Installation And Initial Start-Up Procedures{1408} Caterpillar

Introduction

This Special Instruction lists the parts needed and provides the necessary information and electrical schematics for connecting the wiring harnesses that link the engine mounted terminal box and the Engine Supervisory System (ESS) when the ESS panel is remote mounted from the engine.

This Special Instruction also includes the necessary instructions for providing power to the system and for initial commissioning.

The wiring harnesses are available from Caterpillar in various lengths and may be trimmed to required length on site.

NOTE: The maximum recommended distance between the ESS panel and the engine mounted terminal box is 30.5 meters (100.00 ft).

NOTE: Do not perform any procedure outlined in this Special Instruction or order any parts until you have read and understood this information.

Reference: Service Manual (SENR4255) "G3606 And G3608 Engines"

Service Manual (SENR5500) "G3612 And G3616 Engines"

Requirements

All wiring will be in conformance with national, state, and local wiring codes. All wiring harnesses should be installed in metallic, rigid or flexible conduit.

Installation

Engine Supervisory System Panel Mounting Requirements

Illustration 1. Front Auxiliary Rack Mounted Engine Supervisory System Panel: (1) Panel group (instrument) reference. (2) Accessory module reference. (A) 1322.4 mm (52.06 in). (B) 976.6 mm (38.45 in)/936.6 mm (36.87 in). (C) 40.0 mm (1.58 in). (D) Hole locations for remote mounted panel. (E) 1035.3 ± 1.0 mm (40.76 ± .04 in). (F) 976.6 mm (38.45 in). (G) 1322.4 mm (52.06 in).

Illustration 2. Remote mounted ESS panel: (1) ESS panel group. (A) 788.0 mm (31.02 in). (B) 40.0 mm (1.58 in). (C) 1075.4 mm (42.34 in). (D) 40.0 mm (1.58 in). (E) Slot 11.11 mm × 15.88 mm - 8 holes (.437 in × .625 in).

The ESS panel is designed to be mounted either to the front auxiliary rack of the engine or for remote mounting. It is recommended that shock mounts always be used regardless of mounting location.

NOTE: Refer to Illustrations 1 and 2 for installation dimensions.

Customer Interface Connections

This system provides a number of connections to customer supplied equipment. A fitting for installation of conduit is provided on the lower right side of the ESS panel to accommodate wiring to customer equipment. This conduit location is the most convenient for access to the customer interface terminal strip.

24 Volt Power Supply Wiring and Requirements

The wiring from the power source to the ESS panel must be a minimum of 8 AWG. Fault protection should be provided to this wiring per appropriate wiring codes.

The voltage drop from batteries to the ESS panel must not exceed .5 volts (30 amps) with a minimum 8 AWG.

The ESS is designed to operate on a 24 VDC supply. If the engine is not equipped with a battery and alternator, a source of clean 24 VDC power is required to operate the system. This can be provided with a battery and battery charger.

The system will draw a peak current requirement of 35 amps and an average current draw of approximately 12 amps. The connections to provide power are on the customer terminal strip of the ESS panel. Battery POS (+) should be connected to Terminal 351; Battery NEG (-) to Terminal 353.

Customer Interface Wiring

The ESS provides a terminal strip to interface to customer supplied additional modules. The following is a brief description of the signals provided:

Battery Power

Battery POS (+) (Unfused) (Terminal 351)

Terminal 351 is designed to be used to provide a Battery POS (+) connection between a remotely provided battery source and the system.

The minimum wire gauge for this connection is 8 AWG.

Battery POS (+) (Fused) (Terminal 352)

Terminal 352 may be used to provide fused Battery POS (+) connections for remote relays controlled by the ESS:

* Remote throttle controllers,

* Serial interface convertors, or

* Provide + 24 VDC connections for remote relays controlled by the ESS.

The maximum current capacity is 5 amps.

Battery NEG (-) (Terminal 353)

Terminal 353 is designed to be used to provide a Battery NEG (-) connection between a remotely provided battery source and the system.

The minimum wire gauge for this connection is 8 AWG.

