Installation and Initial Start-Up Procedure for G3500 A3 Engines {1000} Caterpillar

Engine

G3508 (S/N: WPM1-UP; WPN1-UP; DLR1-UP)

G3512 (S/N: N2P1-UP; WPP1-UP; WPR1-UP; GNS1-UP)

G3516 (S/N: WPS1-UP; WPT1-UP; WPW1-UP)

Introduction

Do not perform any procedure in this Special Instruction until you read this information and you understand this information.

This Special Instruction provides the following information for G3500 A3 Engines:

• Required information

• Requirements for the electrical system

• Grounding practices

• Proper welding practices

• Service tools

• Wiring connections

• Initial start-up procedures

• Governor adjustment procedures

Reference: The following information is required in order to perform the installation and initial start-up:

• Complete analysis of the fuel

• Data from a complete fuel analysis that is entered into Caterpillar Software, LEKQ6378, "Methane Number Program"

• The engine performance data sheet from the engine Technical Marketing Information (TMI)

• Engine Operation and Maintenance Manual, SEBU8099

• Systems Operation/Testing and Adjusting, RENR9352

• Troubleshooting Manual, RENR9353

• Service Manual, RENR4911, "Exhaust Temperature Scanner"

Advisor Display

Illustration 1	g03863345
Advisor Panel (1) Status LED's integrated in left buttons (2) Navigation buttons

Illustration 2	g03863347
(3) Product Link and wiring

Main Menu

Illustration 3	g03863057
Main Menu-Status Screen Menu (4) Down arrow button (5) Previous screen button (6) Home button (7) OK button

1. Using the up and down arrow buttons on the right side, toggle up or down the list until desired parameter is highlighted.

2. Next press "OK" to view details for that screen. Refer to Illustration 4.

Status Screen Menu

Illustration 4	g03863059
Status Screen Menu-Speed Status (8) Up arrow indicates more screens above (9) Down arrow indicates more screens above

Engine Status

Illustration 5	g03863061
Status Screen Menu-Speed Status (4) Down arrow button (7) OK button

1. Push the down arrow button until "Speed Status" is highlighted.

2. Press "OK" to accept. "Speed Status"Main Menu-Detonation Levels

Detonation Levels

Illustration 6	g03863062
Main Menu-Detonation Levels

Burn Times

Illustration 7	g03863064
Main Menu-Burn Times

Secondary Voltages

Illustration 8	g03863128
Main Menu-Secondary Voltages

Display Setup

Illustration 9	g03863130
Status Screen Menu-Display Setup (4) Down arrow button (7) OK button

1. Press the "Down arrow" button until "Display Setup" is highlighted.

2. Press the "OK" button to move to the next screen.

Enter Configuration Password

Illustration 10	g03863132

The dealer level "Configuration Password" is the same for the G3600 as for the G3500 and is user configurable.

Required Information

Ignition Timing

A complete fuel analysis must be conducted prior to putting the engine into service. Obtain a fuel analysis to determine the fuel energy content and calculate the methane number. The methane number indicates the ability of the fuel to be ignited. The methane number is determined when you input the data from the fuel analysis into the Methane Number Program, LEKQ6378. Use the methane number and the Engine Performance, "Fuel Usage Guide" to determine the ignition timing.

Obtain several samples of fuel if the quality is expected to change. If the methane number will vary during engine operation, use the lowest expected value to determine ignition timing.

Maximum Load

Refer to the Data Sheet on the engine performance from the engine Technical Marketing Information (TMI) to determine the following information:

• Engine power level for the altitude

• Temperature

• Methane number

Use the information in the Engine Performance, LEBQ6117 to determine the maximum engine load. The desired engine load must not exceed the maximum engine load.

Inlet Manifold Pressure at Full Load

Use the inlet manifold pressure to estimate the engine load. The inlet manifold pressure may be used if the engine timing and the exhaust oxygen are set properly. Refer to the Data Sheet on the engine performance from the engine TMI. The data sheet will help to determine the inlet manifold pressures for specific settings of timing and of emissions. If the engine power is derated, interpolate the desired inlet manifold pressure between the 100 percent and the 75 percent load ratings.

Level of Exhaust Emissions

A calibrated emissions analyzer is required to set the emissions for a gas engine. The engine performance Data Sheet gives the levels of emissions for engine loads of 50 percent, of 75 percent, and of 100 percent. Set up the engine in accordance with the Data Sheet at the desired full load with the data that was taken at 100 percent load.

Note: Use NO_x levels to set up the engine, when possible.

Carburetor Adjustments

The carburetor requires adjustment when the engine is installed. The initial factory settings are based on the following conditions:

• An ambient temperature of 25 °C (77 °F)

• A barometric pressure of 100 kPa (29.92 in Hg)

• The use of a natural gas pipeline with a Low Heating Value of 33.74 kJ/L (905 BTU/cu ft)

The factory ratings comply with SAE J1349 Standards. An engine with a low-pressure fuel system that does not use natural gas may be shipped with optional orifices and valves. The optional orifices and the valves should be ordered with the engine. Contact your Caterpillar dealer for more information.

Gas Pressure Regulator

The gas pressure regulator requires adjustment when the engine is installed. Use only Caterpillar approved regulators to avoid problems with performance. A balance line for the regulator is required on all gas engines. This line compensates for changes in boost pressure or in air filter restriction.

Note: The supply line to the gas pressure regulator must be of adequate diameter. A constant gas pressure must be provided to the regulator from idle to full load. Do not use supply lines that are smaller than the inlet to the pressure regulator.

Requirements for the Electrical System

All the wiring must conform to the requirements of CSA Class 1 Division 2 Group C,D. The wiring must also conform to all other codes that are applicable to the site.

When you route the wiring, avoid acute bends and sharp edges. To protect the wiring harnesses, route the harnesses through metal conduit. A liquid tight conduit is recommended. Use proper support and alignment to avoid strain on the conduit.

The engine control system requires a clean 24 VDC power supply. The maximum allowable AC ripple voltage is 150 mV AC peak to peak. For the wiring, the maximum allowable voltage drop is 1 VDC from the power supply to the Electronic Control Module (ECM) or to an actuator. The power supply must supply 20 A of continuous power.

The circuit for the engine control system must be separate from the circuit for the electric starting motor.

Grounding Practices

Proper grounding is necessary for optimum engine performance and reliability. Improper grounding will result in electrical current paths that are uncontrolled and unreliable.

Uncontrolled electrical circuit paths can result in damage to main bearings, to crankshaft bearing journal surfaces, and to aluminum components. Uncontrolled electrical circuit paths can also cause electrical activity that may degrade the engine electronics and communications.

• For the starting motor, do not attach the battery negative terminal to the cylinder block.

• Use an electrical ground strap to connect all metal cases that contain electrical components or electronic components to the cylinder block.

• Do not connect the negative terminal from the electrical power supply directly to the cylinder block. Connect the negative terminal from the electrical power supply to the negative terminal "−" on the interface box.

• Ground the cylinder block with a ground strap that is furnished by the customer. Connect this ground strap to the ground plane.

• Use a separate ground strap to ground the battery negative terminal for the control system to the ground plane or to earth ground.

• Rubber couplings may connect the steel piping of the cooling system and the radiator. The couplings cause the piping and the radiator to be electrically isolated. Ensure that the piping and the radiator are continuously grounded to the cylinder block. Use ground straps that bypass the rubber couplings.

• Ensure that all grounds are secure and free of corrosion.

Proper Welding Procedures

Proper welding procedures are necessary to avoid damage to electronic controls. Perform welding on the engine according to the following procedure.

1. Set the engine control to the "STOP" mode.

2. Turn OFF the fuel supply to the engine.

3. Disconnect the negative terminal from the power supply.

4. Disconnect the following electronic components from the wiring harnesses: ECM, throttle actuator, fuel actuator, and sensors.

5. Protect the wiring harnesses from welding debris and/or from welding spatter.
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   NOTICE
   Do NOT use electrical components (ECM or sensors) or electronic component grounding points for grounding the welder.

6. Connect the welder ground cable directly to the engine component that will be welded. Place the clamp as close as possible to the weld. The placement reduces the possibility of welding current damage to the engine bearings, to the electrical components, and to other engine components.

7. Use standard welding procedures to weld the materials together.

Service Tools

The tools that are listed in Table 1 are required to perform the electrical installation and the initial start-up.

