PDVSA SERVICES, INC.

Operation And Maintenance Manual For SUPERIOR GAS ENGINE MODEL: 16SGTD
Serial Numbers: 355319 & 355329

Cameron Compression Systems 16250 Port Northwest Drive Houston, TX 77041

CONFIDENTIAL NOTICE

THIS MANUAL CONTAINS CONFIDENTIAL AND PROPRIETARY INFORMATION OF CAMERON COMPRESSION, A GROUP OF CAMERON COMPRESSION SYSTEMS CORPORATION AND IS SUBMITTED TO YOU FOR THE LIMITED PURPOSE OF PROVIDING YOU INFORMATION TO FACILITATE YOUR USE AND/OR MAINTENANCE OF PRODUCTS PURCHASED BY YOU FROM CAMERON COMPRESSION. BY RECEIVING THIS DOCUMENT, YOU AGREE NOT TO USE SUCH CONFIDENTIAL INFORMATION FOR ANY PURPOSE OTHER THAN THE LIMITED PURPOSE STATED HEREIN AND FURTHER AGREE NOT TO DISCLOSE SUCH INFORMATION TO OTHERS EXCEPT IN ACCORDANCE WITH THE LIMITED PURPOSE STATED HEREIN.

6/06

CAUTION NOTICE

This replacement instruction manual or supplement, was prepared from records on file in the Document Systems Department, Houston, Texas, and may not reflect the latest configuration of your equipment due to field repairs, conversions, part replacements, etc. Replacement manuals are not revised to show the latest equipment configuration, except as agreed by supplemental order or contact to perform an update and is subject to the availability of complete records. All conflicts between this manual and equipment or facilities are to be resolved with the area Cameron Compression Systems Aftermarket Services Office, and their recommendations followed prior to servicing, operating, storing or modifying the equipment.

06/06

INTRODUCTION: Your Cameron Compression Systems instruction manual and CD have been carefully prepared to assist in the proper installation, operation and maintenance of the equipment. It is difficult to accurately describe every type of installation. However, this manual along with the drawings included in the parts list, contains sufficient basic information to efficiently operate and maintain the equipment. This manual represents todays typical design and practices and is subject to change without notice. If additional help is needed, please contact your closest Cameron Compression Systems Aftermarket Services office (a list is provided in this manual) or the Cameron Compression Systems Aftermarket Services in Houston, Texas. They are always ready to assist you. This manual is divided into sections; each begins with a general description of the equipment or system discussed. Supplementary or special instruction sheets are added to the manual to include information for non-standard equipment as needed, or to include the latest revisions. Reference is made frequently in the text to other manufacturers literature contained in the Special Bulletins section (where applicable), which must be consulted, along with drawings or diagrams in the parts list, for clarification of specific systems and components. Revised parts list drawings will be furnished as necessary if changes are

made to the equipment after it is installed. Sufficient instruction manuals, including parts lists for the installation, are included with every Cameron Compression Systems product. Additional copies can be obtained by contacting Cameron Compression Systems, 16250 Port Northwest Drive, Houston, TX 77041. It will not always be possible to duplicate the original manuals over a period of years due to revisions made in the manuals. However, every effort is made to give you information that will be helpful and will closely duplicate the original manuals. Your comments on the contents of the manual are welcome and will always be considered. In this way we can better help you service and operate your equipment. Please forward any suggestions or comments to: Cameron Compression Systems 16250 Port Northwest Drive Houston, TX 77041 Attn: Document Systems Dept. All other specific questions should be made through the nearest Cameron Compression Systems office. To avoid delays always include the product line, model and serial number of the equipment involved when making an inquiry.

Rev. 1/07

SUPERIOR

Warnings, Cautions, and Notes

These instructions and procedures are to prevent injury in the operation and maintenance of Ajax-Superior engines, compressors, and auxiliary equipment. These safety procedures should not be considered as the only precautions to be taken. Good judgement and careful safety practices should always be used. Do Not Operate Or Attempt To Repair This Equipment Unless You Have Had The Proper Training Approved By Ajax-Superior. For training Information Contact The Cameron Compression Training Department in Houston, Texas (713-354-1900) A NOTE indicates an essential operating procedure or condition which must be highlighted. A NOTE may appear as follows:

Note
When changing the engine lubricating oil, also change the oil filters. A CAUTION indicates that if the specified precaution is not heeded, damage to equipment and/or minor personal injury may result. A CAUTION may appear as follows:

Caution
A WARNING indicates that if the specified precaution is not heeded, there is a substantial risk of serious injury or death along with damage to property. A WARNING may appear as follows:

Warning
The ignition system produces extremely high voltage. Do not touch high tension terminals when the engine is operating. Some general precautions that should always be practiced when operating or maintaining the equipment are listed in the following pages. Make sure that all personnel read these precautions and adhere to them.

AjaxSuperior| 1

SUPERIOR

General Maintenance Information

1. Follow all safety rules and operating procedures put in place by the company that owns and operates this equipment. Read and understand the instruction manual prior to operating this equipment to become familiar with the safety, design, and operating features. Always wear safety glasses or goggles, steel-toe safety shoes, and hearing protection. Note: Other equipment may be required by the equipment owner. Do not wear loose fitting clothing, neckties, scarves, watches, rings, etc., near operating equipment as they can be caught in the moving machinery. Keep long hair tied back. Locate nearest fire extinguisher to area where maintenance is to be performed. Ensure a clear path to fire extinguisher in case it should be needed for an emergency situation. Do not open cooling or lubrication systems when engine or compressor is hot, as steam or hot liquids can be released, which can cause severe burns. Be aware that some surfaces can remain hot for several hours after the unit has been shutdown. When draining the coolant and lubricants, prevent contamination of the environment by the equipment fluids. Refer to equipment owners material safety data sheets for additional information. (Remember: Antifreeze/Glycol solutions, as well as most lubricants, are flammable.) Keep the area around the unit clean and orderly with ample space to walk safely around the unit. Clean up spills and leaks quickly to prevent accidents caused by slipping and falling. Use only non-flammable, non-toxic cleaning solvents. NEVER USE GASOLINE OR OTHER FLAMMABLE PRODUCTS FOR CLEANING PURPOSES. REFER TO EQUIPMENT OWNERS MATERIAL SAFETY DATA SHEETS FOR EACH CLEANING PRODUCT FOR ADDITIONAL PRECAUTIONS. 2.

3.

4.

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8.

9.

10. Use fans, blowers, etc., during maintenance and clean-up work in enclosed areas to remove fumes from cleaning solvents and vented gases. 11. Use ladders, platforms, etc. where possible when working on elevated work surfaces. Always stand on stable surfaces when working on this equipment. 12. Before starting any equipment, make sure all nearby personnel are aware of the start up and are clear of the equipment. 13. Do not use bare hands when checking for leaks of fluids under pressure, as fluids or particles can penetrate the skin. Use cardboard or a similar material to check for leaks.

AjaxSuperior| 2

SUPERIOR

Engine Maintenance
1. Shut down the engine first, then prevent it from being started before the work is done. Close the starting block valve and remove the tubing line to the starting pilot valve. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY a remote operations center may try to start a unit without knowing that work is being performed on it. Note: After maintenance work is done, sometimes adjustments may need to be done with the engine running. Stay clear of moving parts and follow instruction manual procedures as required. Shut down the engine by SHUTTING OFF THE FUEL SUPPYLY. Do not ground the ignition system to shut down a spark gas engine. This can leave an explosive mixture in the engine and exhaust system. Do not remove the engine cover doors immediately after shutdown. This can cause a sudden inrush of atmospheric air and result in an explosive mixture in the crankcase. Allow the engine to cool until cover doors can be removed with bare hands. Check all safety shutdown devices (overspeed, low oil pressure, high jacket water temperature, vibration, etc.) according to the procedure and schedule in the maintenance section of this manual. After completion of maintenance work, reconnect starter pilot valve line and open block valve. REMOVE MANUAL BARRING DEVICE, if used during maintenance. Before attempting to start a gas engine, it must be cranked with the fuel and ignition off to purge the exhaust system of combustible gases. The engine should be cranked for a minimum of 15 seconds before the ignition is turned on and then the fuel valve opened. Be prepared to shut down the engine if an overspeed or other malfunction occurs on start up. Before replacing any studs, measure stud height from machined surface and position replacement stud to the same height.

2.

3.

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5.

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7. 8.

Compressor Maintenance
1. Shut down the compressor first, then prevent it from being started before the work is done. (See ENGINE MAINTENANCE section previously if engine driven.) If electric motor driven, the electric power supply must be disconnected and locked out. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY a remote operations center may try to start a unit without knowing that work is being performed on it. Suction and discharge block valves (see site plan for location) must be closed to prevent gas from flowing into the compressor during maintenance. (Gas pressure could rotate the compressor and cause injury if not shut off and vented properly see compressor section of manual.) Note: After maintenance work is done, some adjustments may need to be done with the compressor running. Stay clear of moving parts and follow instruction manual procedures as required.

AjaxSuperior| 3

SUPERIOR

2. Before attempting any maintenance or repair on the compressor, vent all gas pressure from the cylinders, piping, and other pressurized components or chambers. Know the piping system associated with this compressor. Open discharge blowdown and/or bypass valves to vent system to atmosphere. ALLOW COMPRESSOR TO COOL FOR AT LEAST 15 MINUTES BEFORE OPENING SUCTION OR INTERSTAGE VENTS. Atmosphere can be sucked in if a vacuum exists and can create an explosive mixture. CHECK LOCAL OR PANEL PRESSURE GAUGES FOR ZERO READING BEFORE REMOVING ANY GAS PASSAGE COMPONENTS SUCH AS VALVES, VALVE CAPS, OR CYLINDER HEADS. Note: UNLOADER CONTROL PRESSURE IS TYPICALLY NOT SHOWN ON GAUGES. Vent unloader control pressure line by loosening control line tubing fitting. IF POISINOUS OR SUFFOCATING GASES ARE BEING COMPRESSED, FOLLOW ALL PLANT SAFETY PROCEDURES PRIOR TO AND DURING MAINTENANCE ON ANY GAS EQUIPMENT OR PIPING TO AVOID INJURY OR DEATH DUE TO INHALATION OF SUCH SUBSTANCES. Regularly check around compressor and piping gaskets and joints for leaks which could result in a afire or an explosion. Test all pressure gauges on a periodic basis (see maintenance schedule) to ensure accurate pressure readings. Likewise, check all relief valves for design opening pressure (see manufacturers data for each relief valve in packaging section of manual). Check all safety shutdown devices (low oil pressure, high and low gas pressures, vibration, etc.) per the schedule in the maintenance section of this manual. Remove electrical lockout function if motor driven in maintenance is completed and REMOVE MANUAL BARRING DEVICE, if used during maintenance, before starting unit. Before replacing any studs, measure stud height from machine surface and position replacement stud to the same height.

3.

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ALL PERSONNEL SHOULD READ AND UNDERSTAND THE PREVIOUS SECTION ON WARNINGS, CAUTIONS, AND NOTES.

AjaxSuperior| 4

SUPERIOR

Warranty
The Seller warrants to the Buyer that the equipment to be delivered hereunder will be free from detects in material, workmanship and title and will of the kind described in the contract. THE FOREGOING WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHERE WARRANTIES WHETHERE WRITTEN, ORAL OR IMPLIED (INCLUDING ANY WARRANTY OF MERCHANTIBILITY OR FITNESS FOR PURPOSE). If it appears within one year from the date the equipment is placed in service but no later eighteen (18) months from the date of delivery to the Buyer, whichever first occurs, that the equipment does not meet the warranty specified above and the Buyer notifies the Seller promptly, the Seller shall correct any defect, at the Sellers option, either by repairing or replacement part. The liability of the Seller to the Buyer (except as to title) arising out of the supplying of the equipment, or its use, whether on warranty, contract or negligence, shall not in any case exceed the cost of correcting defects in the equipment or part thereof and upon expiration of the warranty period all such liability shall terminate. The foregoing shall constitute the sole remedy of the Buyer and the sole liability of the Seller. The preceding paragraph shall not apply and the Seller assumes no liability whatsoever for breach of warranty when there is evidence that the defect arose as the result of (a) abuse or negligence in the operation of the equipment, (b) failure to maintain the equipment properly, (c) overloading or overspeeding , or (d) use of repair parts not approved by Seller. The warranty given to the Seller by its supplier of special equipment, including but not limited to generators, is hereby assigned without resource by the Seller to the Buyer. AS TO THIS SPECIAL EQUIPMENT, WHICH GENERALLY BEARS THE NAMEPLATE OF THE SELLERS SUPPLIER, THE SELLER ASSUMES NO LIABILITY WHATSOEVER FOR BREACH OF WARRANTY, WHETHER WRITTEN, ORAL OR IMPLIED (INCLUDING ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR PURPOSE).