Battery NEG (-) (Terminal 354)

Terminal 354 is designed to be a Battery NEG (-) connection for remote devices or remote reference.

Linear Control Interface

+ 20 Supply (Terminal 359)

Terminal 359 provides 20 VDC protected power for remote mounted analog to Pulse Width Modulated (PWM) modules (6V-3291 Electronic Control Groups).

External Fuel Quality (Terminal 361)

The External Fuel Quality input can be used to provide an external fuel quality indication to the Engine Control System. The External Fuel Quality input can be used in conjunction with an analog to PWM module in order to provide the appropriate signal to the system.

External Throttle (Terminal 362)

The External Throttle input can be used to provide an external desired engine speed indication to the Engine Control System.

The External Throttle input is compatible with PWM equipped Woodward load sharing modules.

The External Throttle input can also be used in conjunction with an analog to PWM module in order to provide the appropriate signal to the system.

REF (-) (Terminal 363)

Terminal 363 provides a ground for externally mounted analog to PWM modules, and/or serves as the ground for the PWM signal provided by the Woodward load share modules.

System Status Outputs

Annunciator (Terminal 365)

The Annunciator output interfaces to the optional alarm module.

Engine Failure (Terminals 367, 368)

Terminals 367 and 368 provide a semi-isolated, normally open contact indicating a failure has occurred which has shut down the engine. Terminals 367 and 368 respond to failure inputs from the Detonation Sensing Timing (DST), Electronic Control Module (ECM), or Status Control Module (SCM).

Start/Run (Terminal 372)

The Start/Run output provides approximate battery voltage whenever:

* Sufficient prelube pressure is available to start the engine, the Driven Equipment Ready input indicates that the driven equipment is ready for START, and no faults or inhibits are present to prevent engine START.

Relays connected to the Start/Run terminal must be provided with a flyback diode.

CTR (Terminals 374, 375)

Terminals 374 and 375 provide a semi-isolated, open contact to indicate that crank termination speed has been achieved.

The CTR contact remains closed from crank termination speed until the engine is stopped, plus two seconds.

Terminal 375 should be connected to a POS (+) supply.

Terminal 374 should be used for connection to the load.

Run Relay (Terminals 381, 382)

Terminals 381 and 382 provide a semi-isolated open contact to indicate that the engine is running.

The Run Relay contact remains closed from 50 rpm until the start of engine shutdown.

Terminal 381 should be connected to a POS (+) supply.

Terminal 382 should be used for connection to the load.

ESS Fault (Terminal 360)

The ESS Fault output provides approximate battery voltage whenever the Timing Control or ECM portion of the ESS system has caused an engine shutdown.

Relays connected to the ESS Fault terminal must be provided with a flyback diode.

Maximum permissible output current draw from the ESS Fault terminal is 150 mA.

Horn Driver (Terminal 356)

The Horn Driver output provides approximate battery voltage whenever a shutdown or alarm condition is present.

Relays connected to the Horn Driver terminal must be provided with a flyback diode.

Prelube Active (Terminal 383). The Prelube Active terminal outputs 24 V anytime the Post Lube Relay (PLR) contacts are closed. When HOT the prelube pump should be powered.

Switch Reference Ground (Terminal 376). The Switch Reference Ground terminal is a common ground reference for the customer connection.

Control Switch Input Connections

Emergency Stop (Terminal 355)

Terminal 355 is provided to allow remote mounting of an Emergency Stop switch.

The Emergency Stop input functions identically to the Emergency Stop switch on the ESS panel (short to ground to shutdown).

Customer Stop (Terminal 366)

The Customer Stop terminal is provided for engine shutdown due to remote equipment faults. (Short to ground to shutdown).

The Customer Stop input should not be used if the Engine Status Control has been programmed with a COOLDOWN time. The driven equipment will not initiate a shutdown if the driven equipment develops a fault during COOLDOWN. Shorting the Customer Stop terminal to ground during operation (not COOLDOWN) initiates an Engine Status Control shutdown that requires a manual reset in order to restart the engine. The auxiliary shutdown light comes on.

