipt of digital signal to action by the ECU.
4 – 20 milliamp analog outputs from the ECU that can be used to read
PROG OP 1 through
Four Analog Outputs engine parameters such as oil pressure, coolant outlet temperature,
PROG OP 4
engine speed and intake manifold pressure.
RS 485A– The ECU is a MODBUS RTU slave operating from 1200 to 19,200 baud
MODBUS RS 485B+ on “two-wire” RS-485 hardware. Current operating values such as oil
RS485SHD pressure and fault information are available.
Four digital signal inputs to the ECU when +24 VDC nominal
(8.6 – 36 volts) is applied allows user to wire alarm and/or shutdown digital
USER DIP 1 through
Four Digital Inputs outputs of the local control into ESM. The purpose of these four digital
USER DIP 4
inputs to the ECU is to aid in troubleshooting problems with the driven
equipment.
A 4 – 20 milliamp input to the ECU that allows the customer to change
WKI+
WKI Value the input fuel quality (WKI) in real time
WKI-
(4 mA = 20 WKI; 20 mA = 135 WKI).

FORM 6354-2
5.00-14 © 8/2012
 SYSTEM POWER AND WIRING
LOCAL CONTROL OPTION HARNESS
Table 5.00-7: Local Control Option Harness Loose Wire Identification

CIRCUIT # WIRE LABEL SIGNAL NAME SIGNAL TYPE WIRE COLOR WIRE SIZE SOCKET SIZE
+24 VDC
1020 +24VFOR U User Power nominal (5 amps Red 18 16
maximum)
1120 GND FOR U User Ground Ground Black 18 16
Emergency Stop Depends on
1802 ESTOP SW Switch, hardware wired Tan 18 16
Normally Open to switch
Emergency Stop Depends on
1804 ESTOP SW Switch, hardware wired Tan 18 16
Normally Open to switch
Customer +24 VDC digital
1679 PREL CTRL Brown 18 16
Prelube Control I/P
Switch,
1426 GOV SD+ Governor Shutdown input Purple 18 16
Actuator, G
Shutdown +24 VDC
1010 GOVSD+24 Red 18 16
Switch Power nominal
Switch,
1436 WASTEGSD+ Wastegate Shutdown Input Purple 20 16
Actuator, G

A local control option harness is shipped loose with the +24VFOR U and GND FOR U
engine and has a standard length of 8 m (25 ft). Optional
harness lengths of 15 m (50 ft) and 30 m (100 ft) are NOTICE
available. The terminated end of the harness connects
to the Power Distribution Junction Box. Customer Never attempt to power the engine using the
optional connections are made with the unterminated +24VFOR U wire in the local control option harness.
wires in the harness. Table 5.00-7 provides information The +24VFOR U wire is for customer use to provide
on each of the wires in the unterminated end of the local 24 VDC power to other equipment.
control option harness.

Wastegate Connections Power (24 VDC, 5 amps maximum) is available for items
such as a local control panel and panel meters. The 24
The wastegate actuator is always drawing power. If VDC wires are labeled +24VFOR U and GND FOR U.
battery-powered ignition is being used, power is being DO NOT POWER THE ENGINE THROUGH THIS
drawn from the battery even with the engine shut down. CONNECTOR!
To remedy this, the battery can be removed when not in
use, or the battery can be placed in reduced power
mode, limiting the amount of power that will be drawn
from the battery. The GOVSD+24V and WASTEGSD+
wires of the local control option harness can be used as
a way to reduce power demand from the battery.
Connecting GOVSD+24V and WASTEGSD+ with a 10
kΩ resistor will put the actuator in a low current draw
standby mode. NEVER connect GOVSD+24V and
WASTEGSD+ with a 10 kΩ resistor while the engine
is operating.

FORM 6354-2
5.00-15 © 8/2012
SYSTEM POWER AND WIRING
ESTOP SW
The wires labeled ESTOP SW can be used to complete
a circuit to turn on a light or horn if either of the red
emergency stop buttons on the sides of the engine is
pushed in. Pushing either of the red emergency stop
buttons on the sides of the engine completes a circuit
between the ESTOP SW wires. The contact ratings for
ESTOP SW are:
24 – 28 VDC = 2.5 A
28 – 600 VDC = 69 VA

Prelube Control
The wire labeled PREL CTRL requires 24V customer
input. This feature is used to activate engine prelube.
Prelubing the engine ensures all moving parts are
properly lubricated before the engine is started.
Postlube function ensures that sufficient heat is removed
from the engine after shutdown.

FORM 6354-2
5.00-16 © 8/2012
 SECTION 5.05
ESM COMMUNICATIONS

MODBUS (RS-485) COMMUNICATIONS

ECU MODBUS MODBUS out

(Must be set to for Customer
baud rate 19,200 (Baud rate and
and slave ID to 1) user ID are user-
programable)

ESM
HMI
NCM
CAN

Figure 5.05-1: MODBUS Communications

NOTE: HMI must be present for MODBUS The system MODBUS baud rate and slave ID number
communications to be available. The EMS control are user-programmable through the HMI. See HMI
system will continue to function without the HMI present. PROGRAMMING on page 3.30-1 for more information.
MODBUS is an industrial communications network that The user can assign an identification number (1 of 247
uses the master-slave topology. The standard allows for unique addresses) to a particular HMI, allowing other
RS-485 (EIA/TIA-485 Standard) hardware and devices such as PLCs to share the network even if they
multidrop networking. use the same data fields.
RS-485 networks permits one MODBUS master, such The baud rate can be changed to 1200, 2400, 9600 or
as a PC or PLC, on a network with up to 32 devices. 19,200 baud. The lower baud rates are to accommodate
slower communications links such as radio or
The HMI is a MODBUS slave device and will provide
microwave modems.
data to a MODBUS master device at up to 19,200 baud
over the RS-485 communications link of the HMI. The In order for communication to work properly between the
data that will be made available will include most filtered HMI and the customer-supplied Master control, the
analog input values and some derived values. No communication parameters must match.
control is done through MODBUS.
The HMI is configured at the factory as:
The master controls all communication on the network, • 9600 baud
while the HMI operates as a slave and simply responds
to requests issued by the master. • 8 data bits
• Parity none
NOTE: The HMI will respond with exception responses
wherever applicable and possible. See MODBUS • Stop bit = 1
Exception Responses on page 5.05-5 for more See OPTIONS on page 3.30-7 for information on how to
information. adjust these values.

FORM 6354-2
5.05-1 © 8/2012
ESM COMMUNICATIONS
The communication network is susceptible to noise
NOTICE when no nodes are transmitting. Therefore, the network
The baud rate and slave ID for the ECU MODBUS is must be biased to ensure the receiver stays in a constant
configurable through the [F11] Advanced panel in state when no data signal is present. This can be done
ESP. However the ECU MODBUS baud rate must by connecting one pair of resistors on the RS-485
remain at the following settings for the system to balanced pair: a pull-up resistor to a 5V voltage on the
function properly: RS485A- circuit and a pull-down resistor to the common
circuit on the RS485B+ circuit. The resistor must be
• Baud rate: 19,200 between 450Ω and 650Ω. This must be implemented at
• Slave ID: 1 one location for the whole serial bus. Alternatively, a Fail-
If either are set to any other value, air fuel ratio control Safe Bias Assembly is available (P/N P122048).
will be inactive and a communications fault will be
displayed on the HMI. PROTOCOL
The MODBUS protocol can be used in two different
modes: RTU (Remote Terminal Unit) and ASCII
WIRING
(American Standard Code of Information Interchange).
The MODBUS wiring consists of a two-wire, half-duplex The ESM system works only in the RTU mode. In RTU
RS-485 interface. Since half-duplex mode does not mode, every element is represented by 8 bits (except
allow simultaneous transmission and reception, it is data that can consist of a variable number of successive
required that the master controls the direction of data bytes).
flow.
MODBUS FOR PLC
NOTE: It is possible to use a master with a full duplex
RS-485 interface; however, it is necessary to connect MODBUS is typically a secondary protocol for many
the two positive and negative signals together. So Tx- PLC manufacturers. Most PLC manufacturers use their
and Rx- become “A” and Tx+ and Rx+ become “B.” own proprietary protocol, and MODBUS is either not
supported or an option. However, third–party suppliers
Two MODBUS wires are available at the end of the have made MODBUS available for a wide range of
Customer Interface Harness (loose wires). The two PLCs.
wires are gray and labeled RS 485A- and RS 485B+.
See SYSTEM POWER AND WIRING on page 5.00-1 for PERSONAL COMPUTERS
customer interface harness connections.
RS-485 cards for PCs are available from many sources;
RS-485 networking needs termination resistors if long however, not all RS-485 cards are the same. Two-wire
wire runs are used. Termination resistors of 120Ω are RS-485 cannot transmit and receive at the same time.
placed across the RS-485 A- and B+ wires at the devices Microsoft Windows does not turn off the transmitter
at both ends of the network. For short distances of 10 m without special software or additional hardware on the
(32 ft) or less and with slower baud rates, termination RS-485 card. Before specifying PC software, make sure
resistors are not needed. it has the ability to turn off the RS-485 transmitter or use
NOTE: Typically, short distances of 10 m (32 ft) will not an RS-485 card with special hardware to turn off the
require termination resistors. However, if you transmitter when not in use. National Instruments™
experience communication errors, first verify that the makes one example of an RS-485 card with special
programmed baud rate on the HMI is the same as the hardware. To make the National Instruments RS-485
MODBUS master. If the baud rate is programmed card work with Lookout ™ software, the serial port should
correctly, termination resistors may be necessary to be set for hardwired with a receive gap of 30 bytes.
resolve communication errors.
FAULT CODE BEHAVIOR
The MODBUS fault codes behave exactly like the
flashing LED codes. As soon as a fault is validated, it is
latched and remains that way until either the engine is
shut down and then restarted, or the fault codes are
cleared using ESP.