AjaxSuperior| 5

AFTERMARKET SERVICES OFFICES SALES, SERVICE, SHOP AND INVENTORY

SOUTHEAST NORTH AMERICA

HOUSTON, TEXAS
(Sales, Services, Shop, Inventory)

ST. ROSE, LOUSIANA

(Sales, Service, Shop, Inventory)

16250 Port Northwest Houston, TX 77041 Ph: 713-354-1900 Fax: 281-809-1610

10446 River Road St. Rose, LA 70087-9126 Ph: 504-465-0260 Fax: 504-465-9543

ODESSA, TEXAS
(Sales, Services, Shop, Inventory)

8927 Andrews Highway Odessa, TX 79765-1308 Ph: 432-362-2511 Fax: 432-366-0534

10/00 Rev. 5 2/07

1|Page

AFTERMARKET SERVICES OFFICES SALES, SERVICE, SHOP AND INVENTORY

LATIN AMERICA
ANACO Sales, Service, Inventory Cameron Compression de Venezuela, SA. Carretera Negra, KM. 97 Apartado No. 12 Anaco, Estado Anzoategui Venezuela Ph: 58-282-4246615 Fax: 58-282-4223659 MARACAIBO Sales, Service, Shop, Inventory Cameron Compression de Venezuela, S.A. Edif. Cameron Venezolana. Carretera via Perija KM 71/2 calle 166 No. 49F-180 el Silencio Maracaibo, Venezuela Ph: 58-261-7312010 Fax: 58-261-7311490

MEXICO MEXICO CITY Cameron Compression International, Inc. Homero 1804 Desp. 403 Col. Chapultepec Morales Deleg. Miguel Hidalgo 11510 Mexico, D.F. Ph: 5255-5395-1114 Fax: 5255-5395-4162

BRAZIL SAO PAULO Cameron Compression International, Inc. Alameda Santos, 455 Conj. 212 - Paraiso CEP: 01419-000 Sao Paulo, Brazil Ph: Fax: 55-11-3284-1164 55-11-3284-3872

10/00 Rev. 5 2/07

2|Page

AFTERMARKET SERVICES OFFICES SALES, SERVICE, SHOP AND INVENTORY

NORTHWEST and MID WEST NORTH AMERICA

FARMINGTON, NEW MEXICO
(Sales, Service)

PONCA CITY, OKLAHOMA

(Shop, Parts, Inventory)

3900 East Bloomfield Highway Farmington, NM 87401 Ph: 505-325-4949 Fax: 505-325-5979

600 South 1st Street Ponca City, OK 74601 Ph: 580-765-5557 Fax: 580-762-0621

CASPER, WYOMING
(Field Service, Shop, Engine Overhaul)

ODESSA, TEXAS
(Sales, Service, Shop, Inventory)

1950 North Loop Avenue Casper, WY 82609 Ph: 307-265-7653 Fax: 307-266-6847

8927 Andrews Highway Odessa, TX 79765-1308 Ph: 915-362-2511 Fax: 915-366-0534

SALINA, KANSAS
(Parts, Turbo Manufacturing/Repair)

PAMPA, TEXAS
(Sales, Service, Shop, Inventory)

1648 West Magnolia Salina, KS 67401 Ph: 785-823-9211 Fax: 785-823-5240

423 South Gray Pampa, TX 79065 Ph: 806-665-1647 Fax: 806-669-3196

10/00 Rev. 6 2/07

3|Page

AFTERMARKET SERVICES OFFICES SALES, SERVICE, SHOP AND INVENTORY

EASTERN HEMISPHERE
LIVERPOOL (Sales, Inventory) Cameron Compression U.K. The Malthouse Business Center 48 Southport Road ORMSKIRK Lancashire L39 1QR United Kingdom Ph: 44-(0)-1695-575760 44-(0)-1695-575749 Fax: 44-(0)-1695-574974 MILAN ITALY Cameron Compression Viale Brianza 20 20092 Cinisello Balsamo (MI) Italy

Ph: Fax:

39-02-61292010 39-02-61294240

DUBAI (Sales) Cameron Compression International, Inc. Dubai World Trade Center P.O. Box 9213 Dubai United Arab Emirates Ph: 971-4-3313160 Fax: 971-4-3314417

SINGAPORE (Sales, Service, Inventory) Cameron Compression International, Inc. No. 2 Gul Circle Jurong Industrial Town Singapore, 629560 Ph: 656-863-3631 Fax: 656-862-1662 Fax: 656-862-4495 (Parts)

BEIJING (Sales, Service) Cameron Compression International, Inc. Tower A, Room 1701-1703 Chengjian Plaza No. 18 Beitaipingzhuang Haidian District Beijing 100088, China Ph: 86-10-82255700 Fax: 86-10-82255711

10/00 Rev. 5 2/07

4|Page

TABLEOFCONTENTS
SUBJECT SECTION A

GENERALENGINEDATA Foreword StandardEngineData OperatingPressuresandTemperatures SetupTorquesforStudsandBolts IgnitionandValveTiming ValveClearances SuggestedAlarmandShutdownSettings TorsionalData LUBRICATINGOIL General LubricationofSuperiorEnginesStandardES1001 INSTRUCTIONSFORINSTALLATION GeneralInstallation PreparingFoundationBlock InstallingtheCompleteUnit CheckingCrankshaftAlignment InstallingandAligningtheDrivenEquipment GroutingtheEngineandDrivenEquipment FasteningandFinalAlignment CoolingWaterTreatment ServicePipingAddendum FlexibleCouplingAddendum ALTRONICOPERATINGMANUAL ALTRONICOperatingManualEPC200C BEDPLATE,CRANKSHAFTANDMAINBEARINGS Bedplate Crankshaft MainBearings CrankshaftAlignment MainBearingTemperatureShutdownSystem CYLINDERBLOCK,CYLINDERLINERSANDCYLINDERHEADS CylinderBlock CylinderLiners CylinderHeads InletandExhaustValves GasAdmissionValves CoolingWaterTreatment 1

TABLEOFCONTENTS
PISTONSANDCONNECTINGRODS Pistons PistonPins ConnectingRods PistonandConnectingRod CAMSHAFTANDVALVEOPERATINGGEAR General CamshaftTiming CamshaftIdlers AdjustingChainTension RemovingtheChain CamshaftBearings RemovalofCamshaft CamshaftInspection CamFollowers ValvePushRodsandRockerArms ALTRONICIGNITIONSYSTEM General CheckingIgnitionTiming IgnitionSystem StoppingtheEngine SparkPlugMaintenance TroubleShooting GOVERNORANDCONTROLS General GovernorMountingandDrive OverspeedGovernor PRECHAMBERASSEMBLYANDPILOTFUELSYSTEM Prechamber PrechamberCheckValves PilotFuelSystem SERVICETOOLS ToolUsageChart ToolIllustrationsandDescriptions LUBRICATINGOILSYSTEM General LubricatingOilSystem K

TABLEOFCONTENTS
COOLINGWATERSYSTEM General CoolingWaterPumps CoolingWaterPumpDrive HeatExchangers CoolingWaterTreatment EngineStorageDuringFreezingWeather MAINTENANCEANDINSPECTION GeneralRules InspectionandMaintenanceRoutine Overhaul TroubleShooting RecommendedEngineMaintenanceSchedule OPERATINGLOG TURBOCHARGERINSTALLATIONANDMAINTENANCEMANUAL TURBOCHARGERBILLOFMATERIAL UNITBILLOFMATERIAL 8600SKETCHES 8601SKETCHES 8603SKETCHES 8604SKETCHES 8605SKETCHES 8606SKETCHES 8607SKETCHES 8608SKETCHES W

PAGE334 PAGE342 PAGE362 PAGE363 PAGE390 PAGE401 PAGE407 PAGE411 PAGE416 PAGE422 PAGE424 PAGE429

SectionA

GENERALENGINEDATA 1. FORWARD TheSuperiorGasEngineisofaheavyduty,vee,multicylinder,sparkignitedgastype; designedespeciallyforreliabilityandlonglifeoftroublefreeoperation.Compact, ruggedconstructionallowsawiderangeofapplications.Readyaccessibilityofall wearingpartsmeanssimplifiedmaintenanceanddependableservice.Lubricatingoilis pressureforcedtoallworkingpartsoftheengine.Allworkingpartsaretotallyenclosed tominimizewearandothertroubleswhichmightoccurifdustorotherforeignmatter wereallowedtoreachthem. Theenginedescribedinthismanualisofthefourstrokecycletype,inwhichapower strokeoccursonceineverytworevolutionsofthecrankshaft.Thefourstokecycle operatesasfollows:(1)suctionstroke,(2)compressionstroke,(3)powerstroke,and(4) exhauststroke. Duringthesuctionstroketheexhaustvalveisclosedandinletandgasadmissionvalve areopen.Thedescendingpistondrawsafreshmixtureofairandgasintothecylinder. Nearbottomdeadcenterbothinletandgasadmissionvalvescloseandonthe succeedingupwardstroke,thepistoncompressesthemixture.Atapointsomewhat beforetopdeadcenter,ignition(fromthesparkplug)occurs.Thespark,ignitiontheair gasmixture,resultsincombustionofthecompressedgas.Therapidriseintemperature andpressureoftheburninggasesforcesthepistondownwardforthepowerstroke. Neartheendofthepowerstroketheexhaustvalveopens.Onthenextupwardstroke theburnedgasesareexpelledfromthecylinder,thuscompletingthefourstrokecycle. Theexhaustgasesareconductedbyamanifoldtoanexhaustturbine.Thisturbine turnsonacommonshaft(butinaseparatecompartment)withacentrifugalblower. Theblowerdrawsinatmosphericairandforcesitunderpressurethroughintercoolers andintotheengineintakemanifolds.Theairatthisstageismoredensethan atmosphericairandthereforeeachcylinderreceivesagreaterweightofairthanit wouldiftheairweretakenintothecylinderatatmosphericpressure.Thisallowsa correspondingincreaseintheamountofgaswhichcanbeburnedefficientlyandgivea proportionallygreateroutputforagivencylindersizeandenginespeed.Coolingofthe intakeairalsoreducesthepossibilityofdetonation. Thevalvetimingissoarrangedthattheintakevalveopensbefore,andtheexhaust valveclosesafter,topdeadcenter.Duringtheperiodofvalveoverlapsomeofthe superchargingairisblownthroughthecylinder,resultinginamorecomplete scavengingoftheburnedgases.Inorderthatfuelgaswillnotbelostintotheexhaust
1

SectionA

duringthisscavengingperiodthegasadmissionvalveisclosed,andopensat approximatelythesametimeastheexhaustvalvecloses. Thepurposeofthismanualistofamiliarizeoperatingandmaintenancepersonnelwith thedesignandconstructionoftheengine.Thus,theycanunderstandthefunctionsof thevariouspartsandknowhowtocarefortheminordertoobtainthemostsatisfactory engineperformance. Engineratedspeedandhorsepowerarestampedonthenameplateandthesefigures shouldNEVERbeexceeded.Enginemodeldesignationsandserialnumbersarealso stampedonthenameplate;andthesefigures,particularlytheserialnumber,should alwaysbestatedwhenorderingpartsorinanycorrespondencewiththefactoryorsales agencies.Otheritemsstampedontheenginenameplateincludeboreandstoke, ignitiontimingandfiringorder.

SectionA
2. STANDARD ENGINE DATA Model . 12SGTD 16SGTD 12GTLB 12GTB 16GTLB 16SGTB Brake Horsepower (BHP) at 900 RPM . 2000 2650 1650 2000 2200 2650 Minimum Idle Speed RPM . 600 Operating Speed RPM 600-900 Bore x Stroke ... 10" x 10-1/2" FIRING ORDER - Counter-Clockwise Rotation 12 Cylinder 1R-1L - 4R-4L - 2R-2L - 6R-6L - 3R-3L - 5R-5L 16 Cylinder 1R-1L - 3R-3L - 2R-2L - 5R-5L - 8R-8L - 6R-6L - 7R-7L - 4R-4L NOTE: Right and Left Cylinder Banks and Direction of Rotation are determined by viewing the engine from the Flywheel End. CAPACITIES Lubricating Oil Sump - (Including Cooler) .. Water in Engine 3. OPERATING PRESSURES AND TEMPERATURES Lube Oil Pressure - Normal 35-40 PSI Lube Oil Temperature - Normal IN .. 140-150 F Lube Oil Temperature - Normal OUT . 165-175 F Jacket Water Temperature - Normal OUT . 170-180 F** Intercooler Water Temperature - Normal IN .. 120 F 4. SET-UP TORQUES FOR STUDS AND BOLTS NOTE: Torque figures are for threads lubricated with engine oil or similar petroleum base lubricants - DO NOT USE ANY COMPOUNDS CONTAINING MOLYBDENUM DISULFIDE AS A THREAD LUBRICANT. Main Bearing Cap Bolts . Block to Bed Stud Nuts .. Camshaft Sprocket Clamp Ring Capscrews .......................... Connecting Rod Bolt Nuts ................... Cylinder Head Stud Nuts . Rocker Arm Bracket Capscrews.. Camshaft Bearing Cap Capscrews Flywheel Capscrews Cam Follower Bracket Capscrews Crankshaft Sprocket Assembly Bolt Nuts Vibration Damper Capscrews End Cover Capscrews Spark Plug - 18mm (w/o Torque Wrench Turn) .. Pre-Chamber Nuts FOOT POUNDS 350-375 275-300 65-75 280-300 380(HOT) 125 45-51 720-780 45-51 85-95 300-325 65-75 32-38 35 GALLONS 16 Cyl. 12 Cyl. 165 . 220 140 . 180

SectionA
5. IGNITION AND VALUE TIMING IN CRANKSHAFT DEGREES Inlet Opens .. 21 Before TDC Exhaust Closes 21 After TDC NOTE: Check above angles, for camshaft timing purposes only, with .125" valve lash. Check valve events at point where lash is just taken up (pushrod will not turn). Ignition Timing .. See Air/Fuel Ratio Data Sheet Spark Plug Gap . .013" - .015" NOTE: +/- 2 Degree Tolerance allowed on inlet and exhaust valve timing. Spark Timing must be accurate. 6. VALVE CLEARENCES Warm Inlet Valve .. .021" Exhaust Valve ... .030" Gas Admission Valve .013" SUGGESTED ALARM AND SHUTDOWN SETTINGS Low Jacket Water Pressure - Alarm . Low Jacket Water Pressure - Shutdown . High Jacket Water Temperature (from Engine) - Alarm High Jacket Water Temperature (from Engine) - Shutdown Low Intercooler Water Pressure - Shutdown .. High Intercooler Water Temperature (Into Intercooler) .. Low Lube Oil Pressure - Alarm . Low Lube Oil Pressure - Shutdown .. High Lube Oil Temperature - Alarm . High Lube Oil Temperature - Shutdown Low Turbocharger Lube Oil Pressure - Shutdown Engine Overspeed - Shutdown Compressor Drive - 900 RPM Engine Speed . 750 RPM Engine Speed . Generator Drive - 900 RPM Engine Speed 750 RPM Engine Speed . * Add 5 PSI for Pressurized Systems ** For Conventionally Cooled Engines 10 PSIG * 7 PSIG * 185 F ** 195 F ** 5 PSIG * 130 F 23 PSIG 18 PSIG 195 F 205 F 18 PSIG 990 PRM 825 RPM 1035 RPM 863 RPM

7.