In general, the preferred shutdown input for external equipment should be the Driven Equipment Ready input.

Generator Parallel (Terminal 369)

The Generator Parallel input [Battery NEG (-)] is used with generator-set engines to indicate to the control system that the generator is paralleled with a utility. This affects the control characteristics of the engine.

The Generator Parallel input has no effect in industrial applications.

Prelube Initiate (Terminal 371)

In systems NOT equipped with continuous prelube, or with intermittent prelube backup to continuous prelube, the system will normally automatically prelube the engine in response to an engine start request.

However, engine start will be delayed until prelube is complete.

The Prelube Initiate input is provided in order to allow remote prelube of the engine in advance of engine start.

In systems equipped with continuous prelube, the Prelube Initiate input has no effect.

If the Mode Control switch is in any position other than OFF/RESET or the ESS system is energized (displays are on), connecting the Prelube Initiate input to Switch Reference Ground (Terminal 376) will cause the engine prelube system to turn ON.

If the Mode Control switch is in OFF/RESET and the system is not energized, connecting the Prelube Initiate input to Switch Reference Ground (Terminal 376) will cause no action until the Mode Control switch is moved from the OFF/RESET position.

Start Initiate (Terminal 373)

If the Mode Control switch is in the AUTO position, connecting the Start Initiate input to Switch Reference Ground (Terminal 376) will cause the engine to prelube and, if the Driven Equipment Ready input indicates that the driven equipment is ready, start the engine.

In all other switch positions the Start Initiate input has no effect.

Driven Equipment Ready (Terminal 384)

The Driven Equipment Ready input is provided to prevent engine START until the driven equipment is ready and to shutdown the engine if the driven equipment is no longer ready.

Connecting the Driven Equipment Ready input to Switch Reference Ground (Terminal 376) will allow the ESS to start the engine if all other starting conditions are met. An open circuit initiates an ESS shutdown that does not require a manual reset in order to restart.

IDLE/RATED Control (Terminal 364)

The IDLE/RATED Control input is provided to allow a means to force the engine speed to remain at low idle.

Connecting the IDLE/RATED Control terminal to Switch Reference Ground (Terminal 376) permits the engine to accelerate from low idle to high idle once sufficient oil pressure is attained.

Leaving the IDLE/RATED Control terminal open will inhibit the engine from accelerating above low idle.

Customer Mode Control Switch Contacts

The following contacts are provided from an additional pole on the Mode Control switch.

Switch Common (Terminal 389):

* The Switch Common terminal is connected to the common of an isolated pole of the Mode Control switch.

OFF/RESET (Terminal 385):

* The OFF/RESET terminal is connected to the common when the Mode Control switch is in the OFF/RESET position.

START (Terminal 386):

* The START terminal is connected to the common when the Mode Control switch is in the START position.

STOP (Terminal 387):

* The STOP terminal is connected to the common when the Mode Control switch is in the STOP position.

AUTO (Terminal 388):

* The AUTO terminal is connected to the common when the Mode Control switch is in the AUTO position.

Serial Communication (Terminals 357, 358)

The Serial Communication terminals provide serial communications for remote monitoring via a Customer Communications Module.

NOTE: The Serial Communications port is NOT compatible with RS232 serial communications.

Custom Features

Reserved Terminals (Terminals 370, 377, 378, 379, 380)

These terminals have no function in this panel configuration.

Call the factory for further information.

Engine Supervisory System Panel To Engine Mounted Terminal Box Wiring Harness

Install the following cables and terminate them at the engine mounted terminal box and ESS panel.

NOTE: Cables are prelabeled for easier cable installation.

Illustration For Chart 1: (A) Engine mounted terminal box. (B) ESS terminal. (C) Red wire. (D) White wire. (E) Black wire. (F) Shield.

The following circuits require the three conductor, shielded, Teflon® jacketed cables.

NOTE: The shield and ground connection are terminated at a common terminal in the ESS Panel.