FORM 6354-2
5.05-2 © 8/2012
 ESM COMMUNICATIONS
NOTE: MODBUS fault codes trigger when the LED • If the condition causing the alarm clears (in this
codes cycle through the flashing code sequence. So scenario, the temperature decreases) the MODBUS
when a new fault occurs, neither the MODBUS nor the values would change to:
LEDs are updated until the current LED code flashing
sequence is finished. Due to this behavior, you may Address Value Definition
notice up to a 30-second delay from when a fault occurs 00006 0 Indicates a validated alarm is active
and when the fault is registered through MODBUS. The
40007 1 Number of Alarm Faults
length of delay will depend on the number of faults and
the size of the digits in the fault code (for example, 40008 333 Most recent fault code
ALM211 will require less time to flash than ALM552). 40009 0 2nd most recent fault code
The following example illustrates how MODBUS values 40023 2 Engine Operating Hours (in seconds)
change during an alarm event: of most recent fault
40024 48928
• An engine running for exactly 50 hours, with no prior
40025 0 Engine Operating Hours (in seconds)
alarm faults, would have the following MODBUS
address values: 40026 0 of 2nd most recent fault

Address Value Definition NOTE: Only address 00006 has changed to indicate
that no alarm is currently active.
00006 0 Indicates a validated alarm is active
• If exactly 24 hours were to pass after ALM333, and the
40007 0 Number of Alarm Faults battery voltage dropped below 21 volts, causing
40008 0 Most recent fault code ALM454 to become active, the MODBUS address
values would change to:
40009 0 2nd most recent fault code
40023 0 Engine Operating Hours (in seconds) Address Value Definition
40024 0 of most recent fault 00006 1 Indicates a validated alarm is active
40025 0 Engine Operating Hours (in seconds) 40007 2 Number of Alarm Faults
40026 0 of 2nd most recent fault 40008 333 Most recent fault code

• If a coolant overtemperature alarm (ALM333) 40009 454 2nd most recent fault code
triggered, the MODBUS values would change to: 40023 2 Engine Operating Hours (in seconds)
40024 48928 of Most recent fault
Address Value Definition
00006 1 Indicates a validated alarm is active 40025 4 Engine Operating Hours (in seconds)
40026 4256 of 2nd most recent fault
40007 1 Number of Alarm Faults
40008 333 Most recent fault code
40009 0 2nd most recent fault code
40023 2 Engine Operating Hours (in seconds)
40024 48928 of most recent fault
40025 0 Engine Operating Hours (in seconds)
40026 0 of 2nd most recent fault

FORM 6354-2
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ESM COMMUNICATIONS

FUNCTION CODES READING MODBUS ADDRESSES

The MODBUS function codes supported are codes All 16-bit addresses specified in this document are in
01 to 04. Table 5.05-1 lists the address IDs that are Motorola format (most significant byte first). Similarly,
associated with each function code. when two 16-bit addresses are joined to form a 32-bit
double address, the most significant word comes first.
Function code details are located in Table 5.05-3
through Table 5.05-6. The largest decimal value that a 16-bit address can
contain is 65,535, and when a value larger than this is
Table 5.05-1: MODBUS Function Codes required, a 32-bit double address will be used.
FUNCTION
MODBUS NAME ADDRESS ID
Example: The following is an example of two 16-bit
CODE addresses that are joined to form a 32-bit value:
01 Read Coil Status 0XXXX Current engine hours use MODBUS address 40041 and
02 Read Input Status 1XXXX 40042. If the value of address 40041 = 3 and register
40042 = 5474, then the total engine hours in seconds is:
03 Read Holding Registers 4XXXX
04 Read Input Registers 3XXXX 3 x 65536 (Address 40041)
+5474 (Address 40042)
NOTE: When performing the device addressing = 202082 seconds
procedure, it is of great importance that there are not two (or 56.13389 hours)
devices with the same address. In such a case, the
whole serial bus can behave in an abnormal way, with it
being impossible for the master to communicate with all
present slaves on the bus.

0001010101100010

0001010101100010

Figure 5.05-2: Example of Combining Two 16-Bit Addresses

FORM 6354-2
5.05-4 © 8/2012
 ESM COMMUNICATIONS
MODBUS EXCEPTION RESPONSES Table 5.05-2: MODBUS Exception Responses

When a master device sends a signal to a slave device, CODE NAME MEANING
four possible situations can occur: The function code received in
ILLEGAL
• If the slave device receives the signal error-free and 01
FUNCTION
the signal is not an allowable
can handle the signal normally, a normal response action for the slave device.
is returned. ILLEGAL The data address received in
• If the slave device does not receive an error-free 02 DATA the signal is not an allowable
signal, no response is returned. The master device ADDRESS address for the slave device.
will eventually process a time-out condition for the The HMI will respond with exception responses
signal. wherever applicable and possible.
• If the slave device receives the signal but detects an
error, no response is returned. The master program
will eventually process a time-out condition for the
signal.
• If the slave device receives the signal error-free but
cannot handle it, the slave will return an exception
response informing the master of the nature of the
error. See Table 5.05-2 for exception responses.

FUNCTION CODE TABLES

Table 5.05-3: Function Code 01 (0XXXX Messages)

MODBUS
NAME DESCRIPTION ENGINEERING UNITS
ADDRESS
1 = ON
00001 Main Fuel Valve Status of the main gas shutoff valve
0 = OFF
1 = ON
00002 Pre-Chamber Fuel Valve Status of the prechamber fuel valve
0 = OFF
Whether the engine is running or not 1 = RUNNING
00003 Engine Running
running 0 = OFF
Whether the starter motor is engaged 1 = ENGAGED
00004 Starter Motor
or not 0 = OFF
Whether the pre/postlube pump is 1 = RUNNING
00005 Pre/Post Lube
running 0 = OFF
1 = ON
00006 Engine Alarm Whether a validated alarm is active
0 = OFF
1 = OK
00007 Engine Shutdown Whether the shutdown is active
0 = SHUTDOWN
Whether the engine is in uncontrollable 1 = ON
00008 Engine Knocking
knock 0 = OFF
Whether the engine is experiencing a 1 = NO SPARK
00009 No Spark
no-spark situation 0 = OK
Whether the ignition power level is high 1 = HIGH
00010 Ignition Power Level
or low 0 = LOW
1 = ON
00011 Ignition Enabled Whether the ignition is enabled or not
0 = OFF

FORM 6354-2
5.05-5 © 8/2012
ESM COMMUNICATIONS
Table 5.05-4: Function Code 02 (1XXXX Messages)

MODBUS
NAME DESCRIPTION ENGINEERING UNITS
ADDRESS
Whether the start engine signal is 1 = Start Engine Signal High
10001 Start Engine Signal
active 0 = Start Engine Signal Low
Whether the normal shutdown 1 = Normal Shutdown
10002 Normal Shutdown
signal is active 0 = OK to Run
Whether the emergency shutdown 1 = Emergency Shutdown
10003 Emergency Shutdown
signal is active 0 = OK to Run
Whether the remote rpm analog 1 = Remote RPM Select Active
10004 Remote RPM Select
input is active or inactive 0 = Remote RPM Select Inactive
Whether the run high-idle digital 1 = Run Engine At High Idle
10005 Run High Idle
input is active 0 = Run Engine At Low Idle
1 = Load Coming Digital Input
Whether the load coming digital Active
10006 Load Coming
input is active 0 = Load Coming Digital Input
Inactive
1 = Alternate Gov Dynamics Is
Alternate Dynamics/ Whether the alternate governor Active
10007
Synchronizer Mode dynamics is active 0 = Alternate Gov Dynamics Is
Inactive
Whether either the lockout button
1 = Lockout Active
10008 Lockout Button/Ignition Module has been depressed or the IPM-D
0 = Lockout Inactive
has failed, or is not powered
1 = User DIP 1 High
10009 User Digital Input 1
Whether user digital input 1 is high 0 = User DIP 1 Inactive
1 = User DIP 2 High
10010 User Digital Input 2
Whether user digital input 2 is high 0 = User DIP 2 Inactive
1 = User DIP 3 High
10011 User Digital Input 3
Whether user digital input 3 is high 0 = User DIP 3 Inactive
1 = User DIP 4 High
10012 User Digital Input 4
Whether user digital input 4 is high 0 = User DIP 4 Inactive
10013 Reserved for Future Use
AFR Manual/Automatic Status Whether the AFR control is in 1 = Automatic Mode
10014
(Left Bank) manual or automatic mode 0 = Manual Mode
10015 Reserved for Future Use
10016 Reserved for Future Use
10017 Reserved for Future Use

FORM 6354-2
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 ESM COMMUNICATIONS
Table 5.05-5: Function Code 03 (4XXXX Messages)

Function Code 03 (4XXXX Messages)

MODBUS
NAME ENGINEERING UNITS
ADDRESS
40001 Number of ESD fault codes 16-bit unsigned integer that goes from 0 to 5
16-bit unsigned integer that goes from 111 to 555, excluding
40002 First ESD fault code to occur any values that contain zeros (see ESM Shutdown Fault
Codes on page 6.00-9 for ESD Fault Codes)
16-bit unsigned integer that goes from 111 to 555, excluding
40003 Second ESD fault code to occur any values that contain zeros (see ESM Shutdown Fault
Codes on page 6.00-9 for ESD Fault Codes)
16-bit unsigned integer that goes from 111 to 555, excluding
40004 Third ESD fault code to occur any values that contain zeros (see ESM Shutdown Fault
Codes on page 6.00-9 for ESD Fault Codes)
16-bit unsigned integer that goes from 111 to 555, excluding
40005 Fourth ESD fault code to occur any values that contain zeros (see ESM Shutdown Fault
Codes on page 6.00-9 for ESD Fault Codes)
16-bit unsigned integer that goes from 111 to 555, excluding
40006 Fifth ESD fault code to occur any values that contain zeros (see ESM Shutdown Fault
Codes on page 6.00-9 for ESD Fault Codes)
40007 Number of ALM fault codes 16-bit unsigned integer that goes from 0 to 5
16-bit unsigned integer that goes from 111 to 555, excluding
40008 First ALM fault code to occur any values that contain zeros (see ESM Shutdown Fault
Codes on page 6.00-9 for ALM Fault Codes)
16-bit unsigned integer that goes from 111 to 555, excluding
40009 Second ALM fault code to occur any values that contain zeros (see ESM Alarm Codes on page
6.00-7 for ALM Fault Codes)
16-bit unsigned integer that goes from 111 to 555, excluding
40010 Third ALM fault code to occur any values that contain zeros (see ESM Alarm Codes on page
6.00-7 for ALM Fault Codes)
16-bit unsigned integer that goes from 111 to 555, excluding
40011 Fourth ALM fault code to occur any values that contain zeros (see ESM Alarm Codes on page
6.00-7 for ALM Fault Codes)
16-bit unsigned integer that goes from 111 to 555, excluding
40012 Fifth ALM fault code to occur any values that contain zeros (see ESM Alarm Codes on page
6.00-7 for ALM Fault Codes)
40013 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40014 most recent ESD fault code
40015 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40016 second most recent ESD fault code
40017 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40018 third most recent ESD fault code
40019 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40020 fourth most recent ESD fault code
40021 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40022 fifth most recent ESD fault code
40023 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40024 most recent ALM fault code
40025 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40026 second most recent ALM fault code

FORM 6354-2
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ESM COMMUNICATIONS

Function Code 03 (4XXXX Messages)

MODBUS
NAME ENGINEERING UNITS
ADDRESS
40027 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40028 third most recent ALM fault code
40029 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40030 fourth most recent ALM fault code
40031 Engine operating hours (in seconds) of
32-bit unsigned integer – full range
40032 fifth most recent ALM fault code
40033 Desired engine load 16-bit unsigned integer that goes from 0 to 2304 (0 to 112%)
40034 Actual engine load 16-bit unsigned integer that goes from 0 to 2560 (0 to 125%)
40035 Position of stepper motor 1 16-bit unsigned integer that goes from 0 to 20,000
40036 Reserved for Future Use
40037 Reserved for Future Use
40038 Reserved for Future Use
40039 Reserved for Future Use
40040 Reserved for Future Use
40041 Current engine operating hours (in
32-bit unsigned integer – full range
40042 seconds)
40043 Stepper High Limit 16-bit unsigned integer that goes from 0 to 20,000
40044 Stepper Low Limit 16-bit unsigned integer that goes from 0 to 20,000
40045 Reserved for Future Use
40046 Reserved for Future Use
40047 Reserved for Future Use
40048 Reserved for Future Use
40049 Reserved for Future Use
40050 Reserved for Future Use
Countdown in seconds until engine starts
40051
once starter pressed 16-bit unsigned integer that goes from 0 to 20,000
40052 Stepper Start Position 16-bit unsigned integer that goes from 0 to 20,000