SectionA
8. STANDARD SIZES, CLEARANCES, AND WEAR LIMITS STANDARD DIMENSION (Inches) MAX. (OR MIN.) ALLOWABLE WORN SIZE OR CLEARANCE (Inches)

Cylinder Liner Bore . 10.000 10.002 Top Ring Travel Area ( Any Point ) 10.020 Bottom of Liner ... 10.007 Piston Skirt Diameter ( Bottom ) ... 9.991 Piston Clearance (Skirt Bottom) .. .009 Piston Compression Ring#1 Gap . Ring Width . Ring Groove Width .. Ring Side Clearance Piston Compression Rings #2, #3, and #4 Gap . Ring Width . Ring Grove Width . Ring Side Clearance Piston Oil Ring Gap .. Ring Width .. Ring Groove Width Ring Side Clearance #5 and #6 . Piston Pin Diameter . Piston Bore for Pin .. Piston Pin Clearance in Piston .. Connecting Rod Bushing Bore .. Piston Pin Clearance in Rod .. Connecting Rod Eye Side Clearance in Piston . Connecting Rod Big End Bearing Bore . Bearing Shell Wall Thickness .......... .050 .1880 .193 .0050 .040 .1880 .191 .0300 .035 .310 .313 .0015 3.4985 3.501 .0015 3.5020 .0030 9.990 9.985 .012 .015 .060 .190 .1865 .194 . .199 .0075 .015 .060 . .1865 .192 . .0055 . .190 .197 .015

.050 . .090 .3115 .314 .318 .0040 .. .008 3.4975 3.496 3.500 .. 3.503 .0035 .005 3.5015 3.503 .0045 .005 .045

.020 .035 6.3790 6.3824 .2045

Surface .2033 Inspection

Crankpin Diameter 6.376 Crankpin Bearing Clearance .0030 Crankpin Length 6.248 Width of Two Rods 6.000 Side Clearance of Rods .248

6.374 .. 6.370 .0084 . .012 6.253 5.992 .261

SectionA
STANDARD DIMENSION ( Inches ) Main Bearing Bore .. 8.0050 8.0084 Main Bearing Shell Wall Thickness .. .2650 Main Journal Diameter ... 8.001 Main Bearing Clearance .0040 Crank Thrust Bearing Width . 5.496 Crank Thrust Shoulder Span 5.506 Crankshaft End Play .. .010 Camshaft Bearing Bushing Bore . 2.753 Camshaft Diameter . 2.750 Camshaft End Clearance .. .003 Camshaft End Play . .005 Camshaft/Governor Drive Gear Lash .. .004 Valve Rocker Arm Bore (Bushing in Place) .. 1.5036 Rocker Shaft Diameter ... 1.4995 Shaft to Bushing Clearance . .0011 Side Clearance .. .005 Valve Stem Diameter . .871 Valve Guide Bushing Bore .874 Stem to Bushing Clearance . .002 Gas Admission Valve Stem Diameter .4975 Gas Admission Valve Bushing Bore .. .500 Clearance ... .0025 .2638 7.999 .0094 5.493 5.508 .015 2.7546 2.749 .0056 .008 .008 MAX. (OR MIN.) ALLOWABLE WORN SIZE OR CLEARANCE ( Inches ) Surface Inspection 7.995 . .013 5.488 5.516 .025

.010

1.5006 1.4990 .0046 .010 .870 .875 .004 .. .4965 .501 .0045 ..

.010

.006

.006

Lubricating Oil Pump/Crankshaft Gear Backlash . .005 .008 Lubricating Oil Pump Internal Gear Backlash . .011 .015 .. Lubricating Oil Pump Gear End Play (002-914 Pump) ... .016 .022 .. End Play (033-639 Pump) .025 .034 . Lubricating Oil Pump - Radial Clearance Between Gear Teeth and Housing Bore . .012 .013 . Lubricating Oil Pump Shaft Diameter . 1.750 1.7495 Lubricating Oil Pump Bushing Bore .. 1.753 1.754 Clearance .. .0030 .0045 ..

.020 .026 .037 .015 .008

SectionB

LUBRICATINGOIL Werecommendthatagoodgradeofcompoundedmineraloilofadetergenttypebeusedin theseengines.Theoilshouldbestableunderthetemperatureconditionsencounteredinthe engineandshouldberesistanttooxidation,foamingandsludging.Thebestassuranceof obtainingasuitableoilistouseonlyproductsofwellknownmerit,producedbyresponsible concerns,andusedinaccordancewiththeirrecommendations.SeeCameronCompressions SuperiorEngineeringStandardES1001,immediatelyfollowingthissection. Bothnewandusedoilcanhavecorrosiveelementsandthesuppliershouldbecarefulto furnishoilswhicharecompatiblewithtinorleadbasebabbitsanditisalsohighlydesirablethat itbenoncorrosivetocopperleadalloys. TheuseofanSAE40gradeoilisrecommended.Iftheambienttemperaturesarebelow freezing,anoiloflightergrademaybeusedforintermittentoperatingconditionsandSAE40 forcontinuousservice. Forlowtemperatureoperation,thepourpointoftheoil,attheminimumstartingtemperature tobeexpected,shouldbecarefullyconsidered.Itismostessentialthattheoilbesufficiently fluidsothatitwillflowtothepumpunderallconditions. Theoilsumpholdstheproperamountoflubricatingoil,andtherunninglevelshouldbe maintainedclosetothemarkonthesightglass.Inregardtodrainageperiods,wesuggestthat thefirstbatchofoilbedrainedandfilterelementsrenewedafterabout400hoursofservice. Thereafterthefiltercartridgesshouldbechangedandthedrainageperiodcanbeincreasedto 1000hoursormore,providingthefiltercartridgesarekeptingoodshapeandtheoilremains reasonablyclean.Experiencewilldeterminewhentochangefilterelementsandoil,andinthis connectionitshouldbepointedoutthatitismoreeconomicaltomaintainthefiltersingood shape.However,iftheoilisbadlydiscoloredandloadedwithinsolubles,itshouldbedrained offwhennewfilterelementsareinstalled.Laboratorychecksoftheoiltodeterminethe quantityofsolidsandbuildupofanycorrosiveelementsshouldbearegularpartofthe maintenanceprocedure.Thesetestresultscanserveasaguidetooildrainperiods. NOTE:Whennewelementsareinstalledinthefilters,asufficientamountoflubricatingoil mustbeaddedintothesystemtocompensateforthatwhichhasbeendrainedfromthefilters.

 SectionC INSTALLATIONINSTRUCTIONS 1. GENERALINSTALLATION Thesuccessofanengineinstallationdependsgreatlyupontheconstructionofthefoundation anduponthecareexercisedinlininguptheenginetotheconnectedgenerator.Poor installationwillresultinexcessivevibrationandcontinualchangeinalignment.Theresultis poorperformanceandfailureofvitalparts.Forthisreason,CameronCompressioncannot guaranteeanengineunlesstheinstructionsinregardtoalignmentgiveninthefollowinghave beenfollowed. Enginesandgeneratorsarefrequentlymountedoncastorstructuralsteelsubframes,atthe manufacturersplant,toprovideacompletegeneratingunit.Similarunitsarealsomadeup withpumpsorgearsorotherequipmentdrivingbytheengine.Insuchcases,theinstallation methodisthesameasdescribedinthefollowingtextforengineandgeneratorinstallations; thetermgeneratormaybeconstruedtomeananyoneoftheseitems,asthecasemaybe whereveritappearsinthetext. Eventhoughtheengineandgeneratormightbemountedonaquiterigidsubframe,and carefullylinedupatthemanufacturersplantduringassembly,thepossibilityofsubframe deflection,byroughhandlingduringshipment,orbyimproperboltingtothefoundation,still exists.Thealignmentofengineandgeneratorshouldthereforeberecheckedduring installation;andayhandlingorboltingdeflectionsofthesubframe,thatmayhaveaffectedthis alignmentshouldbecorrectedbeforetheunitisplacedinoperation.Thefollowinginstructions willcoverthemethodforalignmentchecking,andwillalsocoverthestepstobetakenin makingthenecessarycorrectionsifmisalignmentisfound. Whenpreparingthefoundationonwhichthegeneratorunitistobemounted,alwaysobtain certifiedoutlineprints.Donotusefiguresorcutsinbulletinsorsalesliterature. Thefoundationblockdimensions,normallyshownanoutlineprints,areminimumfiguresbased onfirmground,hardclay,orgravelundertheinstallation.Forsand,mudorothersoftsubsoil, thesizeofthefoundationblockmustbesufficientlyincreasedanditsdesignmustbeproperly revisedtocompensateforthepoorqualityofthefootingmaterial. 2. PREPARINGTHEFOUNDATIONBLOCK Arigidtemplate,ofthesamelengthandwidthasthetopedgesofthefoundation,shouldbe madeuptoproperlylocateallengineotherfoundationbolts.Thistemplateshouldbesecurely supportedinalevelpositionabovethefoundationblockform.Itsheightshouldbesuchthatit willsupportallfoundationboltsattheirproperheightinaccordancewiththefoundationplan furnishedbythemanufacturer. Thefoundationbolts,withshieldtubesaroundeachbolt,shouldbesuspendedfromproperly locatedholesinthetemplate.Thenuts,whichholdtheboltsinthetemplate,shouldbe adjustedtoprovideboltextensionsabovethefoundationblockinaccordancewiththe foundationplanfurnishedbythemanufacturer.Theshieldtubesshouldbesosupportedthat

 SectionC theirupperendsshouldbeplugged,orotherwiseclosedinagainstthefoundationbolts,to preventconcretefromenteringatthatpoint. Reinforcementshouldbeplacedintheform,andtheconcreteshouldbepouredinone continuousoperation.Duringpouring,theconcreteshouldbetampedorotherwiseworkedto removeallairpocketsandtoinsurecompactness.Particularattentionshouldbegivento workingtheconcreteatthesidesoftheformoratanyothersurfaceswhichmaybeleft exposedinthefinalinstallation.Afterpouringiscompleted,theconcreteshouldbeallowedto thoroughlysetandthentheformsshouldberemoved.Anysurfacepatchingfoundnecessary shouldbedoneimmediatelyaftertheremovaloftheformwhiletheconcreteisstillrelatively green.Thefoundationblockshouldbesprinkledfrequentlytokeepitssurfacemoistfor severaldaysafterpouringinorderthatthecuringmayberegulatedforbestdevelopmentof strengthandhardness.Itshouldalsobeprotectedagainstfreezingduringthistime;infactits temperatureshouldbekeptabove50F.forbestcuring.Sufficienttimemustbeallowedfor thoroughcuringofthefoundationblockbeforeanyequipmentisplaceduponit. 3. INSTALLINGTHECOMPLETEUNIT(EngineonSubBase) (ClosereferenceshouldbemadetotheFoundationPlanandOutlineDrawingatthistime). Whenthefoundationblockhasbecomefullycured,preparationsshouldbemadeforplacing theengineasfollows: (a) Removetheunitfromitsshippingmedium,andmoveitoverthefoundationblockasnear aspossibleinalignmentwithitsfoundationbolts.Keepthesubbasesomedistanceabove thefoundation,however,inordertoallowworkingroomforsubsequentoperations. (b) Makecertainthatthesubbasesupportflangesarethoroughlycleanedofallrustanddirtor otherforeignmatter.Theabovecleaningoperationsshouldalsoincludetheremovalofall greaseoroil,whichmightimpairadhesion,fromanysurfaceswhichwillcomeintocontact withgrouting. (c) Considerjackscrewplatethicknessandfoundationplatethickness,wheretheseplatesare usedandscrewthejackscrewsdownthroughthesubbasesupportflangesbyanamount sufficienttoprovidespacefor1groutthickness.Placeoneofthesteelplates,supplied withtheengine,undereachjackscrew;andcarefullylowertheunitdownoverthe foundationboltsuntilthejackscrewsarerestingontheplates.Adjustthejackscrewsuntil theunitissettinglevelinbothlongitudinalandtransversedirections. 4. CHECKINGENGINECRANKSHAFTALIGNMENT Theproperprocedureforcheckingcrankshaftalignmentisasfollows: (a) Removelowerbasecoveradjacenttoflywheelendofengine (b) Observetheinsidefaceofthewebsofthelastcrankshaftthrow.Iftherearenocenter punchmarksinevidence,placeonecenterpunchindentinthecenterofeachweb approximatelyoneinchupfromthebaseoftheshortestweb(directlyoppositeeachother). (c) Insertadialindicatortypeofstraingaugesothatitwillbeheldbythecenterpunchmarks. (d) Takesuccessiveindicatorreadingsinthefollowingpositions:asnearbottomcenterasthe connectingrodwillpermit;90fromtopcenter;topcenter;90fromtopcenter(opposite side);andnearbottomcenter(oppositeside). (e) Totalvariationinreadingsmaynotexceed.003. 2