Illustration For Chart 2: (A) Engine mounted terminal box. (B) ESS box terminal. (C) Red wire. (D) White wire. (E) Black wire. (F) Shield.

The following circuits require the three conductor, shielded, Teflon® jacketed cables. The shield and ground connection are terminated at separate terminals in the ESS box.

Illustration For Chart 3: (A) Engine mounted terminal box. (B) ESS box terminal. (C) Red wire. (D) White wire. (E) Green wire. (F) Black wire. (G) Yellow wire. (H) Shield.

The following circuit requires the five conductor, shielded, thermoplastic jacketed cable.

Illustration For Chart 4: (A) Engine mounted terminal box. (B) ESS box terminal. (C) White wire. (D) Blue wire. (E) Green wire. (F) Orange wire. (G) Red wire. (H) Black wire. (I) Shield.

The following circuit requires the six conductor, shielded, Teflon® jacketed cable.

Illustration For Chart 5: (A) Engine mounted terminal box. (B) ESS box terminal. (C) White wire. (D) Black wire. (E) Shield.

The following circuit requires the three conductor, shielded, Teflon® jacketed cable.

NOTE: The shield is only terminated in the Engine mounted terminal box.

Illustration For Chart 6: (A) Engine mounted terminal box. (B) ESS box terminal. (C) White wire. (D) Black wire. (E) Shield.

The following circuits require the two conductor, shielded, Teflon® jacketed cable.

NOTE: The shield is terminated in both boxes.

Illustration For Chart 7: (A) Engine mounted terminal box. (B) ESS box terminal. (C) White wire. (D) Black wire. (E) Shield.

The following circuits require the two conductor, shielded, Teflon® jacketed cable.

NOTE: The shield and black wire are terminated at a common terminal in the ESS box.

Illustration For Chart 8: (A) Engine mounted terminal box. (B) ESS box terminal. (C) Red wire.

The following circuits require 16 AWG single conductor red wire.

Illustration For Chart 9: (A) Engine mounted terminal box. (B) ESS box terminal. (C) White wire.

The following circuits require one 16 AWG single conductor white wire.

Illustration For Chart 10: (A) Engine mounted terminal box. (B) ESS box terminal. (C) Yellow wire. (D) Red wire.

The following circuits require 20 AWG chromel/alumel thermocouple cable with polyvinyl insulation.

NOTE: The yellow wire is Battery POS (+) and the red wire is Battery NEG (-).

NOTE: Use the terminals in the above Chart 10 appropriate for your cylinder configuration.

Illustration For Chart 11: (A) Engine mounted terminal box. (B) Fuse block located in engine mounted terminal box. (C) ESS box terminal. (D) Red wire. (E) Black wire.

The following circuits require the twisted pair 8 AWG red and black wires.

Reference: Service Manual (Module) SENR6510 "Electronic Troubleshooting, Engine Supervisory System (ESS)"

Service Manual (Module) SENR4255, "G3606 And G3608 Engine, System Operation, Testing And Adjusting"

Service Manual (Module) SENR5528, "G3612 And G3616 Engine, System Operation, Testing and Adjusting"

Initial Start-Up Procedure

The following procedure is to be used when starting the engine for the first time or after major maintenance or repair to the engine or Engine Supervisory System.

Before Applying Power To The System:

1. Turn OFF air supply to the Air Start solenoid and the Prelube solenoid in order to prevent accidental cranking or engine prelube if wiring is incorrect.

2. To minimize the potential of damage to components due to incorrect wiring, disconnect the connectors from the following devices:

* Air restriction sensor(s)

* All combustion buffers

* Choke actuator

* Crankcase pressure sensor

* Detonation sensor(s)

* Engine Control air temperature sensor

* Engine Control speed sensor

* Filtered and Unfiltered oil pressure sensor

* Fuel actuator

* Fuel Temperature sensor

* Gas Shutoff valve

* Jacket Water Temperature sensor

* Pressure module

* Starting Air Pressure sensor

* Altronic Interface Box (AIB) (magnets)

* Transducer module

* Crank Angle Sense (CAS)

* Status Control Module (SCM) speed pickup

* Oil Level switch

* Water Level switch

* Wastegate actuator

3. Set Engine Control switch to OFF/RESET, and

* Verify that the speed sensors are properly calibrated.

