- Engine:
- 3512C (S/N: WF31-UP; WF51-UP)
- Petroleum Engine:
- 3512C (S/N: R1A1-UP; R1S1-UP)
- Pumper:
- SPF343C (S/N: RTX1-UP; R2A1-UP)
The following resolutions are permanent fixes to the engines out in the field.
Installation of New Rain Caps
The orientation of the Diesel Oxidation Catalyst (DOC) on some customers well service trailers cause the rain caps to face the front trailer. This position creates the potential for the caps to open when transporting the trailers. In order to correct this issue, a new style of rain caps has been developed. New rain caps are being shipped to the local servicing dealers that have been identified by Global Petroleum
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| Illustration 1 | g03588155 |
Incorrect installation of the rain caps. (1) Rain cap | |
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| Illustration 2 | g03588153 |
Correct installation of the rain caps. (1) Rain cap | |
Investigation of Mixing Tube Fit-Up
There have been some reports of the weld quality not being acceptable on the mixing tube joint. A field investigation is required to make sure that the mixing tube is mating up properly with the air intake piping. Mixing tubes have been shipped out to the local dealers if the mixing tubes need to be replaced.
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| Illustration 3 | g03588168 |
(1) Mixing tube | |
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| Illustration 4 | g03588171 |
(2) Bad weld | |
Speed Timing Sensor Wire Locations
All of the current DGB harnesses in the field have been found to have a wiring issue for the speed timing calibration sensor. This issue can cause speed instability in both Diesel Only and DGB modes, but does not always cause an issue. The wiring in the J1 (70 pin) ECM connector needs switch around. Switch the purple and pink wires for the timing calibration. The two wires are on 32 and 33 refer to Illustration 5 below. Once the wires are corrected, perform a new timing calibration.
Note: The purple wire needs to be on 32 and the pink wire needs to be on 33.
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| Illustration 5 | g03588200 |
Typical incorrect drawing for the timing calibration wiring in the field. | |
Installation of the Most Recent Engine ECM Software
The DGB software on the oil well service units was not allowing the J1939 output for percent substitution to go above 62.5 percent. This issue has been resolved in the most recent versions of software. Below is the list of most recent software for each rating.
The new software part numbers for ATAAC engines are listed in Table 1.
| Rating | Torque Rise | New Software | Former Software |
|---|---|---|---|
| 2250@1900 | 7 | 455-9538 | 448-4927 |
| 2500@1900 | 7 | 455-9202 | 425-0607 |
| 2250@1900 | 1.6 | 455-9537 | 448-1169 |
The new software part numbers for SCAC engines are listed in Table 2.
| Rating | Torque Rise | New Software | Former Software |
|---|---|---|---|
| 2250@1900 | 7 | 456-0314 | 452-1900 |
| 2500@1900 | 7 | 455-9198 | 451-7387 |
| 2250@1900 | 1.6 | 456-0315 | 452-1902 |
Installation of the Ladder Clip for the Fuel Valve Connector
A 4P-8134 Clip for the fuel valve is added to all of the DGB kits.
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| Illustration 6 | g03588237 |
(1) 4P-8134 Clip | |
Engine Turbocharger Compressor Inlet Pressure Sensor Wiring
Note: This procedure only applies to R2A and RTX serial number prefixes with a 435-0427 Engine Harness As .
When the unit has active event codes 1176-3 and 1177-3 for Engine Turbocharger Compressor Inlet Pressure : Voltage Above Normal, the wires were installed incorrectly at both the connectors for the sensors.
Perform the following changes:
- LH Inlet Pressure Sensor: Originally set up with wire A137 (orange) installed in slot 2 and wire A126 (brown) installed in slot 1. Reverse the two wires.
- RH Inlet Pressure Sensor: Originally set up with wire A138 (orange) installed in slot 2 and wire A125 (brown) installed in slot 1. Reverse the two wires.