FORM 6354-2
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 ESM COMMUNICATIONS
Table 5.05-6: Function Code 04 (3XXXX Messages)

Function Code 04 (3XXXX Messages)

MODBUS
NAME SCALING ENGINEERING UNITS
ADDRESS
16-bit unsigned integer that goes from 0 to
30001 Average RPM Average engine rpm * 4
8800 (0 to 2200 rpm)
16-bit unsigned integer that goes from 0 to
30002 Oil pressure Oil pressure * 2 in units of kPa gauge
2204 (0 to 1102 kPa)
Intake manifold Intake manifold pressure * 4 in units of kPa 16-bit unsigned integer that goes from 0 to
30003
absolute pressure absolute 2304 (0 to 576 kPa)
Boost absolute 16-bit unsigned integer that goes from 0 to
30004 Boost pressure * 4 in units of kPa absolute
pressure 2304 (0 to 576 kPa)
Throttle position in units of percent open * 16-bit unsigned integer that goes from 0 to
30005 Throttle position
20.48 2048 (0 to 100%)
Wastegate position * 20.48 in units of percent 16-bit unsigned integer that goes from 0 to
30006 Wastegate Position
open. 2048 (0 to 100%)
Bypass position * 20.48 in units of percent 16-bit unsigned integer that goes from 0 to
30007 Bypass position
open 2048 (0 to 100%)
Coolant outlet 16-bit unsigned integer that goes from 0 to
30008 (Coolant outlet temperature in °C + 40) * 8
temperature 1520 (-40° to 150°C)
(Spark timing + 15) * 16 of 1st cylinder in the 16-bit unsigned integer that goes from 0 to
30009 Spark timing 1
firing order 960 (-15° to 45° BTDC)
(Spark timing +15) * 16 of 2nd cylinder in the 16-bit unsigned integer that goes from 0 to
30010 Spark timing 2
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 3rd cylinder in the 16-bit unsigned integer that goes from 0 to
30011 Spark timing 3
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 4th cylinder in the 16-bit unsigned integer that goes from 0 to
30012 Spark timing 4
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 5th cylinder in the 16-bit unsigned integer that goes from 0 to
30013 Spark timing 5
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 6th cylinder in the 16-bit unsigned integer that goes from 0 to
30014 Spark timing 6
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 7th cylinder in the 16-bit unsigned integer that goes from 0 to
30015 Spark timing 7
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 8th cylinder in the 16-bit unsigned integer that goesfrom 0 to 960
30016 Spark timing 8
firing order (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 9th cylinder in the 16-bit unsigned integer that goes from 0 to
30017 Spark timing 9
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 10th cylinder in the 16-bit unsigned integer that goes from 0 to
30018 Spark timing 10
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 11th cylinder in the 16-bit unsigned integer that goesfrom 0 to 960
30019 Spark timing 11
firing order (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 12th cylinder in the 16-bit unsigned integer that goes from 0 to
30020 Spark timing 12
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 13th cylinder in the 16-bit unsigned integer that goes from 0 to
30021 Spark timing 13
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 14th cylinder in the 16-bit unsigned integer that goes from 0 to
30022 Spark timing 14
firing order 960 (-15° to 45° BTDC)

FORM 6354-2
5.05-9 © 8/2012
ESM COMMUNICATIONS

Function Code 04 (3XXXX Messages)

MODBUS
NAME SCALING ENGINEERING UNITS
ADDRESS
(Spark timing + 15) * 16 of 15th cylinder in the 16-bit unsigned integer that goes from 0 to
30023 Spark timing 15
firing order 960 (-15° to 45° BTDC)
(Spark timing + 15) * 16 of 16th cylinder in the 16-bit unsigned integer that goes from 0 to
30024 Spark timing 16
firing order 960 (-15° to 45° BTDC)
Desired spark 16-bit unsigned integer that goes from 0 to
30025 (Spark timing + 15) * 16
timing 960 (-15° to 45° BTDC)
16-bit unsigned integer that goes from 0 to
30026 Battery voltage Battery voltage * 16
640 (0° to 40 VDC)
16-bit unsigned integer that goes from 0 to
30027 IMAT (left bank) (IMAT in °C + 40) * 8
1520 (-40° to 150°C)
16-bit unsigned integer that goes from 0 to
30028 Oil temperature (Oil temperature in °C + 40) * 8
2048 (-40° to 216°C)
30029 Reserved for Future Use
30030 Reserved for Future Use
30031 Reserved for Future Use
30032 Reserved for Future Use
Setpoint rpm * 4
16-bit unsigned integer that goes from 0 to
30033 Setpoint RPM Example: If register 30033 = 4000, then
8800 (0 to 2200 rpm)
4000/4 = 1000 rpm
Intake manifold pressure * 4 in units of kPa 16-bit unsigned integer that goes from 0 to
30034 IMAP left bank/rear
absolute 2304 (0 to 576 kPa)
IMAP right bank/ Intake manifold pressure * 4 in units of kPa 16-bit unsigned integer that goes from 0 to
30035
front absolute 2304 (0 to 576 kPa)
Barometric 16-bit unsigned integer that goes from 800
30036 Barometric pressure * 16 in units of kPa
pressure to1680 (50 to 105 kPa)
Ambient 16-bit unsigned integer that goes from 0 to
30037 (Ambient temp. in Centigrade + 40) * 8
temperature 1120 (-40° to 100°C)
A 32-bit number representing the status of all
of the 1XXXX messages
NOTE: For more information on addresses
30038
Digital input values 30038–30039, see ADDITIONAL 32-bit unsigned integer – full range
30039
INFORMATION ON MODBUS
ADDRESSES 30038 – 30041 on page 5.05-
13.
A 32-bit number representing the status of all
of the 0XXXX messages
NOTE: For more information on addresses
30040 Digital output
30040–30041, see ADDITIONAL 32-bit unsigned integer – full range
30041 values
INFORMATION ON MODBUS
ADDRESSES 30038 – 30041 on page 5.05-
13.
16-bit unsigned integer that goes from 0 to
30042 NOx setpoint NOx setpoint * 2560
3072 (0 to 1.2 g/Nm3)
30043 Reserved for Future Use
30044 Reserved for Future Use
30045 Reserved for Future Use

FORM 6354-2
5.05-10 © 8/2012
 ESM COMMUNICATIONS

Function Code 04 (3XXXX Messages)

MODBUS
NAME SCALING ENGINEERING UNITS
ADDRESS
30046 Reserved for Future Use
Engine power 16-bit unsigned integer that goes from 0 to
30047 Power * 2 in kW
output 23704 (0 to 11852 kW)
16-bit unsigned integer that goes from 0 to
30048 WKI value (WKI -16) *16
2048 (16 to 144 WKI)
30049 Reserved for Future Use
16-bit unsigned integer that goes from 0 to
30050 Actual O2 % %O2 * 200
4200 (0 to 21% O2)
30051 Reserved for Future Use
30052 Reserved for Future Use
30053 Reserved for Future Use
30054 Reserved for Future Use
30055 Reserved for Future Use
Exhaust NOx Level 16–bit unsigned integer that goes from 0 to
30056 (NOx Level + 250) * 10
(PPM) 37500 (-250 to 3500 PPM)
Exhaust NOx Level 16-bit unsigned integer that goes from 0 to
30057 NOx Level * 2560
g/Nm3 3072 (0 to 1.2 g/Nm3)
The ECU 16-bit unsigned integer that goes from 0 to
30058 (Temperature in Centigrade + 40) * 8
temperature 1120 (-40° to 100°C)
30059 Reserved for Future Use
30060 Reserved for Future Use
16-bit unsigned integer that goes from 0 to
30062 Engine torque % * 20.48
2560 (0 to 125%)
16-bit unsigned integer that goes from 0 to
30063 Rated torque % * 20.48
2560 (0 to 125%)
Spark reference
16-bit unsigned integer that goes from 0 to
30064 number cyl. #1 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30065 number cyl. #2 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30066 number cyl. #3 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30067 number cyl. #4 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30068 number cyl. #5 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30069 number cyl. #6 in Value * 1
255
firing order

FORM 6354-2
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ESM COMMUNICATIONS

Function Code 04 (3XXXX Messages)

MODBUS
NAME SCALING ENGINEERING UNITS
ADDRESS
Spark reference
16-bit unsigned integer that goes from 0 to
30070 number cyl. #7 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30071 number cyl. #8 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30072 number cyl. #9 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30073 number cyl. #10 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30074 number cyl. #11 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30075 number cyl. #12 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30076 number cyl. #13 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30077 number cyl. #14 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30078 number cyl. #15 in Value * 1
255
firing order
Spark reference
16-bit unsigned integer that goes from 0 to
30079 number cyl. #16 in Value * 1
255
firing order
30080 Reserved for Future Use
30081 Reserved for Future Use
30082 Reserved for Future Use
30083 Reserved for Future Use
Oil temperature 16-bit unsigned integer that goes from 0 to
30084 (Oil temperature in °C + 40) * 8
alarm limit 2048 (-40° to 216°C)
Oil temperature 16-bit unsigned integer that goes from 0 to
30085 (Oil temperature in °C + 40) * 8
shutdown limit 2048 (-40° to 216°C)
16-bit unsigned integer that goes from 0 to
30086 IMAT alarm limit (IMAT in °C + 40) * 8
1520 (-40° to 150°C)
IMAT shutdown 16-bit unsigned integer that goes from 0 to
30087 (IMAT in °C + 40) * 8
limit 1520 (-40° to 150°C)
Coolant
16-bit unsigned integer that goes from 0 to
30088 temperature alarm (Coolant temperature in °C + 40) * 8
1520 (-40° to 150°C)
limit

FORM 6354-2
5.05-12 © 8/2012
 ESM COMMUNICATIONS

Function Code 04 (3XXXX Messages)

MODBUS
NAME SCALING ENGINEERING UNITS
ADDRESS
Coolant
16-bit unsigned integer that goes from 0 to
30089 temperature (Coolant temperature in °C + 40) * 8
1520 (-40° to 150°C)
shutdown limit
Gauge oil pressure 16-bit unsigned integer that goes from 0 to
30090 Oil pressure * 2 in units of kPa gauge
alarm limit 2204 (0 to 1102 kPa)
Gauge oil pressure 16-bit unsigned integer that goes from 0 to
30091 Oil pressure * 2 in units of kPa gauge
shutdown limit 2204 (0 to 1102 kPa)
HT coolant HT coolant pressure range * 2 units of kPa 16-bit unsigned integer that goes from 0 to
30092
Pressure gauge 2304 (0 to 1152 kPa)
Fuel coolant pressure range * 2 units of kPa 16-bit unsigned integer that goes from 0 to
30093 Fuel pressure
gauge 2304 (0 to 1152 kPa)
30094 Reserved for Future Use
Gauge HT coolant HT coolant pressure gauge * 2 units of kPa 16-bit unsigned integer that goes from 0 to
30095
Pressure gauge 2204 (0 to 1102 kPa)
Gauge coolant HT coolant pressure range * 2 units of kPa 16-bit unsigned integer that goes from 0 to
30096
pressure gauge 2304 (0 to 1152 kPa)
Gauge fuel Fuel coolant pressure range * 2 units of kPa 16-bit unsigned integer that goes from 0 to
30097
pressure gauge 2304 (0 to 1152 kPa)
30098 Reserved for Future Use
Oil filter differential Oil filter differential pressure range * 2 units of 16-bit unsigned integer that goes from 0 to
30099
pressure kPa gauge 2304 (0 to 1152 kPa)

ADDITIONAL INFORMATION ON MODBUS

ADDRESSES 30038 – 30041
To save programming time, the value of MODBUS
address 30039 can be converted to binary to determine
the state of MODBUS addresses 10001 through 10016,
and the value of MODBUS address 30041 can be
converted to binary to determine the state of MODBUS
addresses 00001 through 00011.
Figure 5.05-3
Example 1
• Each 0 or 1 corresponds to the current value of
In this example, address 30039 has a value of 4105, and MODBUS address 10001 through 10016, starting with
will be used to determine the status of MODBUS the least significant digit being 10001.
addresses 10001 through 10016.
• Convert 4105 to a binary number. In binary
4105 = 1000000001001. The left-most digit in the
binary number is known as the most significant digit.
The right-most digit is the least significant digit.