 SectionC 5. INSTALLINGANDALIGNINGTHEDRIVENEQUIPMENT Aftertheenginehasbeenplacedonthefoundationanditscrankshaftalignmenthasbeen checked,butbeforegrouting,thedrivenequipmentshouldalsobeplacedinitsproperposition overthefoundationinapproximatealignmentwiththeengine.Iftheengineflywheelwas removedduringthepreviousoperation,itmustberemountedbeforethedrivenequipmentcan bealigned. Aflexiblecouplingmustbeusedbetweentheengineandthedrivenequipmentinorderto protecttherespectiveshaftsagainstmisalignmentstrainsunderalloperatingandtemperature conditions SeesubsequentCsectionsforalignmentoftheflexiblecoupling.(Thisappliesonlywhensuch equipmentisfurnished). Shiftthedrivenequipmentorengineorbothsidewaysandalsoraiseorloweritasrequiredto obtainthebestpossiblealignment.Properliningupmaytakealittletime,butitisabsolutely essential.Flexiblecouplingshouldnotberequiredtocompensateforanymisalignmentthat canbeeliminated.Everybaseplateisslightlyelastic;therefore,everyunitmustbealignedin place. NOTE:Thinmetalsshims,totaling1/16to1/8,maybeplacedunderthedrivenequipmentto permitlaterreadjustmentofheightifsuchiseverfoundnecessary.Attentionshouldalsobe giventothelongitudinalpositionofthedrivenequipmentbearingsandtoanyfloatingand flexiblemembersofthecoupling.Alllongitudinallyfreeorflexibleitemsshouldbeintheir respectivecenterpositionsandamplelongitudinalclearancemustbeprovidedforfull movementsineitherdirections.Thisisimportantinordertoeliminateanypossibilityofthrust loadingsduetooperatingthermalexpansionorcontraction. Afterthealignmenthasbeenaccomplished,itshouldbecheckedbymeansofstraingauge readingsontheenginecrankadjacenttotheflywheel.Inthiscase,theflywheelandcoupling weightwillbesupportedbytheenginecrank;andgreaterstraingaugereadingsmaybe expectedwiththecrankthrowninthedownwardpositionthanwithitintheupwardposition. Thedifference,however,shouldnotexceed.003. 6. GROUTINGTHEENGINEANDDRIVENEQUIPMENT Aftertheengineanddrivenequipmenthavebeenplacedinpositionandproperlyalignedas describedundertheprecedingparagraphs,groutingbetweentheirsupportingflangesandthe foundationshouldbestarted. Anepoxyresintypeofgroutistobeusedandthesurfacetowhichitmustbondshouldbe absolutelycleananddryattimeofgrouting.Examplesofsuppliersofepoxygroutare:The CarterWatersCompany,CeilcoteCo.,andPhiladelphiaResin. CAUTION:Epoxytypegroutingmaterialspresentcertainhealthhazards.Thegrout manufacturersinstructionsmustbestrictlyfollowedanduseappropriatePPEatalltimes.

 SectionC Groutingformsmaybethesameasusedforconcreteandofsufficientstrengthorbracedto withstandthepressureofthegrout.Forms,toolsorotheritemswhichshouldbefreeofgrout mustbewaxed.Depthofgroutandcuringtimebetweenlayersshouldfollowthesuppliers recommendations.Forbesthandlingatemperaturearound70orhigherisbest. Thecuringtimeandtemperatureinformationshouldbeobtainedfromthegroutmanufacturer. Sufficienttimesmustbeallowedforthoroughcuringofthegroutbeforeremovingjackscrews andtherebyallowingequipmentweightstobearuponit.Thegroutmaybepaintedusingpaints ofthesamebasictypeasthegrout. 7. FASTENINGANDFINALALIGNMENT Afterthegrouthasbecomethoroughlycured,thelevelingscrewsmayberemovedandthe foundationboltnutsmaybeassembledandtightened.Properprocedurefortighteningthese nutsistofirstevenlyandonlymoderatelytightenallnutsfroeachparticularunit.Theretighten eachnutaslightadditionalamountandcontinuethisretighteningprocedure2or3timesuntil tighteningtorquecommensuratewithboltsizeisattainedforallnuts. Afterseveraldays,thetightnessofallnutsshouldbechecked;andthealignmentshouldbe rechecked(aspreviouslynotedunderparagraphsInstallingtheEngineandInstallingand AligningtheDrivenEquipment)andshouldbecorrectedifsuchisfoundnecessary.

SectionC Addendum SERVICEPIPING GENERAL Planallpipingcarefullyanduseasshortanddirectlinesaspossible.Toimprovethegeneralappearance oftheinstallation,pipingshouldbelaidbelowtheengineroomfloorwhenitispossibletodoso. Removablefloorplatesshouldbeprovidedforaccesstothepiping. Providedrainsatalllowpointsandventsatallhighpointsofeachsystem.Provideclampstosteadythe pipingagainstvibration,butsolocatetheclampsthatthepipeswillbefreetoexpandorcontractwith temperaturechanges.Providesupportsforthepipingandheavyauxiliariessuchthattheweightisnot imposedontheengineconnection. Allpipesandfittingsshouldbethoroughlycleanedbeforeassembly,soastoeliminateallpossibilityof loosescale,dirt,orotherforeignparticlesfromenteringthesystem.Flushoutthesystemsafter installationandbeforemakingfinalconnectionsattheengine. Whenvibrationisolatorsaresuppliedwiththeengine,makesurethateverypipingsystemhasaflexible connectionasclosetotheengineaspossible. WATERLUBRICATINGOIL,ANDFUELPIPING Anapprovedpipingdiagramshouldbecarefullyfollowedwithrespecttopipesizesandlocationofthe variouscomponentsofthesystem.Useasfewbendsaspossibleanddonotmakesuctionordischarge pipinglongerthannecessary.Usegatevalvesforallliquids,tokeepflowresistanceataminimum. Whenanexpansiontankisusedinthewatersystem,itsmainconnectiontothecirculatingsystem shouldbeascloseaspossibletothewaterpumpinlet. STARTINGAIRPIPING(WhenSupplied) AirtanksshouldconformtoA.S.M.E.specificationsandshouldhaveamplestrengthfor250lbs.per squareinchpressure.Eachtankshouldbeequippedwithasafetyvalveandaglovevalveforisolation. Adrainvalveshouldbeprovidedatthelowestpointandthisvalveshouldbeaccessible. Tanksshouldbeconnectedtothestartingairheaderusingthespecifiedpipesize.Provideaglobevalve nexttotheengine.Allvalvesandfittingsshouldbesuitableforatleast250lbs.persquareinch pressure.Theaircompressordischargepipeshouldberuntotheairtank.Itshouldnotbeconnected tothepipingbetweenthetankandthestartingairheader.Aircompressorunloadershouldpreferably beconnectedtothetankwithitsownpiping.Undernocircumstancesshoulditbeconnectedtothe compressordischargeline. EXHAUSTSYSTEM Whenbendsarenecessaryuselongsweepfittings.Usethepipesizecalledforontheoutlinedrawing forlengthsupto30ft.,containingamaximumofthreebends.For3to6bendsincreasethepipetothe nextnominalsizeandforeachadditional30ft.lengthincreasebyonepipesize.

SectionC Addendum Inordertoprotecttheengineandpipingfromunduestrainsalengthofflexiblemetaltubingmustbe installedasneartheengineaspossible.Itisalsorecommendedthatflangedconnectionsbeusedfor easedismantlingandcleaning.Formultipleengineinstallationsitisessentialthatseparateexhaust linesbeused. Ifanexhaustsilencerand/orwasteheatboilerisinstalledintheexhaustsystemoftheengine,itshould beofsizeanddesignofferingminimumresistancetoenginemaximumloadexhaustflow.Totalflow resistance,includingpipinglosses,shouldnotexceedteninchesofwaterinthecaseofsupercharged engines,orfifteeninchesofwaterinthecaseofnaturallyaspiratedengines. AIRINTAKESYSTEM Ifanairintakesilencerand/orfilterisused,itshouldbeofsizeanddesignsuitableforhandlingthe maximumairrequirementsoftheenginewithaminimumflowresistance.Totalflowresistance, includingpipinglosses,shouldnotexceedteninchesofwaterforsuperchargedengines,orsevenand onehalfinchesofwaterfornaturallyaspiratedengines. Iftheengineairintakeisinstalledintheengineroom,theroommustbeprovidedwithadequate ventilatorstoallowamplecoolairfortheenginerequirements.Ifanyappreciableamountofdustor dirtispresentintheatmosphere,anaircleaneroftheoilbathtypeandofpropersizeshouldbe providedtopreventsuchdirtordustfromenteringtheengineandcausingunduewear.

SECTIOND AIRFUELRATIOANDIGNITIONTIMINGCONTROL
1. UnitedControlsGroupDrawing#08254A01(4Sheets)Air/FuelRatioControl Assembly 2. UnitedControlsGroupDrawing#08254G01(3Sheets)Air/FuelRatioControlOutline 3. UnitedControlsGroupDrawing#08254S01(12Sheets)Schematic 4. RecommendedSpares

RECOMMENDED SPARE PARTS LIST

Project: Cameron Air Fuel Control Project Number: 08254 Assembly Drawing: 08254A-01

Description CONTROLLER, COMPACTLOGIX L23E MODULE, COMPACTLOGIX 6TC MODULE, COMPACTLOGIX 4AI/2AO PanelView Plus 400 SWITCH, ETHERNET RELAY, 24VDC, DPDT, ATEX TRANSDUCER, PRESSURE 50 PSIG TRANSDUCER, I/P ADAPTER, FEMALE VALVE, 3-WAY CONVERTER, F TO I CONVERTER, I TO I

Item 0251 0262 0263 0307 0356 0863 1000 1004 1005 1006 1012 1013

Commissioning Spares

Operational Spares 1 1 1 1 1 2 1 1 1 1 1 1

Unit EA EA EA EA EA EA EA EA EA EA EA EA

Manufacturer ALLEN-BRADLEY ALLEN-BRADLEY ALLEN-BRADLEY ALLEN-BRADLEY PHOENIX CONTACT PHOENIX CONTACT ASHCROFT Fairchild Products Swagelok Swagelok PHOENIX CONTACT PHOENIX CONTACT

Page 1 of 1

SectionF

BEDPLATECRANKSHAFTMAINBEARINGS CRANKSHAFTALIGNMENT 1. BEDPLATE Thecastironbedplateisheavilyribbedtoformtherigidstructureuponwhichthe remainderoftheengineisbuilt.Thetransversemembers,whichfromthemainbearing supports,arelineboredandmatchmarkedwiththeirrespectivecaps;hencethecaps mustalwaysbereplacedinaccordancewiththesemarkings.Thecapsareheldinplace byalloysteelcapscrewswhicharesafetywiredinpairs. Anoilsuctionstrainerismountedonthefrontendoftheengineinthesuctionpassage betweentheenginesumpandthelubeoilpump. Thebedplateismachinedtoaccommodatethelubeoilmanifoldandpassagesare drilledateachmainbearingtocarryoilfromthemanifoldtothecrankshaftbearings. 2. CRANKSHAFT Thecrankshaftisforgedfromasolidbilletofhighqualitysteelandisaccurately machined.Oilpassagesaredrilledfromthemainbearingjournalstolubricatethe crankpinsandtocarryoilforlubricationofthepistonpinsandforcoolingofthepistons. Theforwardendofthecrankshaftisextendedfortheauxiliarydrives.Also,atorsional vibrationdamperismountedonthefrontend.Therearendofthecrankshafthasan integrallyforgedpowertakeoffflange.Adualsprocketattheflywheelenddrivesthe twocamshafts. Throwringsandalabyrinthsealpreventoilleakagearoundthepowertakeoffflange. 3. MAINBEARINGS Thetrimetalmainbearingshellsareofthesplitprecisiontyperequiringnoshimsor handfitting.Upperandlowerbearingsarenotinterchangeable.Wheninstallingnew bearingshellsorinreplacingoldonesintheengine,careshouldbetakenthattheshell andthebearingsaddleareboththoroughlycleanedbeforeanyassemblyisattempted; butundernocircumstanceshouldanyfiling,scrapingorotherfittingbedoneoneither bearingshellorsaddle. Endthrustofthecrankshaftistakenbytwohalfringthrustbearings,oneoneachside oftherearmainbearingsaddle.Thesefitintomachinedrecessesinthebedplateand arepreventedfromturningbythebearingcap.Withthebearingcapoff,theycanbe
1