Table 1

Service Tools
Pt. No.	Description	Functions
N/A	Personal Computer (PC)	The PC is required for the use of Cat ® Electronic Technician (ET).
"JERD2124"	Software	Single user license for Cat ET Use the most recent version of this software.
"JERD2129"	Software	Data subscription for all engines
275-5120 (1)	Communication Adapter Gp	This group provides the communication between the PC and the engine.
237-7547	Adapter Cable As	This cable connects to the USB port on computers that are not equipped with a serial port.
225-5985	Parallel Port Cable (COMMUNICATION ADAPTER)	This cable connects to the parallel port on the computer.
8T-8726	Adapter Cable As	This cable is for use between the jacks and the plugs of the sensors.
121-9588	Wire Removal Tool (Blue)	These tools are used for the removal of pins and of sockets from Deutsch connectors and AMP connectors.
151-6320	Wire Removal Tool (Red)
1U-5805	Wire Removal Tool (Green)
1U-5804	Crimp Tool	This tool is used for crimping sockets and pins.
139-2788	Ferrule Crimp Tool	This tool is for crimping 24 gauge to 12 gauge wire ends. This tool is for connections to the terminal block and the terminal strip.
139-2789	Ferrule Crimp Tool	This tool is for crimping 10 gauge and 6 gauge wire ends. This tool is for terminating the wiring for the battery at the interface box.
146-4080	Digital Multimeter	The multimeter is used for the testing and for the adjusting of electronic circuits.
7X-1710	Multimeter Probes	The probes are used with the multimeter to measure voltage in wiring harnesses without disconnecting the harnesses.

(1)	The 7X-1700 Communication Adapter Gp or the 171-4400 Communication Adapter Gpmay also be used.

Connect the Wiring From the Battery

Illustration 11	g01272958
Typical view of the engine (1) Interface box (2) CSA approved enclosure provided by the customer

Requirements for Engines That are Not Equipped With an Alternator

The customer is responsible for providing overcurrent protection for the battery circuit. The battery circuit must be protected by a CSA approved fuse. The maximum allowable rating of the fuse is 20 A.

Install the fuse in a fuse holder that is CSA approved. Mount the fuse holder in a CSA approved enclosure (2), if necessary. Mount the fuse holder or the enclosure as close as practical to interface box (1).

Requirements for Engines That are Equipped With an Alternator

The customer is responsible for providing overcurrent protection for the charging circuit. The charging circuit includes the wiring from the battery and the wiring from the alternator. This wiring is connected at terminal 12 inside interface box (1). The circuit must be protected by a CSA approved fuse. The maximum allowable rating of the fuse is 60 A. This rating limits the charging current between the alternator and the battery. The gauge of the wiring from the battery may require a fuse rating that is lower than 60 A.

Install the fuse in a fuse holder that is CSA approved. Mount the fuse holder in a CSA approved enclosure (2), if necessary. Mount the fuse holder or the enclosure as close as practical to interface box (1).

Illustration 12	g01272967
Bottom view of the interface box (3) 50 mm (1.9685 inch) hole (4) 28 mm (1.1024 inch) hole (5) 28 mm (1.1024 inch) hole

Refer to Illustration 12. The bottom of the interface box has two holes (3) and (5) when the engine is shipped from the factory. Fabricate hole (4) if the engine is equipped with an alternator. Refer to Table 2.

Table 2

Holes in the Bottom of the Interface Box
Hole	Size	Purpose
(3)	50 mm (1.9685 inch)	Wiring from the driven equipment
(4)	28 mm (1.1024 inch)	Hole for the wiring from the battery when the engine is equipped with an alternator
(5)	28 mm (1.1024 inch)	Wiring from the alternator when the engine is equipped with an alternator Route the wiring from the battery through this hole when the engine is not equipped with an alternator.

Perform the following procedure to make the connections from the battery.

1. Verify that the wiring from the battery is de-energized.
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   Illustration 13	g01272968
   Connections for the battery (6) Main fuse

2. Remove main fuse (6).
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   Illustration 14	g01272969
   Hardware for connecting the wiring from the battery (7) 119-8044 Wire Ends (6 Gauge) (8) 4P-4891 Terminal Bushing (9) 273-3127 Connector

3. Use connector (9) and terminal bushing (8) to attach the wiring from the battery to the interface box.

4. Use a 139-2789 Ferrule Crimp Tool to crimp a wire end (7) to the end of each wire.

5. Connect wire ends (7) to the appropriate locations. Be sure to observe the polarity of the connections.

6. Connect the wiring to the battery.

   Note: Do not install main fuse (6) until all the wiring from the driven equipment is connected to the engine.

Connect the Wiring From the Driven Equipment

Illustration 15	g01242239
Typical installations

Refer to Illustration 15. Make the electrical connections for the driven equipment at one of the following locations:

Interface Box - All the electrical connections for the driven equipment are made inside the interface box.

Interconnect Harness - The interconnect harness is connected to the interface box. All the electrical connections for the driven equipment are made to the end of the interconnect harness.

Remote Panel - A remote panel is connected to the interface box via an interconnect harness. All the electrical connections for the driven equipment are made at a terminal strip inside the remote panel.

Table 3 lists the connections that are available at each of the locations. Review the Table before making the connections.