Figure 5.05-4

FORM 6354-2
5.05-13 © 8/2012
ESM COMMUNICATIONS
• Comparing the values with Table 5.05-4 shows the Each 0 or 1 represents a 0XXXX MODBUS address
following: starting with the least significant digit.

ADDRESS VALUE DEFINITION

1
10016 0 Reserved for future use

00 03
00 04

00 2
00 06

1
00 5
0 0 09

00 07
00 8
00 14
00 13
00 2

00 0
00 11
00 15
00 16

00
00
00
00
10015 0 Reserved for future use

01

01

0
0
0
0

0
0
0

0
0
0
00
10014 0 Manual Mode
0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1

10013 1 Alternator OK 2
10012 0 User DIP 4 Inactive
10011 0 User DIP 3 Inactive 1 - MODBUS 2 - Least Significant
Addresses Digit
10010 0 User DIP 2 Inactive
“ON” corresponds to a 1, and “OFF” corresponds to a
10009 0 User DIP 1 Inactive 0 (zero). So addresses 00001 and 00003 are “ON.”
10008 0 Lockout Inactive • Comparing the values with Table 5.05-3 shows the
10007 0 Alternate Gov Dynamics Inactive following:
10006 0 Load Coming Digital Input Inactive
Address Value Definition
10005 0 Run Engine at Low Idle
00011 0 Ignition Enabled
10004 1 Remote RPM Select Active
00010 0 Ignition Power Level = Low
10003 0 OK to Run
00009 0 No Spark = OK
10002 0 OK to Run
00008 0 Engine Uncontrollable Knock = Off
10001 1 Start Engine Signal Active
00007 0 Engine is Not Shut Down
Example 2 00006 0 Engine Alarm is Off
In this example, one 16-bit number is used to 00005 0 Pre/Post Lube Pump Not Running
represent the status of the first 16 0XXXX messages.
00004 0 Start Motor is Disengaged
First the value of register 30041 must be converted
from decimal to binary code. If the value of register 00003 1 Engine is Running
30041 = 5, then that value, 5, must be converted to a 00002 0 Prechamber Fuel Valve = Off
binary number. In binary code, 5 = 101.
00001 1 Main Fuel Valve = On

0000000000101
2

1 - Most Significant 2 - Least Significant

Digit Digit

FORM 6354-2
5.05-14 © 8/2012
 ESM COMMUNICATIONS

LOCAL CONTROL PANEL

Table 5.05-7: Calibration of Analog Outputs

ANALOG OUTPUT WIRE NAME 4 MA 20 MA

Average RPM PROG OP1 0 rpm 2,016 rpm
Oil pressure PROG OP2 0 psig (0 kPa) 150 psig (1035 kPa)
Coolant temperature PROG OP3 0°C (32°F) 160°C (320°F)
Intake manifold absolute
PROG OP4 0 kPa Abs. (0 in.Hg Abs.) 504 kPa Abs. (149 in.Hg Abs.)
pressure
Percentage of rated torque the
ACT LOAD% 0% 125%
engine is producing
Available percentage of rated
torque the engine is capable of AVL LOAD% 0% 125%
producing

With the ESM, the packager may choose any compatible When the oil level is low, the contacts complete a
control panel. +24 VDC signal into the USER DIP and ALM541 for
USER DIP 1 is activated. Also, the yellow status LED on
The ESM has a number of 4 – 20 mA analog outputs that
the ECU flashes the alarm code.
can be either read into a PLC or read with a local display
(see Table 5.05-7). The displays can be used for locally NOTE: The negative side of the 24 VDC supply must
mounted tachometer, oil pressure, coolant temperature be connected to the customer reference ground wire
or intake manifold pressure displays. Displays are labeled LOGIC GND.
available in 24 VDC, AC or loop powered, the latter
Example 2
requiring no external power source.
If a solid-state level sensor is used, a relay is used to
USER DIGITAL INPUTS generate the correct signal. This example is shown in
Figure 5.05-6.
The USER DIP inputs make it possible to wire external
signals into the ESM to provide system diagnostic When the oil level is normal, the fuel level sensor does
capability for customer-supplied equipment. not supply a ground to the relay, the relay contact
remains open, and the USER DIP is low.
There are four digital inputs: USER DIP 1, USER DIP 2,
USER DIP 3 and USER DIP 4 in the Customer Interface When the oil level becomes too low, the sensor
Harness. When a +24 VDC signal is applied to one of completes the circuit to ground, and the relay coil
these inputs, ALM541 is activated by the ESM. The energizes. This causes the contacts to close and
alarm is recorded in the ESP Fault Log and the yellow +24 VDC is applied to the USER DIP and ALM541 is
status LED on the front of the ECU flashes the alarm activated. Also, the yellow status LED on the ECU
code. flashes the alarm code.
NOTE: Only an alarm signal is activated – no other Example 3
control action is taken by the ESM when one of the USER
The oil level sensor can also be used to trigger an engine
DIPs goes high!
shutdown. Since the ESD digital input must remain at
The following examples explain how the USER DIP +24 VDC for the engine to run, and opening the circuit
inputs can be used in the field. will cause a shutdown, a relay can be used to properly
manipulate the signal. This example is shown in Figure
Example 1
5.05-7.
An oil level alarm can be wired into the ESM using one
As in the previous example, when the oil level becomes
of the USER DIP inputs. This level sensor is of the
low, the relay is energized, causing the USER DIP to go
normally open type, where the contacts are open when
high. At the same time, the ESD signal goes low,
the oil is at proper level, and the contacts close to
resulting in an engine shutdown and ESD222 shutdown
complete a signal path when the oil level falls too low
code being logged. Also, the red status LED on the ECU
(see Figure 5.05-5).
flashes the shutdown code.

FORM 6354-2
5.05-15 © 8/2012
ESM COMMUNICATIONS
NOTE: The engine cannot be restarted until the fault
condition is corrected.

Figure 5.05-5: Example 1: User Digital Input Used with Oil Level Switch (Normally Open Type)

Figure 5.05-6: Example 2: User Digital Input Used with Solid-State Level Sensor (Open Collector)

Figure 5.05-7: Example 3: ESD Digital Input Used to Trigger an Engine Shutdown

FORM 6354-2
5.05-16 © 8/2012
 TROUBLESHOOTING AND STORAGE
SECTION 6.00
TROUBLESHOOTING USING ESM

Before performing any service, maintenance or repair 4. ECU active and total fault history.
procedures, review SAFETY on page 1.05-1. 5. Detailed description of the problem.
6. List of what troubleshooting has been performed so
WHERE TO BEGIN far and the results of the troubleshooting.
To begin troubleshooting an engine due to an ESM
alarm or shutdown, you must first determine the alarm DETERMINING FAULT CODE BY USING
or shutdown fault code(s). A code can be determined ESP
from reading the status LEDs on the ECU or by viewing
the Fault Log accessed from the button bar in ESP. When using ESP, you are notified of an alarm or
shutdown fault on the ESP panels. Many fields in ESP
All fault codes have a three-digit identifier, with each digit will inform the operator of a fault. For a description of the
being a number from 1 to 5. There is a set of codes for fault, the fault log must be read.
alarms and a separate set of codes for emergency
shutdowns. To view the Fault Log, click the “View Faults” button on
the button bar (see Figure 6.00-1).
To determine the fault code, continue with the section
DETERMINING FAULT CODE BY READING ECU
STATUS LEDS on page 6.00-2 or DETERMINING
Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
Manual Actuator ECU
View Faults Calibration

FAULT CODE BY USING ESP on page 6.00-1.

Version Details Stop Logging All Change Units Start Editing Undo All Changes

See ESM FAULT CODES on page 6.00-7 for a

description of each fault code.
Figure 6.00-1: View Faults Button on Button Bar
ADDITIONAL ASSISTANCE NOTE: See FAULT LOG DESCRIPTION on page 3.10-
Waukesha’s worldwide distribution network provides 10 for complete information on the fault log window.
customers with parts, service and warranty support.
Each distributor has a vast inventory of genuine
Waukesha parts and factory-trained service
representatives. Waukesha distributors are on call 24
hours a day, with the parts and service personnel to
provide quick and responsive solutions to customers’
needs. Please contact your local Waukesha Distributor
for assistance.
Have the following information available:
1. Engine serial number.
2. ECU serial number.
3. ECU calibration part number (this is visible at the top Figure 6.00-2: Fault Log Window
of the ESP screen when connected to an ECU).

FORM 6354-2
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TROUBLESHOOTING USING ESM
Alarm codes in ESP fault log are identified with the letters DETERMINING FAULT CODE BY USING
“ALM” preceding the alarm code. Emergency ShutDown HMI
codes are identified with the letters “ESD” preceding the
shutdown code. When viewing the HMI you are notified of an alarm or
shutdown fault by either the flashing banner or the active
The description of the fault briefly identifies the state of fault in the upper right corner of the screen. To view the
the fault that occurred. To define the fault as much as faults press buttons <1> – <4> to bring up the pop-up
possible, the description may include acronyms (see menu, then button <4> to view faults.
Table 6.00-1) and a number identifying the cylinder and/
or component affected. Figure 6.00-3 is an example of
a fault and its description:
1
ALM211 OIL PRESS OC

4
3 2

2
1

Figure 6.00-3: Alarm Code Description

1 - Fault Type 3 - Fault Description

2 - 3-digit Code 4 - Open Circuit
Table 6.00-1: Acronyms in Fault Log Descriptions
Figure 6.00-4: HMI Fault Log
ACRONYM DEFINITION
1 - ESM Fault 2 - NOx Fault
BK Back
Both ESM and NOx faults will be displayed on the HMI.
FLT Fault See Figure 6.00-4.
FT Front
ESM FAULTS
IGN Ignition
ESM Faults displayed on the HMI will be the same faults
IMAP Intake Manifold Air Pressure
displayed by ESP. See ESM FAULT CODES on page
LB Left Bank 6.00-7 to determine fault codes using ESP.
OC Open Circuit
NOX FAULTS
RB Right Bank
NOx Faults can only be displayed and viewed on the
SC Short Circuit
HMI. The NOx faults have a unique “P” code identifier.
Scale High (sensor value The “P” code can be manually recorded and then
SH higher than normal operating accessed using E-Help in the ESM software. E-Help can
range)
be accessed at any time by pressing the [F1] key with
Scale Low (sensor value ESP open. See E-HELP on page 6.00-3.
SL lower than normal operating
range)
DETERMINING FAULT CODE BY READING
ECU STATUS LEDS
The ECU has three status LEDs on the cover: green
(power), yellow (alarm) and red (shutdown) (see Figure
6.00-5). The green LED is on whenever power is applied
to the ECU. The yellow and red LEDs flash codes when
an alarm or shutdown occurs. A fault code is determined
by counting the sequence of flashes for each color.