SectionF

rotatedaroundthejournalforremoval.Thesebearingsmustbeinstalledsothattheir groovedfacescontactthethrustsurfacesofthecrankshaft. Thefollowingprocedureshouldbefollowedinremovingthemainbearingshellsfor inspectionorcleaningorotherservice:(NOTE:Thatsparkplugsshouldberemoved andfuelgasshutoffduringthisoperationifcylinderheadshavenotbeenremoved fromtheengine). a. Turnthecrankshafttoapositionwhereoneofthethrowsadjacenttothebearingis inahorizontalposition.Thisleavesanopenspaceabovethecrankwebthrough whichthecapandbearingcanberemoved.Thebearingcanberemovedmost convenientlyfromtheleftsidethroughtheopeningforwardofthebearing,orfrom therightsidethroughtheopeningtotherearofthebearing.Thefrontmain bearingcanberemovedonlyfromtherightsideandtherearmainbearingonly fromtheleftside. Removethesafetywireandcapscrewsfromthebearingcaps.(Aspecialwrenchis providedforremovingthecapscrews).Liftthecap(twopeoplewillbeneededfor this)andlayitonitssidebytiltingtheopawayfromthehorizontalcrankthrow. Thenslideitalongthecrankwebandoutthroughtheopening.Itmaybenecessary toturnthecrankshaftafewdegreesonewayortheotherinordertofindthebest positionforremovingthecap. Liftthebearingshelloffthejournalifithasnotremainedinthecap. b. Placeasmallpieceofbrassrod,orpropersize,inthelubricatingoilholeinthemain bearingjournalandallowittoprojectabout5/32beyondthejournal. c. Barthecrankshaftoverslowlybyhand.Theprojectingbrassrodshouldcatchthe lowerbearingshell;andbyturningthecrankshaftforenough,thelowerbearing shellwillbeforcedaroundtoapositionwhereitmaybeliftedfromtheshaft. d. Upperandlowermainbearingshellsarenotinterchangeableandmustbeplaced backintheiroriginalpositionsafterremovalforanyreason.Notethattheupper shellhasanoilgroovecutcompletelyaroundthecircumferenceandislocatedby eitheratangoradowelinthecap.Bearingshellsshouldbemarkedtoindicate location(i.e.numberofbearingandwhetherupperorlower). NOTE:Useonlypencilmarkingsontheinsidediameteroroutsidediameteror partinglinefacesofbearingshells.Ifpunchmarksornumberstampsareused, theyshouldbemadeonlyontheendsoftheshellsandshouldbemadevery lightly.
2

SectionF

Carefullycleanthecrankshaftandbearingshellsandsaddlesbeforeattemptingto replacethebearingshells.Thelowermainbearingshellsmaybereplacedby barringoverthecrankshaftasdescribedabove.Besuretoremovethebrassrod fromthecrankshaftoilholebeforereplacingtheupperbearingshellandbearing cap.Thebearingcapcapscrewsshouldbetighteneduniformlywithatorque indicatingwrenchtothetorquereadingcalledforinSectionA. ThebearingsurfaceconsistsofathinplatingofBabbittoverabackingofspecial bronze.Ifmorethan20%oftheBabbitthasbeenwornawayexposingthebronze, theshellsshouldbereplaced. 4. CRANKSHAFTALIGNMENT Thecrankshaftalignmentshouldbechecked,atmajoroverhaulsoratintervalsor approximately12,000servicehours.Agoodideaofthealignmentmaybeobtainedby checkingwearofthemainbearings.Ifnotmorethan20%oftheBabbittplatinghas beenwornaway,itwillbesatisfactorytousethesamebearingsuntilthenextoverhaul period.However,ifthewearisuneven,itisbesttoreplaceallthebearingshellsin ordertomaintainproperalignment. Comparisonofthedialtypedistortiongaugemeasurementtakenattheupperand lowerpositionswillshowthecrankshaftalignmentconditions.Normallythe measurementsmadewiththecranksattheupperpositionareslightlygreaterthanthe measurementsforthesamecranksatthelowerposition.However,thedifferencein themeasurementforanyonecrankshouldnotexceed.002exceptforthecrank adjacenttotheflywheelwhichshouldnotexceed.003.Ifsuchisfoundtobethecase, newbearingshellsshouldbeinstalledintheengine. ReferenceFigureF1following

SectionH CYLINDERBLOCKANDCYLINDERLINERS CYLINERHEADSANDVALVES 1. CYLINDERBLOCK Thecylinderblockisaspecialallyironcastingofrigidconstruction.Thetopdecksand intermediatebridgesectionsarelineboredtoreceiveandproperlylocatethecylinderliners. Thecamshaftbearingsupportsarecastintegralwiththeblockonbothsides,andareprecision lineboredwiththeirrespectivebearingcaps.Removablecoversprovideaccesstothe camshaft,camfollowers,connectingrodsandmainbearings. Thecylinderblockisattachedtothebedplatewithstudsandselflockingnuts.Thin compositiongasketsareusedtomakeanoiltightjointbetweentheblockandthebedplate. Whenreplacingablockthathasbeenremoved,cleanthetwomatingsurfacesthoroughlyand usenewgaskets,applyingalightcoatingofGlyptalorsimilarsealanttobothsidesofthe gaskets. 2. CYLINERLINERS Thecylinderlinersaremadeofaspecialalloyironandaremachinedallover.Theboreishone finishedtoverycloselimits.Thecylinderlinerisofthewettype;andhasaflangeatitsupper endwhichisclampedinacounterboreinthecylinderblock,bythecylinderhead,toholdthe linerinitsproperposition.Thejointbetweenthisflangeandthecylinderblockismadewater tightbyaspecialgasket.Thelinerislocatedbyaprojectingpintheflangewhichfitsintoaslot inthetopdeckofthecylinderblock.ThreerubbercompoundOringsfitthegroovesnearthe lowerendofthelinertosealwaterandoilwherethelinerfitstheintermediatebridgesection oftheblock. 3. REMOVINGTHECYLINDERLINER (a) Baretheengineoveruntilthecrankpin,underthelinertoberemoved,isinthelowerdead centerposition. (b) ThelinercanbeeasilyremovedbyprovidingaspecialtoolasshowninFig.H1.Placea steelbarthrougheyeboltofthetoolandturnclockwisetofreethelinerfromitsseat.Ifthe linerisstuckfast,itmaybenecessarytouseajacktohelpfreeit.Restthejackonaheavy steelbarplacedacrossthewebsofthecrankshaft. (c) Afterthelinerisfree,engagetheeyeboltwithanoverheadhoistandwithdrawtheliner fromtheblock,usingasteady,evenpull,makingcertainthehoistisdirectlyovertheliner andprovidemeanstoguidethelinertopreventcockingorbinding. (d) NOTE:Ifaspeciallinertoolisnotavailable,placeaheavyflatsteelbaracrossthewebsof thecrankshaft,andplaceaheavydutyjackontopofthisbar.Useanotherbarofsuitable lengthontopofthejack,andoperatethejackupwarduntilthebarcontactsthebottom endoftheliner.Continueoperatingthejackupwarduntilthetopofthelinerprojects about2inchesabovethetopoftheblock.(Oncylinderswherecrankshaftcounterweights areencountered,itmaybefoundnecessarytoplaceaheavebarortimberacrossthe cylinderblockhandholeopeninginordertosupportthejack). 1

SectionH (e) Attachtwoclampsunderthelinerflange,180apart,andfastenaropeslingtotheclamps insuchamannerthattheslingcanbecentrallyengagedbyanoverheadhoist.Withdraw thelinerfromtheblockusingasteadyevenpullandmakingcertainthatthehoistisdirectly overthelinertopreventanycockingorbinding. (f) Placethelineronthefloorinaverticalposition. 4. INSTALLINGCYLINDERLINERINBLOCK

(a) Thoroughlycleanthecylinderliner,takingcaretoremoveallcarbon,scale,sediment,or otherdeposits. (b) Inspectthecylinderlinerforwear,cracks,nicks,orcorrosionpits,oranyotherdamage. (c)Ifaridgeisfoundinsidethelineratthetopofthepistonringtravel,thisshouldberemoved Inordertoeliminateanypossibilityofdamagetothepistonrings. (d) InspectandcleanthecylinderblockWaterjacketsofscaleorlimedeposits.Inspectand cleanthemachinedsectionoftheblockwherethecylinderlinerfitstheblock. NOTE:Itisgenerallymoreconvenienttofitthepistonandpistonringtothelinerbefore reinstallingitinthecylinderblock.Suchprocedureisrecommendedatthistimealthoughthe descriptionoftheworktobedonewillbepresentedunderSectionKofthismanual. (e) Installnewmetallicwatersealgasketunderthelinertopflange,usingasufficientamount ofheavygreasetoholdthegaskettotheflange. (f) Installrubberringsingroovesatthelowerendofthelinerwithoutuseofanytypeof lubricant.Makecertainthattheringsfittheirgroovesinanevenlystretchedconditionand thattheymayhavenotbeentwistedduringthisinstallation. (g) Usingamediumgradegearoiloranapproximate50%mixtureofenginelubricatingoiland STPandapaintbrush,coattheoutsidediametersofthelinerandsealringsandalsothe machinedupperandlowerboresofthecylinderblocklightlyandevenlytoassisttheentry ofthelinerintoitsfinalseatingwithouttwistingorshearingofthelinerrubbersealrings. (h) Assemblethespeciallinertoolovercylinderheadstuds;andwithasuitablebarplaced throughtheeyebolt,slowlyturncounterclockwisetoforcethelinerdownintoitsseat.IN FORCINGTHELINERINTOITSFINALPOSITION,BECERTAINTHATTHEWATERSEALGASKET FITSINITSPROPERPLACEANDISNOTPINCHEDORSHEAREDOROTHERWISEDAMAGED. NOTE:Ifaspeciallinertoolisnotavailable,attachclampstothelinerflangeand,usingarope slingandhoist,lowerthelinercarefullyintothecylinderblock,makingcertainthatthebottom rubberringbearsevenlyallaroundthebevelonthelowerboredsectionoftheblock.Thismay bedonebyusingabarfittingacrossthetopofthelinerandarounddiametricallyopposed cylinderheadstuds,andbyinstallingspacersandcylinderheadnutsabovethebarandpulling downevenlyonthecylinderheadnuts.Itmayalsobeaccomplishedbyplacingaheavytimber acrossthetopofthelineranddrivingonthetimberwithaheavybarorsledgehammer. (i) Rechecktheinsidediameterofthelinerattheleveloftheintermediatecylinderblock bridgetomakecertainthatitisstilltosizeandaroundwithin.002.Afaultyinstallationin whichtherubbersealringmayhaverolleduportornmaycausethelinertogoconsiderably outofroundandresultinscoringofthepistonandliner. 5. CYLINDERHEADS Theenginecylindersarefittedwithindividualalloyironcylinderheads,designedformaximum strengthanduniformcooling.Inletandexhaustductsaredesignedwithamplesectionandof propershapeforlowflowresistance.Thejointbetweenthecylinderheadandthecylinderliner 2

SectionH ismadegastightbyametallicgasket.Eachheadisfittedwithaninletvalve,anexhaustvalve,a gasadmissionvalveandonesparkplug.Theexhaustmanifoldisfastenedtothemachinedsides ofthecylinderheadsbywatercooledexhaustelbows. 6. REMOVINGCYLINDERHEADASSEMBLY (a) Draintheenginejacketwater (b) DraintheheadbyremovingtheNPTpipeplugontheleftsideofthehead.Thiswill preventspillingwaterintothecylinderwhenliftingoffthehead. (c)Removethecylinderheadcoverlidandcover(10nuts). (d)Removetherockerarmoillineandthepipethatleadsthisdownintothecamfollowerblock assembly. (e) Removethevalverockerarmassemblyandvalepushtubes. (f) Removetheexhaustelbowcompletelyandthermocouplelead. NOTE:Supportorremovetheexhaustmanifoldifallheadsaretoberemoved. (g) Removethewaterjumper(blocktohead). (h) Loosenandsupportorremovetheintakeairmanifoldandthegasmanifold. NOTE:Gasventtubeconnectionsmustbeseparatedifgasmanifoldistoberemoved. (i) Disconnectsparkplugcableandremoveignitioncomponentsattachedtothehead. (j) Removethecylinderheadnutsandliftoffthecylinderheadusingthespecialliftingdevice. Guidetheheadupandtowardtheexhaustmanifoldtopreventtearingtheairmanifoldand gasmanifoldgaskets. 7. SERVICINGCYLINDERHEADS Carefullyexaminevalveportsandremoveanycarbonordirtdepositsfoundtherein.Also inspectwaterjacketsfordepositsofdirtorlimeorotherforeignmatter.Anydepositsfoundin thewaterjacketshouldbewashedorblownoutofthehead,orcleanedoutwithaproper solventsolution. 8. INSTALLINGCYLINDERHEADASSEMBLY (a) Checkallgasketsandreplaceanyfoundtobedamaged.Besuretogluetheairmanifold gasketandgasmanifoldgaskettotheheadbeforeloweringinplace. NOTE:Thegasmanifoldgasketmustbeplacedwiththelargeholdoffsettowardtheairpassage (up).Thegaskethasacuttopreventinterferencewiththeairmanifoldgasket. (b) Usingthespecialliftingdevice,lifttheheadovertheengineandlowerintoplace.Besureto keeptheheadguidedtowardthecenteroftheenginetopreventtearingoftheairandgas manifoldgaskets.Also,besurethattheheadtolinergasketisinpositiononthehead beforelowering.Thisgasketcanbestucktotheheadwithgrease. (c)Replacethecylinderheadnutsandwashersandtightendownevenlyuntiltheheadfits snuglytothetopoftheliner.Donotuseover24ft.lbsoftorqueatthistime. (d)Reinstallthejacketwaterjumper,theairmanifoldandthegasmanifoldcapscrewsbutdo notfullytightentoallowforaligningoftheotherparts. (e)Reinstalltheexhaustelbowbutdonotfullytightenthecapscrews. (f)Fullytightenthecylinderheadnuts,usingacrisscrosspattern,tothevalvegiveninSection A.Useatorqueindicatingwrench.Itsisbesttoworkthecrisscrosspatternaroundtheheadat leastthreetimes,workinggraduallyuptothefinaltorquesettingthelasttimearound.PULL 3