Table 3

Connections for the Driven Equipment
Description	Interface Box	Interconnect Harness (Wire Identification)	Remote Panel (Terminal strip)	Function and Comments
Prelube ON	Terminal 1 on the Terminal Block	A320-T33 Cable 91-Red	33	This output indicates that the prelubrication is ON. The prelube indicator on the remote panel will illuminate when the prelubrication is ON.
"Manual Prelube" Input	Terminal 2 on the Terminal Block	C293-T26 Cable 91-White	26	This input must be connected to the keyswitch input via a switch. The manual prelube switch on the remote panel provides this connection.
Unswitched +Battery	Terminal 4 on the Terminal Block	P200-T4 Cable 105-Red	4	These connections provide the electrical power to the remote panel. Current flow through these connections must be limited to 5 A If the remote panel is not installed.
−Battery	Terminal 8 on the Terminal Block	P300-T39 Cable 105-Black	39
−Battery	Terminal 8 on the Terminal Block	P300-T40 Cable 91-Black	40
Keyswitch	Terminal 7 on the Terminal Block	P600-T18 Cable 105-White	18	This connection is the keyswitch input for the ECM. This connection must be powered when the engine control is in "COOLDOWN/STOP", "AUTO", or "START" when the remote panel is not installed.
+5 VDC for the Input for the Desired Engine Speed	Terminal 6 on the Customer Connector	M170-T6 Cable 50-Red	6	An input for the desired engine speed is required. The input can be either 0 to 5 VDC or 4 to 20 mA. The method for the desired speed input must be selected with Cat ET. Terminals 6 and 8 provide a 5 VDC supply for the desired engine speed. These terminals must be connected to the potentiometer for the desired speed. Terminal 7 is the input for the desired engine speed. An input of 0 VDC causes the engine rpm to equal the value of the "Minimum High Idle Speed" parameter. An input of 5 VDC causes the engine rpm to equal the value of the "Maximum High Idle Speed" parameter.
Input for the Desired Engine Speed	Terminal 7 on the Customer Connector	M170-T7 Cable 50-White	7
Return for the Desired Engine Speed	Terminal 8 on the Customer Connector	M170-T8 Cable 50-Black	8
Shield for the Wiring for the Desired Engine Speed	Terminal 9 on the Customer Connector	M170-T9 Cable 50-Shield	9
"+" Input for the 4 to 20 mA Desired Speed Signal	Terminal 10 on the Customer Connector	M180-T10	10	An input for the desired engine speed is required. The input can be either 0 to 5 VDC or 4 to 20 mA. The method for the desired speed input must be selected with Cat ET. The 4 to 20 mA is an optional method for providing the desired engine speed input. If the 4 to 20 mA method is used to control the desired speed, the 0 to 5 VDC input must be disabled. The 4 to 20 mA input is an isolated input. The "+" input must be in the same circuit as the "-" input. An input of 4 mA causes the engine rpm to equal the value of the "Minimum High Idle Speed" parameter. An input of 20 mA causes the engine rpm to equal the value of the "Maximum High Idle Speed" parameter.
"-" Input for the 4 to 20 mA Desired Speed Signal	Terminal 12 on the Customer Connector	M180-T12	12
"Grid Status" Input	Terminal 11 on the Customer Connector	M120-T11	11	This input is not normally used in industrial applications. Primary governor gains are used when this input is not connected to digital return. Auxiliary governor gains are used when this input is connected to digital return.
Cat Data Link +	Terminal 13 on the Customer Connector	D100-T13	13	These connections provide the means for communicating the status of the engine control system, of various engine components, and of sensors. The Advisor Monitor Display on the remote panel is connected to these terminals. The Cat Data Link can be connected to the Customer Communication Module (CCM). For information on connecting the CCM, refer to the most recent literature for the CCM. The program uses the CCM to obtain engine information via this data link. The Caterpillar Software for the CCM must be loaded on a personal computer,
Cat Data Link −	Terminal 14 on the Customer Connector	D100-T14	14
Digital Return	Terminal 15 on the Customer Connector	P500-T15	15	This connection provides a return for various inputs.
Input for the "START" Mode	Terminal 16 on the Customer Connector	P615-T16	16	If these inputs are not wired correctly, the ECM will activate a diagnostic code. Typically, these inputs are connected to an engine control switch. Refer to "Inputs for the Engine's Mode of Operation" for additional information on these inputs. These inputs must be connected to a switch or logic device. The switch or logic device must connect the inputs to digital return. When terminal 24 is connected to digital return, the ECM is in "STANDBY" mode. The engine mode of operation is determined by the "Input for the START Mode". When the "Input for the START Mode" is connected to digital return, the normal sequence for start-up is initiated. When the "Input for the START Mode" is disconnected from digital return, a normal shutdown is initiated. If the engine is running and the "Input for the Cooldown/STOP Mode" is connected to digital return, the sequence for a normal shutdown is initiated.
Input for the "AUTO" Mode	Terminal 24 on the Customer Connector	P614-T24	24
Input for the "COOLDOWN/STOP" Mode	Terminal 31 on the Customer Connector	P613-T31	31
"Driven Equipment Ready" Input	Terminal 17 on the Customer Connector	M530-T17	17	This input indicates when the driven equipment is ready for operation. This input must be connected to digital return in order for the engine to run. When this input is connected to digital return, the engine can be started. When this input is not connected to digital return, the engine will not crank. The ECM generates an event code if this input is not connected to digital return within the programmed delay time. When the engine is running, this input normally remains connected to digital return. If the engine is running and this input is disconnected from digital return, the ECM immediately generates an event code. The ECM also de-energizes the GSOV. Because the cooldown is not performed, do not use this input for normal shutdown.
Keyswitch	Terminal 7 on the Terminal Block	P600-T18	18	When this input is connected to +Battery, the ECM will power up. The Advisor Monitor Display on the remote panel will power up.
Normal Stop	Terminal 19 on the Customer Connector	M510-T19	19	This input must be connected to digital return in order for the engine to run. This input is not recommended for normal shutdown. Connecting the "Input for the COOLDOWN/STOP Mode" to digital return is the recommended method for initiating a normal shutdown. If the engine is not running and this input is not connected to digital return, the engine will not crank. No diagnostic codes or event codes are provided for this condition. If the engine is running and this input is disconnected from digital return, the ECM will remove power from the GSOV. The cooldown does not operate.
Output for Active Alarm	Terminal 20 on the Customer Connector	P697-T20	20	This output is activated if the ECM detects an alarm condition. When this output is activated, the output is connected to ground. This output can sink 0.3 A.
Idle/Rated Input	Terminal 22 on the Customer Connector	M190-T22	22	When this input is not connected to digital return, the engine will run at the idle speed that has been programmed with Cat ET. When this terminal is connected to digital return, the engine will run at rated speed. The engine oil pressure must be greater than the setpoint for the engine speed
Emergency Stop	Terminal 2 on the "2" Terminal Connector	C256-T23	23	These terminals must be connected in order for the engine to start. These terminals must remain connected in order for the engine to run. If the ECM is controlling the gas shutoff valve and this circuit is opened, the ECM de-energizes the gas shutoff valve. The fuel is immediately shut off. The ignition is immediately shut off. Additional emergency stop buttons may be added to the emergency stop circuit. For details, refer to "Wiring for the Emergency Stop Circuit".
	Terminal 28 on the Customer Connector	C256-T28	28
Output for Engine Failure	Terminal 25 on the Customer Connector	P698-T25	25	The ECM connects this terminal to ground when the ECM causes the engine to be shutdown. This output can sink 0.3 A.
Input for Manual Prelube	Terminal 22 on the Customer Connector	C293-T26	26	This terminal is for the manual prelube. Prelube occurs when this input is connected to the +Battery and the logic in the ECM determines that prelubrication is required.
Gas Shutoff Valve	Terminal 5 on the Terminal Block	A330-T30 Cable109-Red	30	These connections are part of the circuit for the Gas Shutoff Valve (GSOV). For details on these terminals, refer to "Wiring for the Gas Shutoff Valve (GSOV)".
	Terminal 1 on the "2" Terminal Connector	A330-T37 Cable 109-White	37
CAN Data Link +	Terminal 35 on the Customer Connector	D200-T35 Cable 45-Yellow	35	The Advisor Monitor Display on the remote panel is connected to these terminals.
CAN Data Link -	Terminal 36 on the Customer Connector	D200-T36 Cable 45-Green	36
CAN Data Link Shield	Terminal 38 on the Customer Connector	D200-T38 Cable 45-Shield	38
Spare	No Connection	P300-T41 Cable 109-Black	No Connection	Spare
Spare	No Connection	T41	No Connection	Spare
Spare	No Connection	T42	No Connection	Spare
Spare	No Connection	T43	No Connection	Spare
Spare	No Connection	T44	No Connection	Spare
Spare	No Connection	T45	No Connection	Spare
Spare	No Connection	T46	No Connection	Spare
Spare	No Connection	T47	No Connection	Spare
Spare	No Connection	T48	No Connection	Spare
Spare	No Connection	T49	No Connection	Spare

Refer to the appropriate procedure to make the connections.

Interface Box

Illustration 16	g01254409
Locations for connections inside the interface box

Wiring for the Emergency Stop Circuit

Illustration 17	g03869131
Options for the wiring for the emergency stop circuit (A) Only the engine emergency stop button is used. (B) The circuit contains an additional emergency stop button that is provided by the customer. (1) 155-2269 Connector Plug As and 8T-8730 Connector Socket (2) 8T-8729 Connector Pin

Note: T-35 is the recommended return for the emergency stop circuit. If the return is going to T-31, the emergency stop circuit needs rewired to T-35.

An emergency stop button is provided on the interface box. An additional emergency stop button may be connected to the circuit. Emergency stop buttons must be wired properly to stop the engine in case of an emergency situation. Wire the emergency stop circuit according to (A) or (B) in Illustration 18. Use 16 gauge wiring for this circuit.

The GSOV is immediately de-energized when an emergency stop button is activated. The ignition is disabled.

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NOTICE
Emergency shutoff controls are for EMERGENCY use ONLY. DO NOT use emergency shutoff devices or controls for normal stopping procedure.

Wiring for the Gas Shutoff Valve (GSOV)

The GSOV must be energize-to-run. The GSOV may be supplied by the customer or by Caterpillar. Usually, the GSOV is installed when the piping for the fuel is installed at the site. The GSOV is also called the fuel control relay.

The GSOV may be controlled by the engine control system or by the customer equipment. The recommended configuration is for the engine control system to control the GSOV. There will be fewer problems if this configuration is used. When the customer equipment controls the GSOV, the equipment must include the necessary logic for opening and closing the GSOV at the appropriate times.

The ECM can supply a maximum continuous current of 1.5 A to the GSOV. A relay must be installed if the GSOV requires a continuous current that is greater than 1.5 A.

When the engine control system controls the GSOV, the ECM supplies voltage to the GSOV. The valve opens to allow fuel to flow to the engine. When voltage is removed from the GSOV, the valve closes and the fuel flow stops.

The following section describes the two configurations for the circuit for the GSOV.

The GSOV is controlled by the engine control system. The customer may supply an additional switch in the electrical circuit for the GSOV. Refer to Illustration 18 for examples of these types of installations.

Illustration 18	g01254747
The GSOV is controlled by the engine control system. (A) Only the engine emergency stop button is used. (B) The circuit contains an additional emergency stop button that is provided by the customer. (1) 155-2269 Connector Plug As and 8T-8730 Connector Socket (3) 109-3038 Wire End

The GSOV is controlled by the customer equipment.