Refer to "Sensor Calibrations" in this Special Instruction.

* Verify that the actuators are properly set up.

Refer to "Mechanical Actuator And Digital Diagnostic Tool (DDT) Adjustments" in the Systems Operation Testing And Adjusting manual.

Before Starting Engine

Installation Inspection

* Make a walk-around inspection of the installation.

* Wipe clean all fittings, caps and plugs.

Air Intake System

* Inspect the air intake system piping, elbows and gaskets for cracks or damage and repair or replace, if necessary.

* Inspect for loose clamps and tighten to recommended torque, if necessary.

Cooling System

* Inspect the cooling system for leaks.

* Inspect the system piping for cracks or damage.

* Inspect for loose clamps and tighten to recommended torque, if necessary.

Lubrication System

* Inspect for lubrication leaks, such as seals, crankcase, oil filter, oil gallery plugs, sensors and valve covers.

Electrical System

* Inspect wiring for loose connections and worn or frayed wires, especially the engine junction box and magnetic pickups.

Prestart Checks

* All guards must be in place and in serviceable condition. Repair if damaged or replace if missing.

Crankcase Oil

* Measure the engine crankcase oil level. The correct oil level is shown on the ENGINE STOPPED side of the dipstick (oil level gauge).

NOTE: Refer to the Refill Capacities chart in the appropriate "Operation & Maintenance Manual" for the engine's crankcase capacity.

NOTE: If the ADD and FULL marks have not been stamped on the dipstick, contact your Caterpillar dealer for assistance.

Engine Coolant

* Check the coolant level.

* The coolant level MUST be within 13 mm (.5 in) of the bottom of the fill pipe, or

* If equipped with a sight glass, the coolant level MUST be in the zone indicated.

Driven Equipment

* Disengage the clutch, or open the circuit breaker on a generator set.

* Check the oil level(s) on driven equipment, if equipped.

Separate Circuit Aftercooled (SCAC)

1. Set the Mode Control switch to OFF/RESET.

2. Connect a 24 VDC power source to ESS panel on Terminals 351 and 353.

NOTE: Refer to "24 Volt Power Supply Wiring and Requirements" in this Special Instruction.

NOTE: This should not cause any observable action by the control system.

* Verify that all modules are turned OFF (No LED's on the Engine Timing Control (ETC), no Display or LED's on the Engine Control Module (ECM), no displays or LED's on the SCM, and no display on the gas ESS modules).

If the modules are ON, refer to Service Manual (Module) SENR6510 "Electronic Troubleshooting, Engine Supervisory System (ESS)".

* At the engine mounted terminal box, verify that:

(a) The Air Prelube solenoid is de-energized.

NOTE: Refer to Service Manual (Module) SENR6510 "Electronic Troubleshooting, Engine Supervisory System (ESS)", if energized.

(b) The Starter solenoid is de-energized.

(c) The wire to the Gas Shutoff valve is de-energized.

NOTE: Refer to Electrical Schematic supplied with the engine or Service Manual (Module) SENR6510 "Electronic Troubleshooting, Engine Supervisory System (ESS)" if energized.

(d) Ensure no AC is present on the DC supply in order to conform to the (clean) DC supply requirement.

3. Turn Engine Control switch to STOP.

This should cause all of the modules to POWERUP, but should not cause the actuators to be energized. All modules will probably indicate diagnostic failure codes due to the disconnected sensors and actuators.

At the ESS panel, verify that:

* The ECM provides POWERUP message and LED test. It is normal at this point for the ECM to indicate that several faults are present. This is due to the disconnected sensors and actuators. Disregard these diagnostics at this time.

* The ETC provides POWERUP LED test. It is normal at this time for the ETC to indicate several faults. Disregard these diagnostics at this time.

* The Computer Monitoring System (CMS) system indicates (F1-F12) fault conditions.