FORM 6354-2
6.00-2 © 8/2012
 TROUBLESHOOTING USING ESM

USING FAULT CODES FOR

TROUBLESHOOTING
Once you have determined the fault code, you can begin
ESM troubleshooting. ESP features an electronic help
file named E-Help that has detailed troubleshooting
information for each fault. However, if you do not have
access to a PC, Table 6.00-2 and Table 6.00-3 provide
information on the ESM alarm and shutdown codes.

E-HELP
ESP contains a help file named E-Help that provides
fault code troubleshooting information. Navigation in
E-Help is done through hypertext links from subject to
subject. E-Help is automatically installed when the ESP
Figure 6.00-5: ECU Status LEDs software is installed.
At the start of the code sequence, both the red and NOTE: Although E-Help is viewable through ESP,
yellow LEDs will flash three times simultaneously. If E-Help is its own program and opens in a new window,
there are any emergency shutdown faults, the red LED separate from ESP. To return to ESP and continue
will flash a three-digit code for each shutdown fault that monitoring, you need to minimize or close the E-Help
occurred. Then, if there are any alarm faults, the yellow window.
LED will flash a three-digit code for each alarm that
occurred. USING E-HELP
Between each three-digit code, both yellow and red To access E-Help while using ESP, press the [F1]
LEDs will flash once at the same time to indicate that a function key on the keyboard or select “Help Contents...”
new code is starting. The fault codes display in the order from the Help menu. E-Help will open the help file at the
that they occur (with the oldest displayed code first and ESM E-Help welcome screen (see Figure 6.00-7).
the most recent code displayed last).
NOTE: Once the fault is corrected, the status LEDs on
the ECU will remain flashing until either the LEDs are
cleared using ESP or the engine is restarted.

Figure 6.00-7: E-Help Welcome Screen

Click on the “275GL” button and select either “Alarm
Codes” or “Shutdown Codes” to display a fault code list
of that type.
Figure 6.00-6: HMI Fault Log

FORM 6354-2
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TROUBLESHOOTING USING ESM
NOTE: E-Help provides fault code troubleshooting for
all ESM-equipped Waukesha models. Pay special
attention as you navigate E-Help that you are diagnosing
for the correct engine model.
E-Help can also be accessed and opened to a specific
alarm or shutdown code through the fault log on the [F10]
Status panel.
To open E-Help to a specific fault code, view the Fault
Log by clicking the “View Faults” button on the [F10]
Status panel. Then double-click on the fault description.
E-Help will open to the specific fault’s troubleshooting
procedure.
NOTE: Once open, the Fault Log does not refresh itself.
If the Fault Log remains open, you must occasionally
update or refresh the log by clicking the “Refresh” button.
Figure 6.00-8: E-Help Troubleshooting Information for
ALM211

FORM 6354-2
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 TROUBLESHOOTING USING ESM
E-HELP WINDOW DESCRIPTION
The E-Help window is divided into two panes. The left pane is the navigation pane; the right pane is the document
pane (see Figure 6.00-9). Above the panes is the command bar.

Figure 6.00-9: E-Help Command Bar, Navigation Pane and Document Pane (16V 275GL + Shown)

1 - Command Bar 3 - Document Pane

2 - Navigation Pane
Using the Command Bar • “Hide/Show” button: You can hide the navigation
pane if desired. When the navigation pane is closed,
The command bar has four buttons: “Hide/Show” button,
the document pane can be maximized to the size of
“Back” button, “Forward” button and “Print” button.
the full screen.
– To hide the navigation pane, click the “Hide” button.
– To view the navigation pane, click the “Show”
button.
• “Back” and “Forward” buttons: E-Help includes
“Back” and “Forward” buttons for navigating, just like
Internet browsing software.
– To return to the previously viewed topic, click the
“Back” button.
– To go to the window that was displayed prior to going
back, click the “Forward” button.

FORM 6354-2
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TROUBLESHOOTING USING ESM
• “Print” button: To print the information displayed in
the document pane, click the “Print” button. You can
choose to print the selected topic (as seen in the
document pane), or you can print the selected heading
and all subtopics.

Using the Navigation Pane

The navigation pane navigates the user through E-Help.
At the top of the navigation pane are three tabs. Clicking
these tabs allows you to see a table of contents for
E-Help, an index tool and a glossary of ESM-related
terms.
• “Contents” Tab: Click the “Contents” tab to scroll
through the table of contents for E-Help. Double-
clicking the closed book icons in the contents listing
will reveal all relevant topics. Double-clicking on an Figure 6.00-11
open book icon will close the contents listing. • “Glossary” Tab: Click the “Glossary” tab to view a
glossary of terms used in the ESM documentation.
Click on a term to view its definition.

Figure 6.00-10
• “Index” Tab: Click the “Index” tab to search for topics
by using an index of help subjects. The “Index” tab is
similar to an index at the back of a book. Type in a key
word to find a word listed in the index. Double-click an
index entry to view that entry in the document pane.

Figure 6.00-12

Using the Document Pane

Navigating through E-Help is done with links. Links are
usually identifiable as underlined and/or blue text. When
you move the cursor over a link, the cursor changes from
an arrow into a hand. When clicked, a link will take you
from one topic or window to another topic or window.
Some links cause a pop-up window to appear,
displaying additional information (see Figure 6.00-13).

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ESM FAULT CODES

Table 6.00-2 and Table 6.00-3 provide information on
the ESM alarm and emergency shutdown codes. See
Table 6.00-5 and Table 6.00-6 for identifying cylinders
on Ignition, Knock and Exhaust faults.

Figure 6.00-13: Sample of Pop-Up Window

Table 6.00-2: ESM Alarm Codes

ESM Alarm Codes

ALARM FAULT CODE FAULT CONDITION DESCRIPTION
ALM211 OIL PRESS Oil pressure sensor/wiring fault
Intake manifold pressure sensor/wiring
ALM212 IMAP LB/BK
fault
ALM213 OIL TEMP Oil temperature sensor/wiring fault
Right bank intake manifold pressure
ALM214 IMAP RB/FT
sensor/wiring fault
ALM215 BOOST PRESS Boost Pressure sensor/wiring fault
Intake manifold air temperature sensor/
ALM221 IMAT
wiring fault
Leaking main gas shutoff valve/engine
ALM222 MAIN FUEL VALVE
failed to stop in a timely fashion
ALM223 LOW OIL PRESS Low oil pressure
Knock fault ## (where ## is the cylinder
ALM225 KNOCK SENS number) in the firing order is either open
circuit or short circuit *
ALM231 IGN 1ST CYL Individual ignition fault *
ALM232 IGN 2ND CYL Individual ignition fault *
ALM233 IGN 3RD CYL Individual ignition fault *
ALM234 IGN 4TH CYL Individual ignition fault *
ALM235 IGN 5TH CYL Individual ignition fault *
ALM241 IGN 6TH CYL Individual ignition fault *
ALM242 IGN 7TH CYL Individual ignition fault *
ALM243 IGN 8TH CYL Individual ignition fault *

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ESM Alarm Codes

ALARM FAULT CODE FAULT CONDITION DESCRIPTION
ALM244 IGN 9TH CYL Individual ignition fault *
ALM245 IGN 10TH CYL Individual ignition fault *
ALM251 IGN 11TH CYL Individual ignition fault *
ALM252 IGN 12TH CYL Individual ignition fault *
ALM253 IGN 13TH CYL Individual ignition fault *
ALM254 IGN 14TH CYL Individual ignition fault *
ALM255 IGN 15TH CYL Individual ignition fault *
ALM311 IGN 16TH CYL Individual ignition fault *
ALM312 OVERLOAD Engine load above upper alarm limit
ALM313 IGN FLT Spark reference out of range
Intake manifold air temperature above
ALM315 HIGH INTAKE TEMP
upper alarm limit
ALM322 CALIBRATE ACT Manual calibration of actuators required
ALM323 STUCK THROT LINK Throttle linkage/binding
ALM324 STUCK WG LINK Wastegate linkage/binding
ALM325 STUCK BYP LINK Bypass actuator/linkage binding
A communications problem exists
ALM332 IGN COM FAULT
between the IPM-D and the ECU
Engine coolant temperature above upper
ALM333 HIGH COOLANT TEMP
alarm limit
The throttle has been at wide open too
ALM334 WIDE OPEN THROTTLE
long
Engine oil temperature above upper alarm
ALM335 HIGH OIL TEMP
limit
ALM352 FUEL RAIL PRESS Fuel rail pressure sensor/wiring fault
Ignition energy level is at Level 2 (or
highest level) – at least one spark plug on
ALM353 HIGH IGN PWR
the engine is getting worn and should be
replaced
High temperature coolant pressure
ALM355 HT COOLANT PRESS
sensor/wiring fault
ALM422 COOLANT TEMP Coolant temperature sensor/wiring fault
ALM433 OIL PREFILTER PRESS Oil prefilter pressure sensor/wiring fault
Message transmission issue on the
ALM435 CAN BUS ERROR
CANBUS
ALM441 THROTTLE ACTUATOR Throttle actuator/wiring fault
ALM443 WGATE ACTUATOR Wastegate actuator/wiring fault
ALM444 BAROMETRIC PRESS Barometric pressure sensor/wiring fault
ALM445 BYPASS ACTUATOR Bypass actuator/wiring fault
Remote rpm analog input is outside of
ALM451 REMOTE RPM
acceptable range; wiring fault

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ESM Alarm Codes

ALARM FAULT CODE FAULT CONDITION DESCRIPTION
ALM454 BATT VOLT Battery voltage out of specification
ECU’s temperature above maximum
ALM455 HIGH ECU TEMP
recommended operating temperature
Differential pressure between the oil
HIGH OIL FILTER PRESS
ALM511 header and prefilter oil sensors above
DIFFERENTIAL
upper limit
ALM512 HIGH FUEL PRESSURE Fuel pressure above upper limit
Coolant pressure below its lower alarm
ALM532 COOLANT PRESS LOW
limit
ALM541 USER DIP User digital input changed state
Start engine signal remained on after
engine started. Must be off while the
ALM542 START ON WITH RPM>0
engine is running; otherwise engine will
immediately restart upon shutdown
ALM544 AMBIENT TEMP Ambient temperature sensor/wiring fault
Engine is being rotated by the driven
ALM552 ENG BEING DRIVEN equipment; sparks and fuel have been cut
by the ECU
See ALM555 TROUBLESHOOTING on
ALM555 INTERNAL FAULT
page 6.00-13.
* See Table 6.00-5 for 12V 275GL + cylinder identification and Table 6.00-6 for 16V 275GL + cylinder identification.