Refer to Illustration 19 for an example of this type of installation.

Illustration 19	g01254388
The GSOV is controlled by the customer equipment. (1) 155-2269 Connector Plug As and 8T-8730 Connector Socket (3) 109-3038 Wire End

Wire the circuit for the gas shutoff valve according to the appropriate illustration. Use 16 gauge wiring for this circuit.

CAN Data Link

A termination resistor must be added to the CAN data link. Select one of the following locations for the resistor.

Inside the Interface Box - Use this location when the CAN data link does not extend past the interface box.

Outside the Interface Box - Use this location when the CAN data link extends past the interface box.

Illustration 20 describes a typical connection inside the interface box. Wire the connection according to SAE standards.

Illustration 20	g01254499
Typical installation for the termination resistor inside the interface box (2) three 8T-8729 Connector Pins (4) 153-2707 Electrical Cable (5) 3E-3370 Connector Receptacle As (6) 174-3016 Plug As

Illustration 21 describes a typical connection outside the interface box. Wire the connections according to SAE standards.

Illustration 21	g01254713
Typical installation for the termination resistor that is outside of the interface box (2) three 8T-8729 Connector Pins (4) 153-2707 Electrical Cable (5) 3E-3370 Connector Receptacle As (6) 174-3016 Plug As (7) Splice (8) 119-3662 Heat Shrink Tube

Customer Connector

Make the connections to the customer connector according to the following procedure:

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Illustration 22	g01254403
Orientation of the customer connector

1. Route the wiring for the driven equipment into the interface box. Use 16 gauge wiring for the connections to the customer connector. Use hardware that provides a water tight connection at the hole in the interface box.

2. Crimp a 8T-8729 Connector Pin onto the end of each wire that will be inserted into the customer connector.

3. Make the connections to the customer connector according to Illustration 22 and Table 3. Insert each pin into the appropriate location on the customer connector. Pull on each wire to verify proper installation of the pin.

Terminal Block

Make the connections to the terminal block according to the following procedure:

1. Table 3 lists the functions that are available. Use 16 gauge wiring for the connections to the terminal block. Crimp a 109-3038 Wire End onto the end of each wire that will be inserted into the terminal block.

2. Make the connections according to Illustration 16 and Table 3.

Interconnect Harness

Interconnect harnesses of different lengths are available. Table 4 lists the interconnect harnesses that are available. The harnesses can be shortened, if necessary.

Table 4

Interconnect Harnesses
Part Number	Length	CSA	Braided
251-9466	6.1 m (20 ft)	Yes	No
251-9467	9.1 m (30 ft)	Yes	No
251-9468	15.2 m (50 ft)	Yes	No
461-6616	9.1 m (30 ft)	Yes	No
461-6617	15.2 m (50 ft)	Yes	No
461-6618	30.4 m (100 ft)	Yes	No

Illustration 23	g01241390
The end of the interconnect harness for the engine interface box

Refer to Illustration 23. Pins and wire ends are crimped to the ends of the wires at one end of the interconnect harness. This end of the harness is for the interface box.

The interconnect harness must be routed through conduit. A 50 mm (2 inch) hole is provided for attaching the conduit to the interface box.

The following parts are provided with each interconnect harness:

Pieces of Heat Shrink Tube - Each piece of heat shrink tube is labeled with a wire identification. The tubes are used to identify each wire if the wire is cut to a shorter length.

14 Gauge Wire Ends, 16 Gauge Wire Ends, and 18 Gauge Wire Ends - These parts are only required if the remote panel is used. A wire end is crimped to the end of each wire to connect the wire to the terminal strip.

Perform the following procedure to connect the interconnect harness to the interface box:

1. Pull the harness through the conduit to the interface box. Be sure to orient the harness so that the wire ends with crimped terminals are inside the interface box.
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   Illustration 24	g01256084
   Connections on the terminal block

2. Make the connections to the terminal block first. Refer to Illustration 24 and Table 5. Each wire is labeled. Insert each wire end to the appropriate location on the terminal block. Pull on each wire to verify proper installation of the wire end.
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   Table 5

   Connections for the Terminal Block
   Interconnect Harness		Location on the Terminal Block
   Cable Identification	Wire Identification
   91-Red	A320-T33	1
   91-White	C293-T26	2
   105-Red	P200-T4	4
   109-Red	A330-T30	5
   105-White	P600-T18	7
   105-Black	P300-T39	8
   91-Black	P300-T40
   91-Black	P300-T41	Spare

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   Illustration 25	g01256097
   Connections for the wiring to the customer connector

3. Refer to Illustration 25. Make the connections for wiring to the customer connector. Each wire is labeled. Insert each pin into the appropriate location on the connector. Pull on each wire to verify proper installation of the pin.
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   Illustration 26	g01256115
   Connections for the wires from the cables to the customer connector

4. Refer to Illustration 26. Connect the wiring from the cables to the customer connector. The wire in each cable is labeled. Insert each pin into the appropriate location on the connector. Pull on each wire to verify proper installation of the pin.

5. Connect the two terminal connector on the interconnect harness to the two terminal connector inside the interface box. This connection is for the emergency stop circuit and the circuit for the GSOV.

6. Connect the wiring from the driven equipment to the end of the interconnect harness.

Remote Panel

Illustration 27	g01256226
Dimensions and components of the remote panel (9) Advisor monitor display (10) Manual prelubrication switch and indicator (11) Emergency stop button (12) Engine control (13) Desired speed potentiometer (14) Service tool connector

The remote panel provides the following capabilities:

• Emergency stop

• Engine control

• Advisor monitor display

• Desired engine speed

• Manual prelubrication

• Indication of alarms, derates, and shutdowns via the Advisor monitor display

Make the connections to the remote panel according to the following procedure:

1. Refer to "Interconnect Harness". Route the interconnect harness from the interface box to the remote panel. Make the connections for the interconnect harness inside the interface box.

   Note: The wires and the cables that make up the interconnect harness may be cut to the appropriate length, if necessary. Do not cut all of the wires and the cables at the same time. Cut one wire and connect the wire to the appropriate location on the terminal strip. The practice is important when a cable that contains several wires is cut. The cable does not have an external marking that identifies the cable. Cut the cable. Then slide the appropriate heat shrink tube into the end of each wire in the cable. This technique helps to ensure that each connection is made correctly.

   Note: Each wire in the harness is identified with the circuit identification.

   1. Select a wire. Identify the location on the terminal strip for the wire. Refer to Table 6.

   2. Cut the wire to the appropriate length.

   3. Slide the appropriate heat shrink tube onto the end of the wire. Shrink the tube onto the wire.

   4. Attach the wire end that is the appropriate gauge onto the end of the wire.
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      Illustration 28	g03869136
      Location for the connections for the interconnect harness inside the remote panel

      Note: T13 and T14 are reserved for Product Link CAT data link + and CAT data link - (Factory Connections).

      Note: T35, T36, and T38 are reserved for Product Link CAN data link + and CAN data link -. CAN data link is for factory use only.

   5. Refer to Illustration 28. Make the connections for the interconnect harness on the left side of the terminal strip. Insert the wire end into the appropriate location on the terminal strip. Pull on the wire to verify that the connection is secure.
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      Table 6