* The SCM indicates fault codes.

* The pyrometer displays exhaust temperatures of about room temperature.

* Slave relay 1 in the ESS panel energizes.

At the engine mounted terminal box, verify that:

* The Air Prelube solenoid is de-energized (Terminal 169).

* The Air Start solenoid is de-energized (Terminal 170).

* The wire to the Gas Shutoff valve is de-energized (Terminal 167).

* Slave relay 2 is de-energized.

* 10 ± 1 volts is present on the Fuel Temperature Sensor wire.

* 10 ± 1 volts is present on the Engine Control Air Temperature Sensor wire.

* 20 ± 2 volts is present on the Pressure Module wire.

* 10 ± 1 volts is present on the Engine Control Speed Sensor wire.

* 13 ± 1 volts is present on the Detonation Sensor(s) wire.

* 10 ± 1 volts is present on the Crankcase Pressure Sensor wire.

* Battery POS (+) is present on the Starting Air Pressure Sensor wire.

* Battery POS (+) is present on the Air Restriction Sensor wire.

* Battery POS (+) is present on the Unfiltered Oil Pressure Sensor wire.

* Battery POS (+) is present on the Filtered Oil Pressure Sensor wire.

* Transducer module-13 volts (131 to 133), no voltage (132 and 134). Reconnect if correct and go to the next step down.

* 5 ± 1 volts is present on the Status Control Oil Pressure Sensor wire.

* 10 ± 1 volts is present on the Engine Coolant Temperature Sensor wire.

* Battery voltage is present on the Combustion Buffers wire.

* Battery voltage is not present on the Fuel Actuator power supply wire.

* Battery voltage is not present on the Choke Actuator supply wire.

* Battery voltage is not present on the Wastegate Actuator supply wire.

* AIB, Battery voltage is not present on any AIB terminals.

* CAS, Battery voltage is not present to any CAS terminals.

* 8 ± 2 volts present on the Water Level switch terminals if the system is full of water.

* 8 ± 2 volts present on the Oil Level switch terminals if the system is full of oil.

* SMPU, Battery voltage is not present at the SCM speed pickup.

NOTE: Refer to Electrical Schematic supplied with the engine.

4. Turn Engine Control switch to OFF/RESET.

* Verify that all modules turn OFF.

* Verify that SR 1 de-energizes.

5. Reconnect all sensors and actuators.

NOTE: All voltages are pin (1A) with respect to pin (2B).

NOTE: Refer to Electrical Schematic supplied with the engine for test point terminal numbers.

Prestart System Verification

Through independent means assure that gas is not supplied to engine.

1. Turn Engine Control switch to STOP and

* Program or verify programming of SCM setpoints.

NOTE: Refer to the "Programming Procedures" in Service Manual (Modules) SENR4258, "G3606 And G3608 Engine System Operation, Testing and Adjusting" and SENR5528, "G3612 And G3616 Engine System Operation, Testing and Adjusting"

2. Turn Mode Control switch to OFF/RESET in order to reset the diagnostics.

3. Turn Mode Control switch to STOP and

* Correct any diagnostics indicated by the Gas Engine SCM.

* Correct any diagnostics indicated by the ECM.

* Correct any diagnostics indicated by the ETC.

4. With gas turned OFF, push the Prelube button, verify that prelube pump turns ON and SR2 energizes.

* Hold button ON until the Prelube indicator on CMS display comes ON.

* Release button and allow pressure to drop until Prelube light extinguishes.

NOTE: The next step causes engine cranking, ensure that personnel and material are clear of engine and driven equipment.

5. With gas turned OFF, turn the Engine Control switch to START, and verify that the Prelube pump comes ON followed by starter engagement after the Prelube light comes ON.

6. Allow the engine to crank and verify that the Engine Speed display on the CMS display indicates cranking speed.

Initial Engine Start

NOTE: The following steps result in engine START. It is recommended that someone manually control an upstream fuel valve until system CHECK-OUT is complete.