Table 6.00-3: ESM Shutdown Fault Codes

ESM Shutdown Fault Codes

SHUTDOWN FAULT CODE SHUTDOWN CONDITION DESCRIPTION
ECU detects fewer crankshaft pulses
ESD212 CRANK MAG PICKUP between camshaft pulses than it was
expecting
Too many crankshaft pulses are identified
between cam magnetic pickup pulses (or
ESD214 CAM MAG PICKUP
no cam magnetic pickup pulses are
detected)
Engine overspeed; engine reached ESM
ESD221 OVERSPEED ENGINE
upper limit
Critical ESD – Shutdown has been
ESD222 CUST ESD triggered by an external action; by
customer equipment
Critical ESD – Oil pressure below
ESD223 LOW OIL PRESS
lower shutdown limit
Cylinder was at its maximum retard timing
ESD224 KNOCK ### CYL
due to knock *
Time the engine has been cranking has
ESD231 OVERCRANK
exceeded a maximum crank time
Engine stopped rotating independent of
ESD232 ENGINE STALL
ECU which did not receive a signal to stop
ESD251 OVERSPEED DRIVE EQUIP Customer-set overspeed limit exceeded
ESD312 OVERLOAD Engine was overloaded

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ESM Shutdown Fault Codes

SHUTDOWN FAULT CODE SHUTDOWN CONDITION DESCRIPTION
Critical ESD – Lockout or E-Stop
button on the engine is “ON” or there
ESD313 LOCKOUT/IGNITION is a power problem with the IPM-D
module (either it is not powered up or
the internal fuse is blown)
Intake manifold air temperature above
ESD315 HIGH IMAT
upper shutdown limit
Engine coolant temperature above upper
ESD333 HIGH COOLANT TEMP
shutdown limit
A knock sensor output value exceeded an
ESD335 KNOCK ABS THRESHOLD
absolute threshold programmed to ECU
Oil temperature above upper shutdown
ESD424 HIGH OIL TEMP
limit
ESD551 UPDATE ERROR/FAULT Update error/fault
Engine type that is factory-coded in the
ESD553 SECURITY VIOLATION ECU does not match with the downloaded
calibration
See ALM555 TROUBLESHOOTING on
ESD555 INTERNAL FAULT
page 6.00-13.
* See Table 6.00-5 for 12V 275GL + cylinder identification and Table 6.00-6 for 16V 275GL + cylinder identification.

NOTICE
The following critical ESDs (shown in bold in the
previous table) will prevent post-shutdown
functionality from occurring:
• ESD222 CUST ESD
• ESD223 LOW OIL PRESS
• ESD313 LOCKOUT/IGNITION

Table 6.00-4: NOX AFR Control Specific Codes

NOTE: NOx AFR Control Specific Codes are only available on HMI.
NOX AFR Control Specific Codes
NOx AFR Alarm Corresponding
Fault Condition Fault Description
Fault Code ESM Fault
P1000 Stepper CAN Timeout CAN communications lost to stepper None
P1001 Ambient Temperature Out of Range Ambient temperature sensor reading is out of range ALM544
P1002 Barometric Pressure Out of Range Barometric Pressure Sensor reading is out of range ALM444
P1003 Not Used Not used None
P1004 Not Used Not used None
ALM212/
P1005 IMAP Out of Range IMAP Pressure sensor reading is out of range
ALM214
P1006 Stepper Low Fence Alarm Stepper Lower Fence limit has been reached None
P1007 MODBUS Timeout MODBUS Communications from ESM to NCM is lost None
P1008 NOx Setpoint Out of Range Setpoint entered exceeds controls limits None

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NOX AFR Control Specific Codes

NOx AFR Alarm Corresponding
Fault Condition Fault Description
Fault Code ESM Fault
NOx sensor’s NOx reading is higher than normal
P1009 Nox Range High None
operating range
The NOx sensor’s NOx readingis lower than normal
P1010 NOx Range Low None
operating range
P1011 NOx Sensor CAN Timeout CAN communication is lost to NOx sensor None
P1012 Not Used Not used None
O2 Sensor is reading higher than normal operating
P1013 O2 Range High None
range
O2 Sensor is reading lower than normal operating
P1014 O2 Range Low None
range
P1015 Not Used Not used None
P1016 System Voltage Range High High voltage to NCM device detected None
P1017 System Voltage Range Low Low voltage to NCM device detected None
P1018 Stepper High Fence Alarm Stepper Upper Fence Limit has been reached None
The NOx sensor has returned a internal hardware
P1019 NOx Sensor Hardware Fault None
fault
P1020 NOx Sensor Heater Fault The NOx sensor has returned a heater fault None
Stepper Home Switch failure detected. Home switch
P1021 Stepper Home Switch Failure None
failed or motor could not return home when requested
FLASHING HMI HMI CAN Failure CAN communications lost to HMI None

Table 6.00-5: 12V 275GL + Cylinder Identifier (Firing Order)

12V 275GL + CYLINDER IDENTIFIER

FAULT DESCRIPTION CYLINDER LOCATION
1ST CYLINDER 1R
2ND CYLINDER 1L
3RD CYLINDER 5R
4TH CYLINDER 5L
5TH CYLINDER 3R
6TH CYLINDER 3L
7TH CYLINDER 6R
8TH CYLINDER 6L
9TH CYLINDER 2R
10TH CYLINDER 2L
11TH CYLINDER 4R
12TH CYLINDER 4L

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Table 6.00-6: 16V 275GL + Cylinder Identifier (Firing Order)

16V 275GL + CYLINDER IDENTIFIER

FAULT DESCRIPTION CYLINDER LOCATION
1ST CYLINDER 1R
2ND CYLINDER 1L
3RD CYLINDER 4R
4TH CYLINDER 4L
5TH CYLINDER 7R
6TH CYLINDER 7L
7TH CYLINDER 6R
8TH CYLINDER 6L
9TH CYLINDER 8R
10TH CYLINDER 8L
11TH CYLINDER 5R
12TH CYLINDER 5L
13TH CYLINDER 2R
14TH CYLINDER 2L
15TH CYLINDER 3R
16TH CYLINDER 3L

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ALM555 TROUBLESHOOTING
ALM555 faults indicate an ECU has detected a possible
internal ECU error. Internal errors may allow the engine
to continue to operate, but functionality may be limited.
These faults are an indication of either a calibration or
ECU problem.
The ECU is equipped with self-diagnostics that will alert View Faults
the user if an internal error is sensed. Dozens of
diagnostics are continually being run, so the full name of
the fault must be provided to a Waukesha Distributor in
order for any fault to be investigated.
Indicating the presence of an ALM555 fault is not
sufficient information to begin troubleshooting. The Figure 6.00-14: View Faults Button
minimum information required is the full fault name; for
2. Listed in the fault log will be a line description of
example, “ALM555 INT FLT2”.
ALM555. Record all fault information by clicking on
In the case of “ALM555 INT FLT 2”, this is an indication the “Copy To Clipboard” icon on the screen (see
of a knock functionality error. If this fault occurs, knock Figure 6.00-15) and pasting it into an e-mail or
control functionality may be limited; therefore, the ECU document that can be sent to your distributor.
should be replaced.

NOTICE
Engine knock protection is disabled when “ALM555
INT FLT 2” is active. Operating an engine while
“ALM555 INT FLT 2” is active could result in severe
product damage.

The best way to receive accurate troubleshooting

assistance is by providing a copy of the ECU fault list and
ECU version details to a Waukesha Distributor. To
obtain this information: Figure 6.00-15: ALM555 Line Description
NOTE: Reprogramming the ECU with the same You can also take a screen print using [ALT] + [print
calibration will never resolve an ALM555 fault or any screen] to capture and paste the information into
other problem. most graphic editors such as Microsoft Excel,
1. From any panel in ESP, click the “View Faults” button Microsoft Word or Microsoft Paint.
located on the button bar (see Figure 6.00-14). 3. On the status panel, select the “Version Details”
button (see Figure 6.00-16). Record all information
shown on this screen. Record all fault information by
clicking on the “Copy To Clipboard” icon on the
screen (see Figure 6.00-17) and pasting it into an e-
mail or document that can be sent to your distributor.
You can also take a screen print using [ALT] + [print
screen] to capture and paste the information into
most graphic editors such as Microsoft Excel,
Microsoft Word or Microsoft Paint.

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4. Relay full fault and version detail information to your
Waukesha Distributor.
5. Follow the directions provided by your Waukesha
Distributor on how to resolve the error. If this error
can be resolved by downloading an updated
calibration, a new calibration will be provided to you.
This calibration can then be downloaded to the ECU
by going to the F11 Advanced panel and selecting
Version Details “Send Calibration to ECU” when the engine is not
running. Detailed download instructions will be
provided with the calibration.
NOTE: Reprogramming an ECU with the same
calibration will never resolve this or any other problem.
Figure 6.00-16: Version Details Button

Figure 6.00-17: Version Details Screen

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NON-CODE ESM TROUBLESHOOTING

Table 6.00-7 provides non-code troubleshooting for the ESM. Non-code troubleshooting includes any system faults
that do not have ALM or ESD alarm codes that are logged in the Fault Log in ESP.
NOTE: Prior to following non-code ESM troubleshooting procedures, resolve all active alarm and shutdown faults
listed in the fault log [F10] Status panel.
Table 6.00-7: Non-Code System Troubleshooting

IF THEN
1. View the [F10] Status panel in ESP and verify that the status fields are either gray or green to indicate that
the ESM is OK or that there are NO shutdowns active. If there are any active shutdowns, correct the problem
indicated in the Fault Log.
Engine does 2. If the [F10] Status panel in ESP indicates no shutdowns, view the [F3] Start-Stop panel and verify that the
not rotate when “Starting Signal” field turns green when you press the start button. If the “Starting Signal” field does not turn
start is initiated. green, check the wiring.
3. Verify that + 24 VDC power is applied to the wires ESD and RUN/STOP. Correct power supply if necessary.
4. After an emergency shutdown and rpm is zero, ESD input should be raised to high to reset the ESM. If ESD
input remains low, ESM reset will be delayed and engine may not start for up to 1 minute.
1. View the [F2] Engine panel in ESP and verify that the “Engine Setpoint RPM” field and the “Engine Speed
RPM” field are the same. Note the following:
• If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are the same, there is an electrical problem.
Continue with “2. Electrical Problem” below.
• If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are not the same, there is an engine
problem. Continue with “3. Engine Problem” below.
2. Electrical Problem
Fixed Speed Mode
a. Verify the status of the high/low idle digital input. The GOVHL IDL must be at a nominal 24 VDC to be
running at the high idle speed. Correct input as required.
b. Verify that the high idle speed on the [F4] Governor panel is set correctly. Correct speed setting as
required.
Engine is not Variable Speed Mode
running at
a. Verify that the Remote Speed digital input of the ECU is at a nominal 24 VDC. See the [F4] Governor
desired speed.
panel to verify the status of the Remote Speed digital input. Correct input as required.
b. Verify the value of the Remote RPM Setpoint in mA on the [F4] Governor panel. If you are using the
Remote rpm speed input as either a voltage or milliamp input, the equivalent milliamp value is shown
in ESP. Should the equivalent milliamp value fall below 2 mA or above 22 mA, the ESM system will
assume there is a wiring problem and will run at either the high or low idle speed, depending on the
status of the high/low idle digital input (GOVHL IDL). Check wiring.
c. If you are unable to reach the lowest speed at which the engine is allowed to run, change the “Low Idle
Adj” calibration on the [F4] Governor panel to -50 rpm.
3. Engine Problem
a. If the engine speed is slower than the setpoint, there is an ignition, turbocharger or fuel problem, or the
engine is overloaded. Correct as required.
b. If the engine speed is higher than the setpoint, the throttle linkage is probably misadjusted and is not
allowing the throttle to close all the way. Correct as required.
Engine loses Boost Pressure Transducer Problem. Pressure transducer reads high caused by overheated wiring. The
power wastegate control learns the higher reading and opens the wastegate to compensate. Loss of power results.
a. Inspect the wiring and correct as necessary. Protect wiring from heat sources.
High Pressure Pressure transducer reads high caused by overheated wiring.
Transducer a. Inspect the wiring and correct as necessary. Protect wiring from heat sources.
Reading