      Connections for the Interconnect Harness on the Terminal Strip
      Interconnect Harness Wire Identification	Gauge of the Wire End	Location on the Terminal Strip	Function
      P200-T4 Cable 105-Red	16	4	+Battery for the operation of the remote panel
      M170-T6 Cable 50-Red	16	6	Desired Engine Speed
      M170-T7 Cable 50-White	16	7	Desired Engine Speed
      M170-T8 Cable 50-Black	16	8	Desired Engine Speed
      M170-T9 Cable 50-Shield	16	9	Shield for the Desired Engine Speed
      M180-T10	16	10	Desired Engine Speed 4−20 mA
      M120-T11	16	11	Grid Status
      M180-T12	16	12	Desired Engine Speed 4−20 mA −
      D100-T13	16	13	Cat Data Link +
      D100-T14	16	14	Cat Data Link −
      P500-T15	16	15	Return
      P615-T16	16	16	Start Command
      M530-T17	16	17	Driven Equipment
      P600-T18 Cable 105-White	14	18	Keyswitch
      M510-T19	16	19	Normal Stop
      P697-T20	16	20	Active Alarm
      SC01-T21	16	21	Spare
      M190-T22	16	22	Idle/Rated Input
      C256-T23	16	23	Emergency Stop
      P614-T24	16	24	Auto
      P698-T25	16	25	Engine Failure
      C293-T26 Cable 91-White	16	26	Manual Prelube Input
      P696-T27	16	27	Crank Terminate
      C256-T28	16	Bottom 28	Emergency Stop
      M140-T29	16	29	Run Relay
      A330-T30 Cable 109-Red	16	30	Gas Shutoff Valve
      P613-T31	16	31	Cooldown/Stop
      M164-T32	16	32	Desired Timing
      A320-T33 Cable 91-Red	16	33	Prelube ON
      D200-T35 Cable 45-Yellow	18	35	CAN Data Link +
      D200-T36 Cable 45-Green	18	36	CAN Data Link −
      A330-T37 Cable 109-White	16	37	Gas Shutoff Valve
      D200-T38 Cable 45-Shield	18	38	CAN Data Link Shield
      P300-T39 Cable 105-Black	14	39	−Battery
      P300-T40 Cable 91-Black	16	40
      T41	Unconnected		Spare
      T42	Unconnected		Spare
      T43	Unconnected		Spare
      T44	Unconnected		Spare
      T45	Unconnected		Spare
      T46	Unconnected		Spare
      T47	Unconnected		Spare
      T48	Unconnected		Spare
      T49	Unconnected		Spare

2. Perform the following procedure to connect the wiring from the driven equipment.
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   Illustration 29	g03869139
   Location for the customer connection inside the remote panel

   Note: T13 and T14 are reserved for Product Link CAT data link + and CAT data link - (Factory Connections).

   Note: T35, T36, and T38 are reserved for Product Link CAN data link + and CAN data link -. CAN data link is for factory use only.

3. Refer to Illustration 29. Make the connections for the driven equipment on the right side of the terminal strip. Table 3 lists the connections that are available.

Wiring for the Emergency Stop Circuit

The circuit for the emergency stop buttons is complete when the remote panel is installed. An additional emergency stop button may be added to the circuit. Refer to Illustration 30. Remove the bridge and connect the additional button according to the Illustration.

Note: T-35 is the recommended return for the emergency stop circuit. If the return is going to T-31, the emergency stop circuit needs rewired to T-35.

Illustration 30	g03869132
Emergency stop circuit with an additional emergency stop button

Wiring for the Gas Shutoff Valve

The circuit for the emergency stop buttons is complete when the remote panel is installed. Refer to Illustration 30.

Illustration 31	g01256413
Circuit for the gas shutoff valve

Inputs for the Engine Mode of Operation

The engine has four modes of operation. The mode of operation is determined by three inputs. The valid configurations of the inputs are described in Table 7.

Table 7

Valid Configurations of the Terminals on the Customer Connector for Selection of the Engine Mode of Operation
	Terminal 24	Terminal 16	Terminal 31
"OFF/RESET" Mode	No(1)	No	No
"AUTO" Mode	Yes(2)	No	No
"START" Mode	Yes	Yes	No
"START" Mode	No	Yes	No
"COOLDOWN/STOP" Mode	No	No	Yes

(1)	The "No" indicates that the terminal is not connected to terminal 15.
(2)	The "Yes" indicates that the terminal is connected to terminal 15.

Configurations that are not shown in Table 7 will activate a diagnostic code.

The transition between inputs must occur within 1/10 second. If the transitions do not occur within 1/10 second, a diagnostic code is activated.

"OFF/RESET" Mode

When none of the inputs are connected, the engine is in the "OFF/RESET" mode. Any active diagnostic codes are cleared.

"AUTO" Mode

When terminal 24 is connected to terminal 15, the engine is in the "AUTO" mode. The ECM is in standby. In the "AUTO" mode, terminal 16 controls both the engine start sequence and the shutdown sequence.

The engine start sequence is initiated when terminal 16 is connected to terminal 15. When terminal 16 is disconnected, the shutdown sequence is initiated.

"START" Mode

The engine start sequence begins when terminal 16 is connected to terminal 15.

"COOLDOWN/STOP" Mode

Cooldown begins when terminal 16 is disconnected from terminal 15 and terminal 31 is connected to terminal 15. The cooldown is followed by the shutdown sequence.

Connect the Cat ET

Cat ET is designed to run on a personal computer. Cat ET can display the following information:

• Parameters

• Diagnostic codes

• Event codes

• Engine configuration

• Status of the monitoring system

Cat ET can perform the following functions:

• Perform diagnostic tests.

• Calibrate sensors.

• Download flash files.

• Set parameters.

Note: For more information regarding the use of Cat, refer to the documentation that accompanies your Cat ET software.

There are two locations for connecting the communication adapter to the engine control system. One connection is on the right rear corner of the engine. The other connection is on the remote panel.

The engine power supply provides the communication adapter with 24 VDC. An indicator on the communication adapter indicates when the adapter is receiving power. Use the following procedure to connect Cat ET to the engine control system.

Illustration 32	g01255306
Connecting the Communication Adapter II (1) Personal Computer (PC) (2) 237-7547 Adapter Cable As (3) 196-0055 Adapter Cable As (4) 225-5985 Parallel Port Cable (COMMUNICATION ADAPTER) (5) 275-5121 Communication Adapter As (6) 207-6845 Adapter Cable As

Note: Items (3), (5), and (6) are part of the 275-5121 Communication Adapter Gp.

1. Set the engine control to the OFF/RESET mode.

2. Connect communications adapter (5) to a communications port on the PC by using one of the following methods:

   1. Connect cable (4) between the "COMPUTER" end of communications adapter (5) and the parallel port of PC (1). Be sure to configure Cat ET for the parallel port. This configuration provides the fastest connection.

   2. Connect cable (3) between the "COMPUTER" end of communication adapter (5) and the RS232 serial port of PC (1).

   3. Connect cables (2) and (3) between the "COMPUTER" end of communication adapter (5) and the USB port of PC (1).

3. Connect cable (6) to communication adapter (5).

4. Connect cable (6) to a service tool connector.

5. Verify that the "POWER" indicator on the communication adapter is illuminated.

6. Establish communication between Cat ET and the ECM.

Connect Gauges and Instruments

Water Manometer

Illustration 33	g01254426
Locations for the connection of the manometer on a low-pressure fuel system. A typical configuration is shown. (1) Taps for the manometer

Illustration 34	g01254427
Locations for the connection of the manometer on a high-pressure fuel system. A typical configuration is shown. (1) Taps for the manometer (2) Tap for measurement of the pressure of the gas supply

The water manometer or the differential pressure gauge is not required for the Deltec mixer systems with zero pressure regulators. Two manometers are required for low-pressure gas fuel systems with two Impco carburetors. One manometer is required for high-pressure gas fuel systems with two Impco carburetors.

1. Turn the main gas valve OFF.

2. Remove the plugs from taps (1).

3. Connect a 1U-5470 Engine Pressure Group or a water manometer between the two pressures taps with the proper adapter fittings.

Note: Install a shutoff valve between the carburetor and the manometer for the high-pressure systems. Close this valve when you start the engine or when you stop the engine.

Emissions Analyzer

Install the 156-1060 Emissions Analyzer to monitor the exhaust emissions in the engine exhaust outlet. Analyzer should be installed ahead of any exhaust aftertreatment (catalysts). Remove the plug that is located in the exhaust inlet of the turbocharger, or in the exhaust elbow on naturally aspirated engines. Connect the 156-1060 Emissions Analyzer in accordance with the manufacturer instructions.

Note: An emissions analyzer that measures NO and NO² separately must be used. The analyzer is used to check the air/fuel ratio control and adjust the air/fuel ratio control. The accuracy of the emissions analyzer must be within 10 percent of a standard at the desired engine NO _X emissions level. Calibrate the emissions analyzer for both NO and NO² as needed to maintain this accuracy level.

Inlet Manifold Pressure

The inlet manifold pressure is measured below the throttle plate with a pressure gauge. The inlet manifold pressure is used to indicate the engine load.

Supply Pressure to the Gas Pressure Regulator

Refer to Illustration 34. Remove the plug from tap (2). Connect a pressure gauge to the tap. This pressure gauge will monitor the supply pressure to the gas pressure regulator.