SectionH NUTSDOWNEVENLY.Impropertightening,especiallyintheinitialstages,mayruinthecylinder headorlinerorevencrackthelinerseatingledgeofthecylinderblock. (g)Fullytightenallcapscrewsmentionedinsteps(d)and(e)above. (h)Reinstallthevalverockerarmassemblyandvalvepushtubes. (i)Reinstallltherockerarmoillineandthepipethatleadsthisdownintothecamfollower backassembly. (j)Reinstallthecylinderheadover(10nuts)andlid. (k)Reconnectthegasventtubeifremoved. (l)ReinstalltheNPTheaddrainplug. (m)Reinstallignitioncomponentsattachedtotheheadandreconnectthesparkplugcable. 9. INLETANDEXHAUSEVALVES Eachcylinderheadisfittedwithoneinletandoneexhaustvalve,eachvalvebeingmadeofa specialalloysteelbestsuitedforitsrespectiveapplication.Dualconcentricvalvespringsare usedoneachvalve.Thespringretainersareheldonthevalvestemsbyhardenedsteelsplit keepers. 10. VALVEINSPECTIONANDCARE Tosecurelonglife,thevalvesmustbeproperlyseated.Itisthereforeadvisabletoinspectthe valves,especiallytheexhaustvalveatregularintervals.Iftheseats,bothonthevalveandinthe head,arepolishedandnotexcessivelypitted,andifthecontactareaappearstobecontinuous allthewayaroundbothvalveandseatfaces,thengrindingorlappingisnotnecessary,andin factmaybedetrimental.However,iftheseatsappearratherrustyinplaces,orifpittedareas areofsufficientsizetoextendalmostacrossthevalveseatingfaceinthehead.Inseverecases, replacementofvalvesmaybenecessary.Afterrefacingorreplacingvalvesitmaybedesirable tolightlylaptheseatswithfinelappingcompoundtoinsureproperseating. 11. REMOVINGALLVALVESFROMHEAD (a) Depressthevalvespringretainer,withaprongedleverorspecialtool,sufficienttoallow removalofthesplitkeepers. (b) Removekeepersandslowlyreleasepressureonthespringretainer. (c)Liftoutspringretainerandvalvesprings.Removevalvespringspacer. (c) Turnheadoverandremovevalve. 12. LAPPINGVALVESTOTHEIRSEATS NOTE:Anylappingofvalvetoitsseatshouldbeofverylightnature,sincethisoperationtends towearagrooveinthefaceofthevalve.Ifheavylappingappearsnecessary,bothvalveand seatshouldberefacedwithpropergrindingequipment. (a) Placethehead,withthecombustionchamberup,onanimprovisedstandorworkbench. (b) Placeaweakspringbetweenthevalveheadandvalvestembushing. (c)Applylappingcompoundtothevalveseatandrotatethevalvebackandforthwithavalve lappingcranktool,applyingsomepressureagainsttheseat,butallowingthespringtolift thevalveofftheseatfrequentlytoreplenishthecompoundbetweentheseatingsurfaces.

SectionH (d) Afteraperfectseatisobtained,thoroughlycleanthevalveheadandseat,removethe lappinginspringandreassemblethevalve(reversingtheoperationsgivenfor disassembly). 13. GASADMISSSIONVALVES Thegasadmissionvalves,oneperhead,areusedtoadmitfuelgastothecylindersduringa portionoftheintakestroke.Theyareoperatedbycamsonthecamshaft,throughfollowers withlashadjusters.Eachgasadmissionvalveassemblyisequippedwithtwosealstominimize gasleakagealongthestems.Anyleakagewhichdoesoccuriscarriedwaybyaventline. Thegasadmissionvalveassemblyisattachedtothebottomoftheairintakepassageway directlyoverthecamfollowerassembly.Threenyloksocketheadcapscrewsholdtheassembly tothehead.Itismostimportanttonotethepositionofthevalvestemtoassureitsbeing positionedproperlyonreinstallation.Thevalvestemmustbetowardtheairmanifoldsideof thehead.Incorrectinstallationwillcausethecamfollowernottomakecontactwiththevalve stemandnotopenthevalve. Disassemblethevalveassemblybycompressingthespringandremovingthetwokeeperhalves. Thevalvestemsstealsshouldbereplacedifworn.Notethatthesealinglipmustpointtoward thevalve.

SectionK

PISTONANDCONNECTINGROD 1. PISTONS Thepistonsarecastofaspecialalloyironandaremachinedandgroundtocloselimits. Theyaredesignedtoprovideamplestrengthandwearingqualities,andtoallow uniformexpansionandrapidheattransfer. Thespaceimmediatelybelowthepistonhillsidecrownissealedfromtheengine crankcasebyaspecialaluminumplugtoprovideasuitablechamberthroughwhichthe pistoncoolingoilcirculates.Drilledpassagesareprovidedtoconductcoolingoilfrom thepistonpintothechamberandreturntheoverflowbacktothecrankcase.Twoare plugged. Thepistonisequippedwithsixpistonrings,fivebeinglocatedabovethepistonpin.The topringisachromeplatedcompressiontype.Thenextthreeringsaretaperfaced compressionringsandthelasttwoareoftheventilatedoilscrapertype.Drainholes aredrilledaroundtheoilringgroovestoconducttheexcessoilbackintotheengine base.Theseholesshouldbecleanedoutwhenthepistonisremovedforinspectionor replacementofrings. Pistonpinsareheldinplacebyinternalexpandingtypelockrings. 2. PISTONPINS Thehollowpistonpinsareofhardenedspecialsteel,groundtoveryclosetolerance. Theyareofthefullfloatingtypewithamplebearingareas. Stampedsteelplugsarepressedintoeachendofthepistonpinandarerolledinto groovesattheendsofthepinboretoprovideanoiltightseal.Tworadialholesare drilledthroughthewallofthepinatitscentertoreceivepistoncoolingoilfromtherifle drilledconnectingrod.Setsofsixholeseacharedrilledattheendsofthepinjustinside thesteelplugstoconductcoolingoilfromthecenterofthepintothedrilledpassagesin thepiston. 3. CONNECTINGRODS Theconnectingrods,oftheautomotivetype,aremadeofHsectionforgingsofhigh qualitysteel,carefullyheattreatedandmachined.Therodcapisoftheconventional boxtype.
1

SectionK

Thecrankpinendoftherodissplittoretaintheprecisiontypesteelbackedbearing shellsbymeansoffouralloysteelbolts,washers,andselflockingnuts.Thecapandrod areprecisionmachinedasanassembly,andthecompleteassemblymustbeorderedfor replacement.Upperandlowerbearingshellsarenotinterchangeableanditis importantthateachbeinstalledinitsproperlocation.Notethatthelowershellhasan oilgroovecutcompletelyarounditscircumference.Notealsothatbothupperand lowercrankpinbearingshellsarepositionedintheconnectingrodbymeansofatang oneachbearingshell.(FigureK1). Whenreplacingconnectingrodshells,BESUREthattheupperandlowerbearingshells areinstalledcorrectlywithregardtotheoilgrooveinthelowershell,asnotedabove, andalsothattheshellsarelocatedproperlywiththeirrespectivetangs. ThecrankpinbearingIlubricatedbyoilthatisreceivedfromoneoftheadjacentmain bearingsthroughanoilholeinthecrankshaft.Anoilgrooveinthebearingshellbore picksuptheoilfromthecrankpinanddeliversittothepistonpinbearingandpiston coolingchamberthrougharifledrilledholeintheconnectingrod. Theupperendoftheconnectingrodcarriestwosteelbackedbronzebushings.These bushingsareseparatedatthecentertoprovidefortheoilforpistonpinandpinboss lubricationandthepistoncoolingchamber. 4. REMOVINGPISTONANDCONNECTINGROD a. Removelowerinspectioncoversfrombothsidesofblock. b. Toprovidewrenchclearance,bartheengineoveruntilthecrankpinisina convenientposition.Thenworkingthroughthenearsideinspectionopening,loosen butdonotremovenutsatthesideoftherod.Barengineandrepeatabove procedure.Aspecialwrenchisprovidedfortheconnectingrodnuts. c. Scrapeoffanycarbonthatmayhavebeenformedaroundtheupperportionofthe cylinderliner.Alsoexaminethelinerforawearshoulderatthehighpointofpiston ringtravel.Ifsuchashoulderisfound,itshouldbetaperedoffbyscrapingor honinginordertoallowremovalofthepistonandrings.Blowoutorwipeoffany carbonorotherforeignmatterthatisleftbytheaboveoperations. d. Bartheengineoveruntilthecrankpinisintopdeadcenter.Removenuts,boltsand connectingrodcapandlowercrankpinbearingshell.ExerciseCAUTIONsothat thesepartsdonotfallintothebottomofthebedplate. NOTE:Thelowerhalfcrankpinbearingshellmayremaininthecapwhenthecapis removedfromtherodoritmaystickonthecrankpin.Ineithercase,itshouldbe carefullyremovedandwipedcleanandmarkedwithagreasepencilforlater identification.Likewisetheupperhalfbearingshellmaystickonthecrankpinoritmay
2

SectionK

remainintherodwhenrodandpistonareremovedinsubsequentoperations.Ittoo shouldbecarefullyremovedandcleanedandmarked. e. Attachthespecialliftingdevicetothepistonusingthetappedholeinthecrown. Theeyeoftheliftershouldbetowardthecenteroftheengine.Usinganoverhead hoist,liftthepistonandrodoutofthecylinder.Guidetheconnectingrodintothe linetoavoiddamagingthecylinderwall. f. Movethehoistawayfromtheengineandsetthepistonandconnectingroddown onawoodenrack. 5. DISASSEMBLINGPISTONANDCONNECTINGROD a. Standassemblyonpistoncrownandplacewoodenwedgesbetweenthesidesofthe rodandthepistonskirttoholdtheroduprightandtopreventtheassemblyfrom tippingover. b. Alockringremovingtoolwillbeofconsiderableassistanceinremovingthepiston pinlockrings. c. Afterthelockringsareremoved,sliparopeslingoverthefootoftherodand holdingitinplacewiththehoist,pushoutthepistonpin. d. Ifitisdesiredtoremovethepistonrings,thiscanbedonewithanexpandingtool (SeeFigureK2).Donotexpandringsmorethanisnecessarytoclearthepiston. e. ThepistoncoolingchamberplugislockedinplacewithLoctite277andmaybe removedforinspectionandcleaningofthechamberbymeansofapieceof15/8 hexagonalbarstockandawrench.TheLoctitemustbedeactivatedbyheatingwith atorchto350400oF.Theplugcanthenberemoved.Itissuggestedthatthisbe doneeveryothermajoroverhaul.Whenreassemblingthealuminumshoulderplug besureto: 1. Wirebrushcleanthethreads,thenuseLoctitecleanerandapplytheLoctite277 accordingtomanufacturersrecommendations. 2. Torquetheplugto4050FtLbsMax.DONOTuseimpacttoolsandDONOT stakeinplace. 6. PISTONANDCONNECTINGRODMAINTENANCE Stuckorwornringsareperhapsthechiefitemofpistonmaintenance.Stuckringsmay generallybefreed,withoutresortingtoscraping,bysoakingthepistonina30%solution ofNo.9Oakiteinkerosenefor24hoursorlonger.Theringsmaythenberemoved withanexpandingtool.(SeeFigureK2).Thepistonringgrooveandringlandsandoil drainholesshouldbecleanedandthegroovesshouldbeinspectedforwear.Astuck ringgenerallymustbereplaced.Checkcarefullybeforereusing.
3

SectionK

Atannualoverhaulsthepistonpinshouldbecleanedandgivenathoroughsurface inspection.Magnafluxinspectioniswarrantediftheenginehasbeenoperatedinheavy serviceforaconsiderableperiodoftime.Whenmagnafluxing,plugalloilholesinthe pistonpin(corkscanbeused)soastopreventmagnafluxpowderfromenteringthe insidepassagesofthepin. Connectingrodsshouldbecarefullycleanedandgivenathoroughsurfaceinspection. Magnafluxinspectioniswarrantediftheenginehasbeenoperatedinheavyservicefor aconsiderableperiodoftime.Particularattentionshouldbegiventocleaningofthe rifledrilledholethroughtherod.Connectingrodboltsshouldalsobecarefully inspected,withmagnafluxinspectionbeingwarrantedasnotedabove. Thebushingsareprecisionboredafterassemblyintotherodtoinsurepropersizeand location.Ifthesebushingsarereplacedinthefield,extremecareshouldbeusedin maintainingtheboreofthenewbushingparalleltoandproperlyspacedfromthe crankpinbore.Replacementbushingsmustbethermallyshrunktoalloweasyinsertion intherodendboreandtopreventshavingofthebushingoutersurfaceandsubsequent lossoftheinterferencefit. Cleanandcarefullyinspectthecrankpinbearingshellsforbearingsurfacewearorother deterioration.Bearingswithafewslightpitmarksmaybereused.However,ifsuch failurehasprogressedtoanyappreciableextentoriftheBabbittappearswornthrough tothebronzebakingoveranareaexceeding25%ofthebearingsurface,theshells shouldbereplacedwithnewones. 7. REASSEMBLYOFPISTONANDCONNECTINGROD a. Cleanallpartsandinspectfordamageorwear,replacingbadlywornordamaged partswithnewones.Oilallpartsbeforeassembly. b. Fitnewpistonringsinsidecylinderlinerandcheckringgap.(NOTE:Ringsmust beplacedsquarelyinthecylinderforgapchecking.Theyshouldbechecked nearthebottomofthecylinderforminimumgapandnearthetopofthe cylinderatitspointofgreatestwearformaximumgap).Wornringsshouldbe usedonlyincaseofemergencywhennewringsarenotavailableandthenonly incaseswheretheywerecarefullyremovedfromthepistonandthoroughly inspectedforcracksorotherdamage.Suchringsshouldbeplacedbackinthe samegroovefromwhichtheywereoriginallyremoved.Ringswhichwerestuck intheirgroovestothepointwheretheywerenoteasilyremovableaftersolvent soakingshouldNEVERbereused. c. Installringsintheirproperpositiononpistonwiththeexpandingtoolfurnished withtheengine.(SeeFigureK2).
4

SectionK d. Placepistonuprightonitscrownandinsertconnectingrodinthesamepositionitwas inwhenremoved.(NOTE:Matchmarksonpistoncrownandrod). e. Linenuppinboresinthepistonandrodandinstallpistonpin.Usewoodenwedgesto holdtheroduprightasexplainedabove. f. Replacepistonpinlockringsinpiston.