1. Place Engine Control switch in the STOP position. Open the upstream gas valve.

* Verify that there are no gas leaks and that no fuel flows past the gas control valves.

* Verify that IDLE/RATED display on the ECM indicates IDLE.

* Verify that the Fuel Energy Content (Btu) setting is correct for the available gas.

* Verify that the desired speed input is set to an appropriate speed.

2. Using the DDT, set the system to Magneto Calibration Mode.

3. Calibrate the Manifold Air Pressure (MAP) sensor. See the Systems Operation Testing And Adjusting Manual.

NOTE: The following steps result in engine cranking and/or START. Ensure that personnel and material are clear of engine and driven equipment.

4. Turn Engine Control switch to MANUAL, and

* Verify that the engine prelubes and then begins cranking.

* Engine should START and accelerate to low idle. It may require several tries to start the engine the first time in order to clear the fuel lines of air.

If the engine repeatedly fails to START, refer to Service Manual (Module) SENR6510 "Electronic Troubleshooting, Engine Supervisory System (ESS)".

If the IDLE/RATED terminal is jumped to Battery NEG (-), the engine will stay at low idle for only a brief time before accelerating to the desired engine speed input selected.

Otherwise, the engine will remain at low idle until Rated is selected.

* Verify that the engine is running at the selected speed.

5. Verify that the Emergency Stop pushbutton will shutdown the engine by pressing the Emergency Stop pushbutton.

6. RESTART the engine.

* Verify that all displays on all modules function properly.

* Verify that the CMS display and SCM properly indicates engine speed.

* Verify that ignition timing is correct, according to the specification for the engine, as indicated by the DDT in Magneto Calibration Mode. Adjust magneto as necessary.

* Exit the Magneto Calibration Mode, and enter the Prechamber Calibration Mode.

7. Apply approximately 40 percent load to the engine.

* Verify that no faults are indicated. Maintain power at this level until coolant temperature indicates engine is warmed up. If the ECM indicates MISFIRE or FAIL TO FIRE CAUTION codes, adjust prechamber needle valves as indicated in the service procedures (maintain load at 40 percent until adjusted).

8. Apply approximately 75 percent load to the engine.

* Verify that no faults are indicated. Maintain load at this level for at least one hour.

* Adjust prechamber needle valves as indicated in the service procedures.

* Exit the Prechamber Calibration Mode

9. Apply full load.

* Verify no faults indicated.

* Verify fuel factor remains 100 ± 2 after exiting Prechamber Calibration Mode.

Sensor Calibrations

This section describes how to properly adjust the sensors on this engine that require initial adjustment.

Engine Speed Sensor Adjustment

The Engine Speed Sensor is located on a mounting bracket above the flywheel and ring gear on the right side of the engine.

NOTE: The Engine Speed Sensor, which provides engine speed measurement to the ECM, MUST be set with the proper clearance from the flywheel in order to function properly.

With the engine STOPPED, loosen the locknut, then turn the Engine Speed Sensor in until the sensor contacts the flywheel. Then turn the Engine Speed Sensor back out 5/8 turn and tighten the locknut.

Timing Speed Sensor Adjustment

The Timing Speed Sensor is located on a mounting bracket above the flywheel and ring gear on the right side of the engine.

NOTE: The Timing Speed Sensor, which provides engine crank angle measurement to the Engine Timing Control, MUST be set with the proper clearance from the flywheel to function properly.

With the engine STOPPED, loosen the locknut, then turn the Timing Speed Sensor in until the sensor contacts the flywheel. Then turn the Timing Speed Sensor back out 5/8 turn and tighten the locknut.

Crank Angle Sensor Adjustment

The Crank Angle Sensor is located on a mounting bracket above the flywheel and ring gear on the right side of the engine.

The Crank Angle Sensor, which provides indication of Top Center (TC) position to the Engine Timing Control, must be set with the proper clearance from the flywheel to function properly.

With the engine stopped, loosen the locknut, then turn the Crank Angle Sensor in until the sensor contacts the flywheel. Then turn the Crank Angle Sensor back out 5/8turn and tighten the locknut