Prepare the Engine for Start-Up

Ensure that all these factors are in proper working condition prior to the initial start-up: engine installation, driven equipment, all the related hardware and electrical connections. Failure to perform the commissioning procedure could result in unsatisfactory operation.

Perform the following procedure for the initial start-up and for start-up after major maintenance and/or after repair.

1. Verify that the connections between the engine control system and the driven equipment are connected properly.

2. Install the main fuse (15 amp).

3. Set the engine control to the COOLDOWN/STOP mode. Test each emergency stop button before the engine is started to verify that the engine control system generates an E264 event code.

   After the operation of each emergency stop has been verified, set the engine control to the OFF/RESET mode. Reset the control system.

4. Turn on the jacket water heater (if equipped).

5. Inspect the inlet air system. Make sure that the system does not leak. Make sure that the system is free of debris.

6. Inspect the fuel supply system. Make sure that the system does not leak. Make sure that the system is free of debris. Blow any debris from the fuel lines.

7. Perform the daily inspection and all the daily maintenance procedures. The procedures are in the "Maintenance Interval Schedule" section of the appropriate Operation and Maintenance Manual.

8. Verify that the driven equipment is ready for operation.
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   Illustration 35	g00529416
   Power screw on the carburetor

9. Locate the power screw. Turn the screw clockwise until the screw is fully seated. Next, turn the screw 3.5 times in the counterclockwise direction.

   Turn the power screw clockwise for a leaner fuel mixture. Turn the power screw counterclockwise for a richer fuel mixture.

   Note: The power screws for the carburetors must remain adjusted within 1/6 of a turn of each other on low-pressure engines with two carburetors. If the carburetors are not adjusted correctly, one turbocharger is more likely to surge during large transient loads.

10. Set the gas line pressure into the gas pressure regulator. The proper range of the pressure settings follow:

    • 10 kPa (1.5 psi) to 35 kPa (5 psi) for engines with low pressure

    • 210 kPa (30 psi) to 275 kPa (40 psi) for engines with low emissions, and high pressure

    • 172 kPa (25 psi) for stoichiometric standard engines

11. Set the engine control to the STOP mode. Use the "Monitoring System" screen from the "Service" drop-down menu on Cat ET to view the default settings of the trip points for the alarms. Adjust the settings, if necessary.

    For the necessary values of the operating parameters, refer to the applicable Data Sheet on engine performance in the engine Technical Marketing Information (TMI).

12. Use the "Configuration" screen from the "Service" drop-down menu on Cat ET to view the configuration parameters.
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    Table 8

    Configuration Parameters for G3500A3 Engines
    Parameter
    Timing Control
    "First Desired Timing"
    "Second Desired Timing"
    Air/Fuel Ratio Control
    "Desired Oxygen at Full Load"
    "Oxygen Feedback Feature Enabled Status"
    "Air/Fuel Proportional Gain"
    "Air/Fuel Integral Gain"
    "Desired Fuel Valve Offset Position"
    "Emissions Feedback Mode configuration"
    "Desired Engine Exhaust NOx Level Setting"
    "Air/Fuel Proportional Gain"
    "Air/Fuel Intregal Gain"
    Speed Control
    "Low Idle Speed"
    "Minimum Engine High Idle Speed"
    "Maximum Engine High Idle Speed"
    "Engine Acceleration Rate"
    "Rated Engine Speed"
    "Desired Speed Input Configuration"
    "Governor Type Setting"
    Engine Operation
    "Engine Speed Droop"
    "Governor Proportional Gain"
    "Governor Integral Gain"
    "Governor Derivative Gain"
    "Auxiliary Proportional Governor Gain 1"
    "Auxiliary Integral Governor Gain 1"
    "Auxiliary Derivative Governor Gain 1"
    "Speed Timing Map"
    "Engine Load Timing Map"
    Start/Stop Control
    "Driven Equipment Delay Time"
    "Crank Terminate Speed"
    "Engine Purge Cycle Time"
    "Engine Cooldown Duration"
    "Cycle Crank Time"
    "Engine Overcrank Time"
    "Engine Speed Drop Time"
    "Engine Pre-lube Time Out Period"
    Engine Pre-Lube
    Engine Load Calibration
    "Full Load Intake Manifold (Absolute) Pressure"
    "No Load Intake Manifold (Absolute) Pressure"
    Monitoring and Protection
    "High Inlet Air Temp Engine Load Set Point"
    "Exhaust Temperature Installation Status"
    Module Information
    "Engine Serial Number"
    "Equipment ID"
    "Customer Password #1"
    "Customer Password #2"
    "Total Tattletale"

13. Verify that the value of the "First Desired Timing" parameter is according to the recommended timing in the Engine Performance, "Fuel Usage Guide". Enter the correct value if the existing value is incorrect.

14. Verify that the values for all other specified parameters are correct. Refer to Systems Operation/Testing and Adjusting, RENR9352, "Electronic Control System Parameters" for additional information on the parameters, if necessary.

15. Calibrate the oxygen sensor (if equipped). Refer to Troubleshooting, RENR9353, "Oxygen Sensor - Calibrate".

16. Turn ON the fuel supply to the engine. Verify that no gas is leaking. Verify that the gas does not flow past the GSOV.

Start the Engine

Note: Several attempts may be required for the initial start-up before air is purged from the fuel lines.

1. Start the engine.

   If the engine starts, proceed to Step 2. If the engine will not start or the idle rpm is unstable, perform the following procedure.

   1. Use Cat ET to check for diagnostic codes and for event codes. Correct any active conditions before you continue.

   2. Check to make sure that the GSOV is being energized to allow fuel flow to the engine.

   3. Check the gas pressure regulator differential output setting, refer to "Connect Gauges and Instruments" for more information. Make sure that the differential pressure setting is at least 0.75 kPa (3 inch/H2O). For the most accurate differential pressures refer to Step 5 of this procedure.
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      Illustration 36	g01256414
      Carburetors (1) Screw (2) Valve (3) Location for the 7E-1569 Washer

   4. You may add a 7E-1569 Washer to the carburetor to lean the air/fuel ratio during start and idle, if necessary. The washer will have little effect under load. Refer to Illustration 36. Gain access to valve (2). Remove screw (1). Remove valve (2). Insert washer (3). Install the valve.

   5. Start the engine.

2. The engine will accelerate too low idle rpm. Operate the engine at low idle. Verify the following conditions:

   • Proper engine oil pressure

   • No fluid leaks

   • No gas leaks

3. After the engine is running, test the operation of each emergency stop button according to the following procedure:

   After each test, reset the emergency stop button and set the engine control to the OFF/RESET mode. Then restart the engine. After all the emergency stop buttons have been tested, use Cat ET to clear the event codes from the ECM.

   1. Press the emergency stop button. The engine will stop.

      Note: Unburned gas remains in the exhaust system when the engine is stopped with the emergency stop button.

   2. Reset the emergency stop button.

   3. Set the engine control to the OFF/RESET position.
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      Unburned gas in the air inlet and exhaust system may ignite when the engine is started. Personal injury and/or damage may result. Before starting an engine that may contain unburned gas, purge the unburned gas from the air inlet and exhaust system. Refer to "Unburned Gas - Purge".

   4. Purge the exhaust system. Refer to "Unburned Gas − Purge"

   5. Repeat this procedure for each emergency stop button.

4. Start the engine.
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   Illustration 37	g03324741

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   Illustration 38	g03324743

5. Run the engine at high idle speed with no load. Then adjust the gas pressure regulator to obtain the correct differential pressure. Use the graphs above to determine the correct differential pressure for the site fuel and the engine carburetor. These graphs will provide the optimum value for engine starting and stable engine operation with no engine load. This value will generally be between 0.87 to 1.74 kPa (3.5 inches to 7 inches of H2O) for these engines.

   1. Use the top graph for "Lower Heating Value Fuels" to obtain the correct pressure differential for the engine. Use the lower graph for "High Heating Value Fuels" to obtain the correct pressure differential for the engine.

   2. Locate the BTU value of the fuel on the bottom of the graphs. Trace the BTU value upward on the graph to the intersection of the BTU value and the line that represents the carburetor for your engine.

   3. From the point determined in the previous Step, follow the graph to the left to locate correct differential pressure.

6. If required, adjust the differential pressure by removing the cap from the regulator. Turn the threaded disk with the 8T-5160 Gas Regulator Setting Tool. Turning the disk clockwise will increase differential pressure. Turning the disk counterclockwise will decrease the differential pressure.