8. REPLACINGPISTONANDCONNECTINGRODINCYLINDER Pistonsandconnectingrods,ifused,shouldbeplacedbackinthesamecylinderandinthesame positionasbeforetheirremoval. Pistonsshouldbeplacedwiththevalveclearancereliefsandthehillsidecrowntowardthe outboardsideoftheengineinordertoproperlyaligntheirclearancereliefswiththevalves.The taperboredringguide,furnishedwiththeengine,shouldalwaysbeusedwhenreplacingpistons inthecylindersinordertoproperlycompressthepistonringsandguidethemintothecylinder bore. Toreplacepistonandconnectingrodassemblyintocylinder,proceedasfollows: a. Attachliftingdevicetopiston.Lifttheassemblywithanoverheadcraneandblowoffdirt withanairhose.Alsowipeenginecrankpinclean. b. Fitthecrankpinendupperbearingshellintoitsseatintheconnectingrod.(NOTE:These bearingshellsaremanufacturedwithaslightlygreaterspanacrosstheiropenendsthanthe boreoftheconnectingrodandtheyshouldhavesufficientspringactiontomaintaintheir properpositionduringfurtherassemblyifreasonablecareisexercised.Upperandlower shellsareNOTinterchangeable. NOTE:Inreplacingoldshells,orinstallingnewones,careshouldbetakenthatbothbearing shellsandbearingsaddlesarethoroughlycleanedbeforeassembly.Sincetheshellsareof precisiontype,nofiling,scrapingorotherfittingworkshouldbedoneoneithershellsor saddlesunderANYcircumstances. c. Bartheenginecrankshaftovertobringthecrankpintotopcenterposition.Placethepiston ringguideonthetopofthecylinderliner.Lubricatepiston,line,crankpin,andcrankpin bearingwithengineoil. d. Carefullylowertheassemblyintothecylinder.Guidetheconnectingrodlowerendto preventitsstrikinganddamagingthecylinderwall.Payattentiontoeachpistonringasit enterstheguideandmakecertainthatringgagsarestaggered. e. Insertlowercrankpinbearingshellinconnectingrodcapandassemblecaptoconnecting rodwithmatchmarksintheirproperrelation. f. Installconnectingrodboltsandwashers,lubricatenuts,andscrewthemdownastightlyas possiblebyhand. g. Removelifterfrompiston. 5

SectionK h. Bartheengineovertoobtainwrenchclearanceinthesamemanneraswhenremovingrod bolts.Thenwithatorquewrench,(takingatleastthreeuniformtighteningstepsonall bolts)thenutsshouldbetightenedtothetorquevaluegiveninSectionA.

SectionL

CAMSHAFTANDVALVEOPERATINGGEAR 1. GENERAL Thecamshaftsarelocatedinthecylinderblock,oneoneachsideoftheengine.They aremountedinpressurelubricatedsplitprecisiontypebearings,fittedinlinebored supportswhichareanintegralpartofthecylinderblockassemblystructure.Acamshaft bearingislocatedoneachsideofeverycylinder,providing7bearingsoneachshaftfora 12cylinderengineand9bearingsfora16cylinderengine. Eachcamshaftisdrivenfromtheflywheelendofthecrankshaftbyatwostrandroller chain.Thecamshaftsprocketsareclampedtothesprockethubsbyclampingringsand capscrewssecuredbylockwire.Thisdesignallowsrelativerotationfortiming adjustmentsbylooseningtheclampingscrews.Agearboltedtothehubofthe camshaftdrivesageartrainfortheenginegovernor,magnetodrive,tachometerand overspeedshutdowndevice. Thecamshaftsaremadeofgroundandpolishedsteelshafting.Threecams,inlet, exhaustandgasadmissions,areprovidedateachcylinder.Eachcamislocatedin properangularrelationbyaWoodruffkey.Thecamsaremadeofheattreatedallow steelforlonglife,andareprecisionground. 2. CAMSHAFTTIMING CamshafttimingspecificationsarenotedinSectionA.Thecamshaftsareadjustedat thefactoryandthecamshaftsprocketsarethentightlyclampedtothehubs.Ifthe instructionsgiveninsubsequentparagraphsarecarefullyfollowedwhenremovingand reinstallingthecamshafts,thereshouldbenonecessityforchangingthisadjustment. Adjustmentofcamshafttimingshouldbedonewiththeaidofadialindicatorgauge usedtodeterminecorrectcamliftforcheckingvalveevents.Theindicatorshouldbe arrangedtobearontopoftherockerarmadjustingscrewfortheparticularvalvetobe checked.Makesuretheadjustingscrewbearsfirmlyagainstitspushrodbeforesetting dialindicatortoZERO.Thiswillinsureaccuratecamliftmeasurements.Thecamshaft sprocketshouldbesoclampedtoitshubthatvalveopeningandclosingoccursthe propercrankshaftposition.(SeeSectionA) IMPORTANTITisessentialthatthetwocamshaftsbephasedtogethertoproducethe firingSequencegiveninSectionA.Sincethecrankshaftturnstworevolutionswhilethe camshaftturnsone,itispossibletohaveonebankofcylindersafullcrankshaft revolutionofffromitspropertiming,eventhoughbothcamshaftsappeartobeproperly
1

SectionL

timedtotheirrespectivecylinderbanks.Failuretoobtainproperfiringsequencecan resultinseverestressesinthecrankshaftanddrivenequipment. 3. CAMSHAFTIDLERS Eachcamshaftdrivechainisprovidedwithtwoidlers.Oneisafixedassemblywhilethe otherisadjustabletoprovideproperchaintension.Theadjustableidlersprockets rotateonrollerbearings,whilethefixedidlersarefittedwithpressedinprecision bushings,pressurelubricatedfromtheenginesystem. 4. ADJUSTINGCHAINTENSION Itisessentialtomaintainpropertensioninthechains.Iftootight,theywillbe overloadedandmaybreak;iftooloose,theymaywhipandvibrate,causingexcessive wear.Theidlers,andconsequentlychaintensions,areadjustedbymeansofadjusting screws.Theadjustmentsshouldbecheckedperiodicallytopreventexcessiveslackin thechains. Toadjustchaintension: a. Removecamshaftsprocketcover. b. Bartheengineovertoproduceslackinthechainspanoppositetheadjustableidler. Thechainhaspropertensionwhenmovementontheslacksideofthechain approximates. c. Loosenclampnutonidlershaft(usingthespecialwrenchprovidedforthispurpose) andlocknutonidleradjustingscrew. Totightenchaintension,turnadjustingscrewclockwise. Toloosenchaintension,turnscrewcounterclockwise. d. Afteradjustmentsarecompleted,alwaystightennutstomaintainpropertension. Thechainshouldbereplacedpromptlywhenwornoutorwhentherollersmesh neartheendsoftheteeth.Wornsprocketsshouldbereplacedwhenanewchainis installedbecausedeformedteethwillpromptlyinjurethenewchain.Ifitis necessarytoreplacebothchainandsprockets,andnewsprocketsarenot immediatelyavailable,hooksshouldbedressedoffandteethotherwisecorrected asmuchaspossible. Theinstallationofafewnewpartsinagenerallywornchainshouldbeconsidered onlyatemporaryexpedient.Thereuseofindividualpartsisnotagoodpractice completenewlinksarebetter.Achainthathasbrokenduetoaccidentshouldbe
2

SectionL

replacedbecausesomesectionshaveprobablybeenstressedtoadegreethathas impairedthepressfitofpinsandbushingsinthelinkplates. 5. TOREMOVETHECHAIN a. Removecamshaftsprocketcover. b. Bartheenginecrankshaftovertothefiringtopcenterofnumberonecylinder.Laya straightedgeacrosstheexposedfaceofthecamshaftsprocketandscribea referencelineonthefaceofthesprocket.Thiswillallowreassemblywithout necessityofcompleteretimingoperations. c. Barengineoveruntilchainconnectinglinkisinaconvenientspot. d. Releasetensiononchainidleraspreviouslynotedundernumber4. e. Removeconnectinglinkbywithdrawingthelockanddrivingthelinkpinsevenly throughthelinkcoverplatesandwithdrawingthelink. f. Attachapieceofsoftannealedwiretooneendofthechainandholdingtothiswire, bartheengineoveruntilchainisdisengagedfromsprockets,andthenliftoutthe engine. Toreassembly,reverseaboveoperations,makingcertainthatchaintensionis properlyadjusted.Alsomakecertainthatthereferencemark,madeonthe camshaftsprocketbeforeremovalofchain,isinproperpositionwhennumberone cylinderisatcorrecttopdeadcenter,beforeconnectingrollerchain. IMPORTANTREFERTONOTESUNDERCAMSHAFTTIMING. 6. CAMSHAFTBEARING Thecamshaftsareequippedwithsplitprecisiontypebearings.Ifthecamshaftsare removed,thebearingshellsshouldbemarkedortaggedforidentificationand reinstalledintheiroriginallocations. 7. REMOVALOFCAMSHAFT Toremovethecamshaftfromtheengine,proceedasfollows: a. Removecamshaftsprocketcoverandcamcompartmentcovers.Alsoremovevalve rockershaftassembliesandvalvepushrods,toreleasetheirdownwardforceson thecamfollowers.Shortenthegasadmissionvalvepushrodtoreleasetheforceon thefollower. b. Disconnectdrivechain(See5above). c. Removedriveassembliesformagnetos,overspeedshutdowndeviceand tachometer.
3

SectionL

d. Removestrutsovercamshaftbearingcaps. e. Wireallcamfollowerrollersuptopreventtherollerassembliesfromdroppingwhen thecamshaftisremoved. f. Arrangeaslingorprovidesomeothermeansofpreventingtheshaftfromfalling. Removethecapscrewswhichfastenthecambearingcapstothecylinderblock. g. Removebearingcapsandliftoutthecamshaft. Toreplacethecamshaftintheengine,reversetheaboveoperations,withadditional precautionsasfollows: a. Makecertainthatallbearingsandtheirrespectivemountingsaddlesarethoroughly cleanedalloverbeforeassembly.Lubricatecamshaftandbearingsurfaceswith engineoilwhenassembling. b. Makecertainthatthereferencemark,madeonthecamshaftsprocketbefore removalofchain,isinproperpositionwhennumberonecylinderisatcorrecttop deadcenter,beforereconnectingrollerchain. IMPORTANTREFERTONOTESUNDERCAMSHAFTTIMING