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POWER DISTRIBUTION JUNCTION BOX

Table 6.00-8 lists possible solutions if you experience problems with the Power Distribution Junction Box.
Table 6.00-8: Power Distribution Junction Box Troubleshooting

IF THEN
Power Distribution Junction Box has no LED lights on when the Verify nominal 24 VDC input power across the positive and
cover is removed. negative terminals.
Status LEDs inside Power Distribution Junction Box are very Check input power to ensure there is a nominal 24 VDC. Check
dim or flashing on and off. for loose, corroded or damaged positive and negative terminals.
One of the Power Distribution Junction Box outputs is turned off. Cycle power to the Power Distribution Junction Box.
Disconnect power to Power Distribution Junction Box and
One or more LEDs turn off frequently, which turn off the
inspect wiring and terminations for wire degradation and/or
associated output.
shorts.
Power Distribution Junction Box will not turn on, distribute power
Replace Power Distribution Junction Box.
or turn on status LEDs even with 24 VDC applied.

CYCLING POWER TO POWER All outputs on these Power Distribution Junction Boxes
DISTRIBUTION JUNCTION BOX have been designed to protect against short circuits,
current overloads and spikes. If one of these incidents
If you experience problems on engines equipped with occurs, the Power Distribution Junction Box will disable
Power Distribution Junction Box P/N 309204B (see power to the affected output to prevent damage to the
Figure 6.00-18), it may be necessary to cycle the power Power Distribution Junction Box and the device being
to the junction box to reset the output power. powered.

! WARNING

Do not install, set up, maintain

or operate any electrical
components unless you are a
technically qualified individual
who is familiar with the electrical
elements involved.

To reactivate power to the affected output, disconnect

the power source to the Power Distribution Junction Box,
then reconnect the power source. If cycling the power to
the Power Distribution Junction Box does not correct the
problem, contact your local Waukesha Distributor for
technical support.

Figure 6.00-18: Power Distribution Junction Box

P/N 309204B

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NOTE: For engines equipped with electric starters, Table 6.00-7 provides non-code troubleshooting for the
installation of diode P/N 740051 is required to be ESM. Non-code troubleshooting includes any system
installed on each starter (see Figure 6.00-19). This will faults that do not have ALM or ESD alarm codes that are
further protect the Power Distribution Junction Box from logged in the Fault Log in ESP.
excessive voltage spikes.
Prior to following non-code ESM troubleshooting
Attach red end of diode to “S” terminal of solenoid and procedures, resolve all active alarm and shutdown faults
attach other end of diode to “G” terminal. listed in the fault log [F10] Status panel or NOx faults on
the HMI.

2 The NOx control module provides an HMI that displays

1 the NOx control parameters, ESM display parameters
and alarms and faults for both the NOx control and ESM.
S BAT Any fault that occurs with ESM or the NOx control will be
displayed on the HMI. ESM will record and save only
3 ESM faults while the HMI will record and save both ESM
G
and NOx control faults. Acces to E-help for NOx control
MTR fault codes will be through ESP.
The HMI will provide NOx control information along with
4 specific NOx faults. Prior to following non-code
troubleshooting, resolve all active alarms from the NOx
control system.
Figure 6.00-19: Installing Diode P/N 740051 Table 6.00-9 is provided to assist the user in determining
1 - Red End 3 - Starter the possible causes of unsatisfactory engine operation,
2 - Starter Solenoid 4 - Diode as well as point out the corrective action that may be
undertaken to remedy the problem. Knowledge of how
the engine operates, along with the current readings
NON-CODE TROUBLESHOOTING from the ESM ESP and along with NOx fault information,
can be combined with this information to provide a
TROUBLESHOOTING framework for resolving actual or potential problems.
The ESM provides extensive engine diagnostics that NOTE: Table 6.00-9 is provided only as a guide to
allow rapid troubleshooting and repair of engines. If an assist our customers. It should not be viewed as a
engine alarm or shutdown condition is detected by the reflection of Waukesha’s actual experience with this
ESM or NOx control, the operator is informed of the fault product. Table 6.00-9 is not “all-inclusive.” See
by a series of flashing LEDs on the ECU, a flashing respective sections in this manual for details.
banner on the HMI and fault recording on the HMI, or by
monitoring the ESM with ESP.

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Table 6.00-9: Troubleshooting

Troubleshooting
SYMPTOM PROBABLE CAUSE REMEDY
Engine and lube oil too cold
Preheat engine or engine room for starting
less than 16°C (60°F)
Insufficient cranking speed: Build up air/gas pressure
1. Low starting air/gas pressure 100 – 125 rpm required to start engine
2. Oil temperature too low or viscosity too Preheat oil
high Confirm correct weight oil has been used
Engine will crank, but will not start. Insufficient fuel supply or fuel pressure Check gas pressure during cranking
Faulty spark plugs Clean or replace
Stuck linkage-governor, wastegate,
Repair or replace
compressor bypass
Gas regulator damage Repair or replace
Control faults See ESM FAULT CODES on page 6.00-7
Insufficient fuel supply Check gas pressure
Engine overloaded Check driven machine load
ESM shutdown faults See ESM FAULT CODES on page 6.00-7
Customer shutdowns Check customer controls
Air leaks in intake system Find and correct as required.
Gas admission valve sticking, causing engine
Repair or replace gas admission valve(s)
misfire
Engine stops suddenly
Worn or faulty spark plug causing engine
Clean or replace spark plug(s)
misfire
Leaking cylinder fire ring seal Replace fire ring seal
Leaking exhaust/intake valve Repair or replace
Stuck or damaged linkage-governor,
Repair or replace
wastegate, compressor bypass
Control faults See ESM FAULT CODES on page 6.00-7
Prechamber system fault Check system
Insufficient fuel supply Check gas pressure
Engine will not reach rated speed
Dirty intake air filters Clean or replace
Control faults See ESM FAULT CODES on page 6.00-7
Check prechamber pressure regulator and
Engine cannot make rapid load Prechamber system fault
sensing lines
changes
Control faults See ESM FAULT CODES on page 6.00-7
Driven equipment loading scheme is more Review the loading profile of the driven
than the engine can accept equipment and adjust.
Sticky gas admission valve causing engine
Engine misfires at light load Repair or replace gas admission valve(s)
misfire
Worn or faulty spark plug causing engine
Clean or replace spark plug(s)
misfire

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Troubleshooting
SYMPTOM PROBABLE CAUSE REMEDY
Sticky gas admission valve causing engine
Repair or replace gas admission valve(s)
misfire
Worn or faulty spark plug causing engine
Clean or replace spark plug(s)
misfire
Insufficient fuel supply Check gas pressure
Dirty intake air filters Clean or replace
Engine will not run at maximum
power Clogged/dirty intercooler (air side) Remove and clean
Stuck or damaged linkage-governor,
Repair or replace
wastegate, compressor bypass
Air leaks in intake system Find and correct as required
Leaking exhaust/intake valve Repair, replace or overhaul as required
Control faults See ESM FAULT CODES on page 6.00-7
See PROGRAMMING WKI VALUE on page
Engine audibly detonates WKI incorrectly specified too high
3.25-13
(knocks)
Control faults See ESM FAULT CODES on page 6.00-7
Locate and correct leak. Excessive
Exhaust bellows leak causes low reserve discoloration of exhaust insulation may help
find the leak.
Shutdown engine. Reset wastegate learning
using ESP [F11] panel. Restart engine. It may
be helpful to go to 750 rpm and slowly raise
Wastegate calibration is inaccurate
load to 100% torque, then reduce load and
Engine speed is unstable repeat at 800, 850, 900, 950 and 1000 rpm to
fully calibrate the wastegates.
Turn MAS counterclockwise to open setting
MAS Valve is closed too far. Stepper position
until stepper is 1200±200 steps at 100%
is well above 1400 steps near full load.
torque.
Adjust gain/stability settings on driven
Automatic Loading Controls on driven
machine loading controls until operation is
machine
stable.
Excessive valve clearance Adjust to specification
Knocking or unusual noises Sticking valves or rocker arms Repair or replace
Other mechanical damage Inspect and repair
Gas admission valve sticking, causing engine
Repair or replace gas admission valve(s)
misfire
NOx incorrectly specified Correct using ESP.
Emission levels too high Leaking exhaust/intake valve Repair, replace or overhaul as required
See PROGRAMMING WKI VALUE on page
WKI incorrectly specified too high
3.25-13
Control faults See ESM FAULT CODES on page 6.00-7

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Troubleshooting
SYMPTOM PROBABLE CAUSE REMEDY
Insufficient oil Add oil as required
Oil filters plugged Change elements
Clean and polish valve, clean sensing lines
Oil pressure regulating valve faulty Reset regulated oil pressure at rated speed
and oil temperature
Low or fluctuating oil pressure
Determine and correct source of dilution
Oil dilution
Change oil and filter elements
Check for coolant leaks into oil
Oil foaming Correct source of foaming and repair any
resulting damage
Insufficient fuel supply Check gas pressure
Low gas/air pressure Faulty gas regulator Repair or replace
Control faults See ESM FAULT CODES on page 6.00-7
High gas/air pressure Excessive line pressure Reduce line pressure
Low coolant level Fill cooling system
Missing, undersized or misapplied static line See latest edition of Form 1091, Installation of
Low jacket coolant pressure
connection Waukesha Engines & Enginator Systems.
Pump cavitation Remedy source of cavitation
Missing, undersized or misapplied static line See latest edition of Form 1091, Installation of
connection Waukesha Engines & Enginator Systems.
Low pressure to jacket or auxiliary Raise expansion tank to provide proper
Insufficient expansion tank height
coolant pump/pump cavitation pressure to pump inlet
Orifice all air bleeds to expansion tank from
Oversize air bleeds
engine, cooler, and piping to 0.25" or less
Readjust regulating valve to proper pressure
Misadjusted oil pressure regulating valve
at operating temperature
Allow engine to warm up
High oil pressure Low oil temperature
Inspect/replace lube oil thermostat elements
Oil pressure regulating valve stuck in closed
Repair or replace valve
position
Inspect/replace jacket water thermostat
Faulty thermostats
elements
Low jacket coolant temperature Low load Increase load
Reduce radiator fan speed or block air flow as
Low ambient air temperature
required