   Note: Low-pressure gas engines are equipped with two carburetors and two regulators. The differential pressure between the two regulators must be within 1 in of water. The optimum engine operation will occur when both the supply pressure for the regulator and the air/fuel differential pressure is close together.

7. If the engine is unstable, perform the following procedure:

   1. Record the values for these parameters:

      • "Governor Gain Factor"

      • "Governor Stability Factor"

      • "Governor Compensation Factor"

   2. Set the values for the "Governor Gain Factor" and for the "Governor Stability Factor" to zero.

   3. Adjust the governor. Refer to "Adjusting the Governor".

8. Allow the engine to reach full operating temperature. The correct setting will provide the most stable rpm.

   Proceed to "Adjust the Engine for the Correct Emissions When the Engine is Equipped with AFRC".

Adjust the Engine for the Correct Emissions When the Engine is Not Equipped with AFRC

1. Increase the load while you monitor the exhaust emissions level with an emission analyzer tool and the detonation level on Cat ET. If detonation occurs, the exhaust emission level may indicate lower oxygen and/or higher NO_x as compared to the information provided in the engine TMI or the Performance Data Sheet. Turn the power screw clockwise to obtain the exhaust oxygen/NO_x level that is given in the engine TMI or Performance Data Sheet. If the detonation is still present, temporarily retard the ignition timing with Cat ET.

   Note: Detonation may cause severe engine damage. Make all adjustments slowly and pay close attention to the level of the exhaust oxygen/NO_x and to the detonation level.

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   NOTICE
   Do not remove the cap from the regulator until the load has been removed from the engine. The cap is pressurized by turbocharger boost pressure that is present when the engine is operated under load.

2. Continue to increase the load until the desired load is reached. Do not exceed the maximum load that was determined in the Required Information. If the engine does not reach the desired load and the throttle is wide open, either the gas supply or the air supply is insufficient.

   If the exhaust oxygen level is high and/or the NO_x level is low in comparison to the performance data, the engine needs more gas. Turn the power screw counterclockwise to increase the gas supply. If the exhaust oxygen level remains high and/or the NO_x level remains low, increase the differential pressure setting of the gas pressure regulator.

   If the exhaust oxygen level is low and/or the NO_x level is high, the engine needs less gas. Turn the power screw clockwise to decrease the gas supply.

   If the engine does not reach the desired load, the throttle is wide open, and the exhaust oxygen/NO_x level is close to the performance data, the engine may need more air or turbocharger boost pressure. Turn the adjustment screw for the wastegate clockwise to increase the turbocharger boost pressure.

3. While the engine is at the desired load, adjust the power screw to obtain the emission level given in the performance data at 100 percent load.
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   Illustration 39	g01254428
   Section view of the wastegate (1) Plug (2) Setscrew (3) Nut

4. The setting of the throttle angle depends on the needs of the application:

   1. For engine applications that need to respond to transient loads:

      Turn setscrew (2) for the wastegate to obtain a throttle angle of 55 degrees to 60 degrees at full load.

   2. For engine applications without transient loads and where efficiency is desired:

      Turn setscrew (2) for the wastegate to obtain a throttle angle of 65 degrees to 70 degrees at full load.

   3. To obtain the correct throttle angle and exhaust emissions at full load, you may need to readjust the following components several times: the power screw, the regulator differential pressure, and the wastegate.

   4. When the adjustment of the wastegate is correct, tighten nut (3) and install plug (1).

      Note: The throttle angle is measured with the scribed line that is on the throttle plate shaft. An open throttle corresponds to a 90 degree angle and the reference line that points straight up.

5. Operate the engine throughout the expected load range. Verify that the engine rpm is stable, and verify that the throttle angle at full load and the exhaust emissions are correct. Fluctuations of the fuel pressure can change the air/fuel ratio. For high-pressure gas fuel systems, the maximum fluctuation that is allowed in the fuel pressure to the engine is 3.4 kPa (0.50 psi). For low-pressure gas fuel systems, the maximum fluctuation that is allowed in the fuel pressure to the engine is 1.7 kPa (0.25 psi). If the pressure in the gas supply line is within acceptable limits, the governor settings may need adjustment. Refer to "Adjusting the Governor".

6. Check the final adjustments to the engine to ensure compliance with the emissions requirement.

7. Verify that the cooling system temperatures and the cooling system pressures are within the correct operating ranges.

8. Select the "Information" drop-down menu to view the status parameters. Review the values of the status groups on Cat ET. Record the values of the parameters. Save the values for future reference.

   If the engine is not equipped with AFRC, the installation and start-up are completed. If the engine is equipped with AFRC, proceed to "Adjust the Engine for the Correct Emissions When the Engine is Equipped with AFRC".

Adjust the Engine for the Correct Emissions When the Engine is Equipped with AFRC

Oxygen Feedback

1. Set the engine control to the COOLDOWN/STOP mode.

2. After the engine has stopped, select "Configuration" from the "Service" drop-down menu. Select "Air Fuel Ratio Tuning" from the selection menu. Set the "Oxygen Feedback Enabled Status" to "Disabled". The fuel valve should be locked by the ECM at 70 percent open when the engine is operating above 40 percent load.

   Note: The engine will now operate in open loop mode throughout the upper range of engine loads.

3. Start the engine and perform Steps 1 through 8 of "Adjust the Engine for the Correct Emissions When the Engine is Not Equipped with AFRC" listed above. These steps will provide the correct adjustment of the wastegate and the power screw settings.

4. Slowly ramp up to 100 percent load.

5. Verify that the value for "Actual Oxygen" on Cat ET is within 1 percent of the measured value of oxygen from the emission analyzer tool. If the value is not correct, troubleshoot the oxygen sensor or the emission analyzer tool to determine the problem.

   Continue with this procedure when the "Actual Oxygen" and the measured value of oxygen from the emission analyzer tool are within 1 percent.

   Changing the exhaust oxygen level by adjusting the power screw will directly affect the NO_x output of the engine. Use power screw adjustment to obtain the desired engine exhaust NO_x level measured by the emission analyzer while at full load.

6. Compare the "Actual Oxygen" and "Desired Oxygen" values. The engine must still be in the open loop mode.

   Actual Oxygen - is the oxygen value determined by the oxygen sensor and displayed on Cat ET.

   Desired Oxygen - is the oxygen value calculated by the ECM and displayed on Cat ET. The ECM uses the "Desired Oxygen at Full Load" parameter, entered into Cat ET, to calculate "Desired Oxygen".

   If the "Actual Oxygen" is higher than the "Desired Oxygen", use the following equation. This equation is used to adjust the set point of the "Desired Oxygen at Full Load" parameter:

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   Table 9

   Equation for the Calculation of a New Set Point for "Desired Oxygen at Full Load"

   N = ( A - D ) + C

   N is the new "Desired Oxygen at Full Load" value that will be entered into the Air/Fuel Ratio Control Configuration screen on ET.

   A is the "Actual Oxygen" value.

   D is the "Desired Oxygen" value.

   C is the current "Desired Oxygen at Full Load" value that is entered into the Air/Fuel Ratio Control Configuration screen on ET.

   If the "Actual Oxygen" is lower than the "Desired Oxygen", use the following equation to adjust the set point of the Desired Oxygen at Full Load:

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   Table 10

   Equation for the Calculation of a New Set Point for "Desired Oxygen at Full Load"

   N = C - ( D - A )

   N is the new "Desired Oxygen at Full Load" value that will be entered into the Air/Fuel Ratio Control Configuration screen on ET.

   C is the current "Desired Oxygen at Full Load" value that is entered into the Air/Fuel Ratio Control Configuration screen on ET.

   D is the "Desired Oxygen" value.

   A is the "Actual Oxygen"value.

7. Use Cat ET to enter the new value of "Desired Oxygen at Full Load".

8. Ensure that the "Desired Oxygen" and the "Actual Oxygen" parameters change and are now the same value.

9. Select "Service Procedures" from the "Service" drop-down menu. Select "Air Fuel Ratio Tuning" from the selection menu. Set the "Oxygen Feedback Enabled Status" to "Enabled".

   Note: The engine is now operating in closed loop mode. The fuel valve should stay between 65 and 70 percent open. If the fuel valve is not at this position, adjust the carburetor power screw to reposition the fuel valve. The exhaust emissions will not change because fuel valve movement will correct for adjustment of the power screw while in closed loop.

10. Change the engine load to the load that is required at the site. Check the emissions level. Verify that the emissions meet the requirements of the site.

11. Record the data from all the status groups on Cat ET. Save the data for future reference.

NO_X Feedback

1. Set the engine control to the COOLDOWN/STOP mode.

2. Establish communication between Cat ET and the engine Electronic Control Module (ECM).

3. With the engine stopped, select "Configuration" from the "Service" drop-down menu. Select "Air Fuel Ratio Tuning" from the selection menu. Set the “NO_x Feedback Enabled” to "Disabled". This will lock the Fuel Correction Factor (FCF) at 100 and will result in minimum fuel valve movement. The fuel valve should be near the 75 percent position.

   Note: The engine will now operate in open loop mode.

4. Start the engine and perform Steps 1 through 8 of "Adjust the Engine for the Correct Emissions When the Engine is Not Equipped with AFRC" listed above. This will provide the correct adjustment of the wastegate and the power screw settings.

   Note: It will take a few minutes for the NO_x sensor to complete the warmup procedure and begin sending information to the ECM. In order for the NO_x sensor to send data to the ECM, verify that the engine is at normal operating speed and at operating load. Ensure that the engine is stable. The normal operating load must be between 50 percent and 100 percent. The inlet manifold absolute pressure must be greater than 90 kPa (13 psi). The engine speed must be above 900 rpm.

5. Slowly ramp the engine load up to 100 percent load.

6. Observe the readings on the emissions analyzer.

7. Adjust the power screw on the carburetor to obtain the correct NO_x target value as specified on the engine Performance Data Sheet. This will achieve the initial air/fuel ratio adjustment.

8. Access the “Service/Calibrations/Engine Exhaust NO_x Level Sensor” calibration screen on Cat ET, while the engine is operating under full load in the open loop. Follow the prompts that guide you through the calibration procedure.

   1. Use the buttons at the bottom of the screen to adjust the NO_x slope to generate a NO_x value on Cat ET that matches the NO_x value on the emissions analyzer within ± 10 ppm.

   2. Make small adjustments to the slope during the calibration procedure. Allow the NO_x value to stabilize after each adjustment. If large changes are made, engine operation may become unstable.

   3. After adjusting the NO_x slope level on Cat ET to within ± 10 ppm of the NO_x value on the emissions analyzer, the calibration is complete.

      Select "Finish" at the end of the calibration procedure to save the new settings.

      Note: Normally, selecting "Finish" would put the engine back into NO_x feedback, but because the NO_x feedback was disabled in the "Configuration Screen" before the engine was started, you must perform Step 9.

9. Access "Configuration" from the "Service" drop-down menu. Select "Air Fuel Ratio Tuning" from the selection menu. Set the “Desired Engine Exhaust NO_x Level” to the NO_x target for your engine. Set the “NO_x Feedback” to "Feedback Enabled". The fuel valve should stay between 70 and 75 percent open and the FCF should stay near 100 ± 5 percent.

10. Continue to run the engine for 3 minutes to verify NO_x emissions and to verify stable operation.

11. Change the engine load to the load that is required at the site. Check the emissions level. Verify that the emissions meet the requirements of the site.

12. Record the data from all the status groups on Cat ET. Save the data for future reference.

    Note: Do not operate the air/fuel ratio control in "Feedback Disabled" (open loop) after engine set-up or after troubleshooting is complete. If any changes are made to engine timing or wastegate settings, the air/fuel ratio control must be checked and adjusted with an emissions analyzer.

Adjusting the Governor

The response of the throttle actuator can be adjusted with Cat ET. Use Cat ET to change these parameters:

• "Governor Gain Factor"

• "Governor Stability Factor"

• "Governor Compensation Factor"

Gain - Gain determines the speed of the control response in adjusting for the difference between the desired condition and the actual condition. Increasing the gain provides a faster response to the difference between the desired condition and the actual condition.

Stability - Stability controls the speed for elimination of the error in the difference between the desired condition and the actual condition. The stability dampens the response to the error. Increasing the stability provides less damping.

Compensation - Compensation is used to adjust the time delay between the control signal and the movement of the actuator. If the compensation is too low, the engine speed will slowly hunt. If the compensation is too high, the engine speed will rapidly fluctuate.

Note: The default value for these parameters is "0". The default values should be sufficient for initial start-up. However, the values may not provide optimum performance.

These adjustments are provided to obtain optimum responses to changes in the engine load and in the engine speed. The adjustments also provide stability during steady state operation.

If you have a problem with instability, always investigate other causes before you adjust the governor. For example, diagnostic codes and unstable gas pressure can cause instability.

When you adjust the governor, make sure that the "Grid Status" parameter is "Off".

To change the "Governor Gain Factor" or the "Governor Stability Factor" , use the "Real Time Graphing" feature on the "Information" drop-down menu of Cat ET. The graph provides the best method for observing the effects of your adjustments.

After you make adjustments, always test the stability by interrupting the engine speed and/or load. Operate the engine through the entire range of speeds and of loads in order to ensure stability.

Note: Adjustment of the "Governor Gain Factor" directly affects the speed of the throttle actuator when there is a difference between the actual engine speed and the desired engine speed. An excessive increase of the "Governor Gain Factor" may amplify instability.

To set the "Governor Gain Factor", increase the value until the actuator becomes unstable. Slowly reduce the value to stabilize the actuator. Observe that the engine operates properly with little overshoot or undershoot.

Adjustment of "Governor Stability Factor" dampens the actuator response to changes in load and in speed. Increasing the value provides less damping. Decreasing the value provides more damping. To reduce an overshoot, decrease the value. To reduce any undershoot, increase the value.

Note: An increase of the "Governor Stabillity Factor" may require a decrease of the "Governor Gain Factor" to maintain engine stability.

Illustration 40 shows some typical curves for transient responses.

Illustration 40	g01017530
Typical curves for transient responses (Y) Engine speed (X) Time (1) The "Governor Gain Factor" is too high and the "Governor Stabillity Factor" is too low. There is a large overshoot on start-up and there are secondary overshoots on transient loads. (2) The "Governor Gain Factor" is slightly high and the "Governor Stabillity Factor" is slightly low. There is a slight overshoot on start-up but the response to transient loads is optimum. (3) The "Governor Gain Factor" is slightly low and the "Governor Stabillity Factor" is slightly high. There is optimum performance on start-up but slow response for transient loads. (4) The "Governor Gain Factor" is too low and the "Governor Stabillity Factor" is too high. The response for transient loads is too slow. (5) The response to transient loads is adjusted for optimum performance.

The default value of the "Governor Compensation Factor" is acceptable for most applications. Do not adjust the "Governor Compensation Factor" unless the engine response to changes in load is unacceptable.

Decrease the "Governor Compensation Factor" until a slow, periodic instability is observed. Then, slightly increase the value. Repeat the adjustments of the "Governor Gain Factor" and of the "Governor Stability Factor". Continue to increase the "Governor Compensation Factor". Readjust the "Governor Gain Factor" and the "Governor Stability Factor" until stability is achieved. Adjustments until the engine response to changes in load and in speed is optimized.

Illustration 41 is a graphic representation of adjusting the "Governor Compensation Factor".

Illustration 41	g01017541
The width of the line for the actuator voltage indicates that the throttle actuator is more active as the "Governor Compensation Factor" is increased. (Y) Actuator voltage (X) Time in seconds

Unburned Gas − Purge

The following events cause unburned gas to remain in the air inlet and in the exhaust manifold:

• Emergency stop

• Engine overspeed

• The GSOV is commanded to close and the GSOV does not close.

• Unsuccessful successive attempts to start the engine

Unburned gas may remain in the air inlet and exhaust system after several unsuccessful attempts to start the engine. The unburned gas may increase to a concentration that may ignite during a successive attempt to start the engine.

Perform the following procedure to purge the unburned gas:

Note: This procedure will not work if the engine control does not control the GSOV.

1. Connect Cat ET to the engine.

2. Verify that the value of the "Engine Purge Cycle" parameter is equal to 10 seconds less than the value of the "Crank Cycle" parameter.

3. Set the engine control to the START mode. The engine will crank for the "Engine Purge Cycle" time. Then, the gas shutoff valve will be energized and the ignition will be enabled. The engine will start.

4. Continue with your previous procedure.