FORM 6354-2
6.00-20 © 8/2012
 TROUBLESHOOTING USING ESM

Troubleshooting
SYMPTOM PROBABLE CAUSE REMEDY
Low coolant level Fill cooling system
Purge air from cooling system
Airbound cooling system
Clear vent lines
Poor coolant circulation Check water pumps, piping and coolers
1. Completely thaw cooling system
2. Inspect engine and cooling system for
High jacket coolant temperature Frozen coolant freeze damage
3. Repair as required and refill with
adequate freeze protection coolant
Inspect/replace jacket water thermostat
Faulty thermostats
elements
See PROGRAMMING WKI VALUE on page
WKI incorrectly specified
3.25-13
Oil leaks Locate and repair leaks
High crankcase vacuum Readjust breather system
High oil consumption
1. Determine source of wear
Worn piston rings/liners
2. Repair and replace as required
Leaking igniter sleeves
1. Determine and correct source
Oil contamination with water or Leaking valve seats
2. Change oil and filters
glycol Leaking cylinder sleeve seals
Leaking water pump that will leak into sump Rebuild or replace water pump
Leaking air inlet system Determine and correct source of air leak
Oil contamination with silicon Dirt in fuel line Find source and correct
Siloxane in fuel Fuel treatment for siloxane removal
Oil contamination with wear
Rapid engine wear or component failure Determine cause and correct damage
metals
Check alignment and crankcase deflection
Loose foundation bolts
Excessive vibration Torque bolts to specification
Coupling alignment Correct alignment

FORM 6354-2
6.00-21 © 8/2012
TROUBLESHOOTING USING ESM

Troubleshooting
SYMPTOM PROBABLE CAUSE REMEDY
Low pressure to jacket or auxiliary coolant See “Low pressure to jacket or auxiliary
pump coolant pump/pump cavitation”
Pump cavitation low auxiliary coolant flow troubleshooting
Dirty oil cooler Clean oil cooler
Inspect/replace lube oil cooler thermostat
Faulty thermostats
elements
Determine and correct cause of high auxiliary
High auxiliary coolant temperature
coolant temperature
High oil temperature Low coolant level Fill cooling system
Purge air from cooling system
Airbound cooling system
Clear vent lines
Poor coolant circulation Check water pumps, piping and coolers
1. Completely thaw cooling system
2. Inspect engine and cooling system for
Frozen coolant freeze damage
3. Repair as required and refill with
adequate freeze protection coolant
Leaks in fuel system Repair as required
Excessive fuel consumption Control faults See ESM FAULT CODES on page 6.00-7
WKI incorrectly specified too high See ESM FAULT CODES on page 6.00-7

Turbocharger: Excessive noise or Turbocharger bearing damage Inspect and repair

vibration Control faults See ESM FAULT CODES on page 6.00-7
Check for proper installation of the CAN
terminating resistors.
Check CAN connections and wiring from the
HMI flashes communication error No CAN communication from the NCM to the
NCM to HMI.
<!> HMI
Check for power and ground to the NCM
See E-Help and check for a
Communication Error
No 24V power or ground to HMI See E-Help HMI blank
HMI overheated 75°C (167°F) Move HMI to cooler location
HMI Screen is blank
Turn the backlight to maximum brightness for
HMI is too cold <-25° (-13°F)
operation down to -40°

FORM 6354-2
6.00-22 © 8/2012
 SECTION 6.05
STORAGE

Before performing any service, maintenance or repair

! WARNING
procedures, review SAFETY on page 1.05-1.
See Table 1.15-6 Waukesha Preservative Oil Never attempt to start an engine
Application on page 1.15-24 for required amounts of that has been stored without
preservative oil.

ENGINE STORAGE – GENERAL

! first cranking it over with the
spark plugs removed. Any oil,
coolant or preservative oil that
might spurt from these
Consider the following factors before deciding how
openings must be removed to
much preservation is required:
prevent a hydraulic lock.
• Whether the engine was used, the length of service Continue to crank the engine
since the last oil change with the starter until liquid is no
• The period of time the engine is likely to be idle or longer ejected from the
inoperative openings. Inspect the intake
passages and manifolds for
• The atmospheric conditions at the time and place of
thickened preservative oil.
storage. For example, the storage problems
Accumulations of thickened
encountered in a tidewater warehouse will differ
preservative oil may thin as the
greatly from those that may be experienced in a dry
engine warms up and be burned
and dusty location.
as fuel, resulting in a runaway
• The hostility of the environment and the accessibility engine.
of the equipment for periodic inspection. An engine on
a showroom floor that is turned over and oiled
occasionally requires less treatment than an engine
abandoned in a dusty warehouse. NOTICE
Waukesha engines should be purged of all
WAUKESHA PRESERVATIVE OIL preservative oil from the cylinder head area prior to
Waukesha Preservative Oil offers a practical and start-up. Failure to comply with this message may
economical solution to the problems previously result in engine damage.
mentioned. While similar in appearance to SAE 10
lubricating oil, it contains corrosion-inhibiting chemicals.
Waukesha Preservative Oil will not protect engine
These chemicals vaporize slowly and diffuse throughout
surfaces in close contact with used engine oil.
an enclosed area, forming an invisible protective layer
Waukesha Preservative Oil will only do an effective job
on the exposed surfaces. All engine outlets must be
if added to clean engine oil. If high sulfur (gas or diesel)
sealed to block the escape of the vaporized corrosion-
or dirty oil has left highly corrosive oil in the bearings and
inhibiting chemicals.
close-contact surfaces, the Waukesha Preservative Oil
At time of start-up, the preservative oil does not need to vapors will not be able to form a protective layer on these
be removed before adding the engine lube oil. If surfaces. Water-contaminated engine oil will also
preservative oil was added to clean engine lube oil, prevent the preservative oil vapor from forming a
change the engine lube oil as outlined in latest edition of protective layer. Engines with dirty oil should receive an
Service Bulletin 12-1880. There are no adjustments to oil change and be run long enough to circulate the clean
these recommendations when using preservative oil. oil before adding the Waukesha Preservative Oil.

FORM 6354-2
6.05-1 © 8/2012
STORAGE
Waukesha Preservative Oil is not intended as a
! WARNING
protective coating for external surfaces of the engine.
Other excellent products are available for protecting
polished or machined surfaces and should be used Engine preservative oils, such
when needed. as Waukesha Preservative Oil,
contain a petroleum distillate
1. Begin with a cold engine (below 38°C [100°F])
which is harmful or fatal if
containing clean engine oil and filter elements.
swallowed. If taken internally,
2. Add the required amounts of Waukesha do not induce vomiting. Consult
Preservative Oil to the oil pan, oil bath air filters, fuel a physician. If vomiting occurs,
tanks and multi-plunger injection pumps. keep head below hips to prevent
3. Crank engine for approximately 20 seconds, if aspiration of liquid into lungs.
possible, to help disperse Waukesha Preservative Avoid breathing of vapor. Vapor
Oil through fuel lines, injectors and injection pumps. is harmful and may cause
4. Remove rocker arm covers, spark plugs or injectors. irritation to eyes, nose and
Add the required amounts of Waukesha throat. Use only with adequate
Preservative Oil to each cylinder through the injector ventilation. If affected by
or spark plug openings and replace the plugs or exposure, move to fresh air
injectors. Apply Waukesha Preservative Oil to the immediately and get medical
rocker area with a brush, by pouring. help. If breathing is difficult, give
oxygen.
NOTE: On GL engines, allow ample time (1 minute
minimum) before installing spark plugs to allow Avoid contact with eyes, skin
Waukesha Preservative Oil to flow through the spark and clothing. Use rubber gloves
plug sleeve prechamber. to protect hands and chemical
goggles to protect eyes. A
NOTE: Wipe engine clean and dry. Apply wax-type National Institute for
masking tape or similar material to all openings in air Occupational Safety and Health
cleaners, exhaust outlets, breathers, magneto vents and (NIOSH) approved respirator is
open line fittings. Use cardboard, plywood or metal required where ventilation is
covers where practical to facilitate closing off openings inadequate to protect from
in the engine. inhaling vapors. If skin contact
5. Engines may be stored up to 1 year after being occurs, immediately wash with
treated with Waukesha Preservative Oil. If storage is soap and water. If eye contact
to exceed this period, inspect engine annually and occurs, flush eyes for at least 15
repeat preservation routine. If deferred start-up will minutes and get immediate
be requested, Form 866 (deferred start-up Engine medical help. Remove and wash
Inspection form) will also need to be filled out and clothing before reuse.
submitted to the Warranty Administrative Keep the preservative oil
Department. container closed and away from
heat. Always read and observe
NOTICE the safety labels on the
container. Do not remove or
Engines stored outdoors or in humid environments
deface container labels.
may require more frequent preservations and
inspections. Do not heat Waukesha
Preservative Oil beyond 93°C
(200°F). If heating below 93°C
(200°F), the container must be
opened or vented to reduce the
danger of explosion. Direct
heating is dangerous and must
be avoided.

FORM 6354-2
6.05-2 © 8/2012
 STORAGE
Table 6.05-1: Engine Preservation Requirements

Condition 1 – Condition 2 – Condition 3 – Condition 4 –

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

OTHER PRESERVATIVE OILS AND

MATERIALS
In addition to Waukesha Preservative Oil, the following
preservative oils have been found satisfactory for the
internal protection of engines (see Table 6.05-2). Other
equally good oils are also available. In general, the
properties that make an oil suitable for preservative
requirements are good aging stability; high resistance to
gumming, oxidation and polymerization; low pour point
and viscosity; and freedom from acids, asphalts, resins,
tars, water and other contaminants.

NOTICE
Waukesha Preservative Oil is not formulated as a
protective coating for external surfaces.

Table 6.05-2: Preservative Oils

SUPPLIER BRAND NAME

American Oil Company Amoco Anti-Rust Oil 4-V
Gulf Oil Corporation No Rust Engine Oil Grade 1
Mobil Oil Company Mobil Arma 522
Shell Oil Company Donax T-6
Atlantic Richfield Company Dexron
Texaco, Inc. #800 Regal Oil A (R O)

FORM 6354-2
6.05-3 © 8/2012
STORAGE
Excellent products for polished and machined surfaces
are available on the market and should be used when
needed (see Table 6.05-3).

Table 6.05-3: Protective Materials

INTERNAL SURFACES EXTERNAL SURFACES

U. S. Army Spec. 2-126 U.S. Army Spec. 2-121
(Available as SAE 10 or SAE 30) (Waxy Coating)
Waukesha Preservative Oil, U.S. Army Ordinance Spec. AXS 673
Mil Spec. MIL-L46002 Grade 2 (Harder Black Coating)

! WARNING

Do not heat preservative

compounds to temperatures
that exceed 93°C (200°F).

ENGINES RETURNED TO SERVICE AFTER

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

The steps needed to bring an engine into active service

after storage in accordance with these instructions are
about the same as those normally carried out on a new
engine.

FORM 6354-2
6.05-4 © 8/2012
APPENDIX A – WARRANTY

FORM 6354-2
© 8/2012
This Page Intentionally Left Blank

FORM 6354-2
© 8/2012