c. TightencambearingcapscrewsevenlytotorquevaluegiveninSectionA. d. Makesurethatthesealsattachedtothestrutsareingoodconditionandproperlyin place.Thesealsshouldbecementedtothestruts. e. Retimemagnetos(SeeSectionM). 8. CAMSHAFTINSPECTION Thoroughlycleanandinspectthecamshaftassembly.Examinethedrivesprocketfor wear,orpitsonthetoothsurface,andforcracksorbrokenteeth.Examinethecam tracksforwearorcracksorotherdamage. 9. CAMFOLLOWERS Thecamfollowersconsistofguidesequippedwithhardenedsteelrollersrunningon hardenedsteelpins.Anindividualcastalloyironcamfollowerbracketforeachcylinder, withaccuratelymachinedboresforthecamfollowers,isboltedtothecylinderblock immediatelyoverthecamshaft. 10. CAMFOLLOWERREMOVAL Toremovethecamfollowerbracketassemblyfromtheengine,proceedasfollows: a. Removecylinderheadcovers,valverockershaftassemblyandpushrods.
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b. Removecapscrewsholdingbracketassemblytocylinderblock. c. Removethecamfollowerbracketassembly.(Note:Inliftingouttheassembly,itwill benecessarytosupportthecamfollowersandtoliftthemfrombelowinorderto preventtheirdroppingoutoftheguideblock).Camfollowersshouldbemarkedin orderthattheiroriginalpositionmaybeidentifiedatreassembly. Toreplacethecamfollowerbracketontheengine,reversetheaboveprocedure. Makesurethatthemountinggasketisingoodcondition,oruseanewone.Tighten mountingcapscrewsevenlywithatorquewrenchtothevaluegiveninSectionA. 11. CAMFOLLOWERSERVICING a. Removecamfollowerandrollerassembliesfromguideblock.Carefullycleanand inspectallpartsbeforereassembly. b. Serviceeachcamfollowerinthefollowingmanner:Removetherollpinwhich locatestherollerpininthefollowerbody.Removerollerpinandroller.Inspectall partsforwearorcracksorotherdamage.Whenreassemblingtherollerandroller pininthefollower,makecertainthatthesmallflatontherollerpinisassembledat theupperside;anduseanewrollpinandmakecertainthatitistightinthe follower. 12. VALVEPUSHRODANDROCKERARMS Valvepushrodsarefabricatedofseamlesssteeltubingwithhardenedsteelballtype insertsattheirlowerendsandsockettypeinsertsattheirupperends. Thedieforgedvalverockerarmsarecarriedontherockershaftssupportedbyabracket attachedtothecylinderhead.Bronzebushingsarepressedintotherockershafts.The pushrodendsoftherockerarmsarefittedwithballtypeadjustingscrewsandlock nuts.Theseshouldbecheckedandresetperiodicallytoprovidevalveclearancesas specifiedinSectionA.Thevalvecontactendsoftherockerarmsarehardenedto reducewearandareformgroundforpropervalveaction.Therockershaftandrocker armsaredrilledforproperlubricationofallbearingsurfaces. 13. VALVEROCKERARMASSEMBLYREMOVALANDSERVICING Toremoveandservicethevalverockerarmassembly,proceedasfollows: a. Removecylinderheadcoverlidandcylinderheadcover.Loosentheoillinefitting. b. Removecapscrewsandliftoffrockershaftassembly. c. Removecapscrewsinretainingcollarsandremovecollarsandinletandexhaust rockerarmsformrockershaft.Removeshimsandtagthemforreplacement.
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d. Removelocknutsandremovevalveadjustingscrewsfromrockerarms.Clean adjustingscrewsthoroughly,includingoilholes.Inspectforwearorcracksorother damagewhichmightmakethemunsuitableforfurtherservice. e. Cleanrockerarmsthoroughly,includingoilholes,andinspectforcracksorother damage.Inspectvalveendforwear.Inspectbushingforwearandreplaceif necessary:Whenpressinganewbushinginplace,makecertainthatitsoilholes areproperlyalignedwiththeholesintherockerarm. f. Inspectrockerarmshaftsforwear.Thoroughlycleanouttheoilholesintheshafts. Reassemblyprocedureforrockerarmassembliesissimilartodisassembly,butin reverseorder.However,thefollowingadditionalprecautionsmustbeobserved. a. Reinstallshimsinoriginallocations.Checksideclearanceofinletandexhaust rockers.Thisshouldbe.005.007.Ifnecessary,adjusttheclearancebymeansof thelaminatedshims.Tightencapscrewswhichholdretainingcollarsandinstall lockwires. b. Screwadjustingscrewsallthewayintotherockerarmsbeforeinstallingthe assemblyonthecylinderheadinordertoavoidanypossibilityofholdingavalve openandbendingitsstem. c. TightenbracketcapscrewswithatorquewrenchtothevaluegiveninSectionA. d. Bartheenginecrankshaftovertofiringtopdeadcenter(allvalvesclosed)foreach cylinderinsequenceandseteachvalveclearanceadjustingscrewtoprovidethe clearancespecifiedinSectionAbetweenthevalvestemendandtherockerarm nose.Locktheadjustingscrewwiththelocknutaftersettingvalveclearance.

ALTRONIC CPU-95 IGNITION SYSTEM 791950-8/16/18, 791952-18, 791958-16

INSTALLATION INSTRUCTIONS FORM CPU-95 II 1-02

WARNING: DEVIATION FROM THESE INSTALLATION INSTRUCTIONS MAY LEAD TO IMPROPER ENGINE OPERATION WHICH COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

1.0 SYSTEM DESCRIPTION 1.1 The Altronic CPU-95, DC-powered ignition system is a microprocessor-based capacitor discharge system designed for application on natural gas fueled engines. The system features crankshaft-triggered timing accuracy and the capability to vary timing electronically by several means, including an external 4-20 mA control signal connected to the optional Display Module. The system is field-programmable and offers a variety of advanced control methods, emissions reduction, primary and spark diagnostics, self diagnostics, serial communications and engine protection features. The system consists of two main parts: an engine mounted Ignition Module and an optional user interface Display Module. 1.2 Various models of the Ignition Module are available: 791950-8 8-outputs, standard 791950-16 16-outputs, standard 791950-18 18-outputs, standard 791952-18 18-outputs, dual capacitor 791958-16 16-outputs, Varispark extended duration 1.3 The optional Display Module has an alphanumeric 16-character x 2-line back-lit LCD display that shows the operating status, engine RPM, energy level, single or double-striking mode, current loop input value and ignition timing. Additional display screens show set-up and diagnostic information. 1.4 To allow for a simple and economical upgrade of existing Altronic CPU-90 installations, the CPU-95 utilizes the same ignition box mounting layout, existing Altronic coils, magnetic pickups, Hall-effect pickup and trigger magnet, pickup cables, primary wiring harness and junction box(es). 1.5 Power requirement is 24 Vdc, 5 ampere nominal for typical applications. For Ignition Module 791958-16, use a supply rated for 24 Vdc, 10 amperes. See section 9.2 for details. WARNING: THE IGNITION SYSTEM MUST BE CONFIGURED PRIOR TO USE ON AN ENGINE. REFER TO SECTION 9.7 OF FORM CPU-95 OI (OPERATING INSTRUCTIONS) TO VIEW THE CURRENT CONFIGURATION. REFERENCE FORM CPU-95 PI (TERMINAL PROGRAM INSTRUCTIONS) FOR INSTRUCTIONS DESCRIBING HOW TO CONFIGURE THE IGNITION SYSTEM. VERIFY EEPROM PROGRAMMING PRIOR TO STARTING ENGINE.

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2.0 SYSTEM COMPONENTS 2.1 The system consists of an Ignition Module, a Display Module, wiring harnesses, (2) magnetic pickups and cables, a Hall-effect pickup and trigger magnet (4-cycle engines only), and an ignition coil for each spark plug; refer to drawing 709 960 for a complete system overview. 2.2 Use one of the following Altronic ignition coils: - Unshielded coils 501061 or 591010* - Shielded coils 501061-S or 591010-S* - Flange coils 591018 or 591012* - Integral coils 591007, 591011A or 591011B * NOTE: If using Ignition Module 791958-16, use one of the red coil options - 591010, 591010-S or 591012. See Application List (form CPU-95 AL) for requirement details and refer to wiring diagrams 709 962 (unshielded) and 709 963 (shielded).

3.0 MOUNTING THE CPU-95 IGNITION MODULE 3.1 Refer to drawing 799 041 for physical dimension details. Select a mounting location meeting the following requirements: - On the engine. - Within 50 ft. of the Display Module. - Within 7 ft. of the primary junction box. - The front door of the Ignition Module should be easily accessible and free to swing open. - The maximum ambient temperature must not exceed 150EF (65EC). 3.2 The Ignition Module enclosure should be fastened securely to a rigid engine bracket using the shock mounts provided. 3.3 When replacing an existing Altronic CPU-90 system, the CPU-95 Ignition Module can be mounted in place of the CPU-90 unit; the mounting footprint is identical to facilitate the changeover. NOTE: The enclosure width is 1 inch larger than the CPU-90 unit, inch on each side. 4.0 MOUNTING THE CPU-95 DISPLAY MODULE 4.1 Mount the CPU-95 Display Module inside a control panel or to a suitable flat surface preferably off the engine in such a manner as to minimize exposure to vibration. The Display Module should be mounted so that the display is at a convenient viewing height. Refer to drawing 799 043 for mounting dimensions. A NEMA 3R housing (720004-1) is also available as an alternative mounting option for the Display Module (see drawing 799 048). 4.2 The Display Module should be mounted within 50 feet (15 m) of the Ignition Module which is to be mounted on the engine. 4.3 Operating temperature range is !40EF to 158EF (!40EC to 70EC). Humidity specification is 0-95%, non-condensing. Housed in an aluminum weatherproof enclosure, the CPU-95 Display Module is splash resistant; however, the mounting site should provide as much protection from inclement weather as is practical. Avoid mounting the LCD display and keypad in direct sunlight.

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5.0 MOUNTING FLYWHEEL GEAR/DRILLING FLYWHEEL HOLES 5.1 The Altronic CPU-95 system requires a source of angular position pulses from the engine crankshaft. This can be a flywheel ring gear, a separately provided gear mounted on the crankshaft or specially drilled holes in the flywheel. The source of position pulses must meet the following requirements: - Must be ferrous material - Diameter of 18" or greater - No. of teeth or holes of 180 or greater - Maximum run-out referenced to the pickup of .007" Refer to drawings 709 902 and 709 903 for further details.

6.0 MOUNTING THE MAGNETIC PICKUPS 6.1 The system requires two magnetic pickup signals; the angular position pulses from the gear or drilled holes and a reset pulse six degrees ahead of the most advanced firing position desired for no. 1 cylinder (see section 7.0 below). The pickups must be mounted to rigid brackets to maintain an air gap of .015" .005" with respect to the rotating gear or flywheel. It is also important for maximum signal efficiency that the centerline of the rotating part pass through the center of the pickup - see drawing 709 902 for mounting details and 691 118 for magnetic pickup dimensions.

7.0 MOUNTING THE FLYWHEEL RESET PIN 7.1 Set the engine with no. 1 cylinder six (6) degrees ahead of the most advanced firing point. Mark a point on the flywheel directly opposite the pole piece of the reset magnetic pickup; then rotate the engine to a position convenient for drilling and tapping the flywheel at the point marked above. The reset pin should be made from a steel (magnetic) 1/4"-20 bolt or stud. See drawing 709 902 for details. 7.2 Rotate the engine so that the reset pin and magnetic pickup are in-line and adjust the air gap between the end of the reset pin and the magnetic pickup at .010" using a feeler gauge.

8.0 MOUNTING THE CYCLE TRIGGER (4-CYCLE ENGINE ONLY) 8.1 The trigger magnet (260604 or 720002) must be mounted on the engine camshaft or other accessory drive operating at camshaft speed. An M8 (8 mm) tapped hole, 0.5 inches (13 mm) deep is required - see drawings 260 604 or 720 002 for details. For proper operation the magnet MUST rotate on a diameter NOT EXCEEDING: - 6 inches (150 mm) for magnet 720002, or - 15 inches (375 mm) for magnet 260604.

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8.2 Set the engine on the COMPRESSION stroke of no. 1 cylinder with the reset pin LINED-UP with the reset pickup. The Hall-effect pickup (591014-x) must be mounted LINED-UP with the trigger magnet (section 8.1) coincident with the reset pickup and pin being lined-up; refer to drawing 709 960. NOTE: The Hall-effect signal and the reset pickup signal must occur at the same time for the system to function. The Hall-effect pickup dimensions are shown on drawing 591 014. The air gap between the Hall-effect pickup and trigger magnet must not exceed .040" (1.0mm).

9.0 IGNITION MODULE ELECTRICAL HOOKUP (REFER TO WIRING DIAGRAM 709 966) 9.1 GENERAL - The power connections to the CPU-95 must be in accordance with the National Electrical Code. The CPU-95 is suitable for installation in Class I, Division 2, Group D locations. 9.2 POWER SOURCE - Referring to drawing 709 961, power may be supplied as follows: A. 24-volt battery and charger with 5 amps minimum output (10 amps when using Ignition Module 791958-16). B. DC power supply capable of furnishing 24-28 Vdc, 5 amps (10 amps when using Ignition Module 791958-16). NOTE: The negative (!) of the 24 Vdc supply MUST be common with ENGINE GROUND. WARNING: ALTHOUGH THE DEVICE HAS INTERNAL PROTECTIVE FUSES, TWO EXTERNAL 10 AMP FUSES NEAR THE POWER SOURCE ARE RECOMMENDED FOR THE PROTECTION OF ENGINE AND BUILDING WIRING. THIS WILL REDUCE THE POSSIBILITY OF A FIRE OCCURRING IN THE EVENT OF A SHORT CIRCUIT IN THE WIRING. SEE DRAWING 709 961. IMPORTANT: For proper operation of the CPU-95 system, voltage and current supplied must be sufficient during all selected modes of operation. Drawing 709 961 provides these details regarding the DC power hookup: 1. CURRENT DRAW PER SYSTEM - formula varies depending on number of outputs used, engine cycle and RPM, and the use of the multi-strike feature. 2. MINIMUM WIRE GAUGE REQUIREMENTS - Chart 1 of drawing 709 961 gives the requirement vs. the length of run between the power source and the CPU-95 Ignition Module. 3. MULTIPLE ENGINE INSTALLATIONS - Multiply current required per system by the number of engines. Where more than one engine is powered from a common power source, see Chart 2 of drawing 709 961 for the minimum wire size required. 9.3 WIRING SEPARATION - Power wiring and signal wiring (pickups and communications) must be in separate conduits and conduit entries into the Ignition Module to avoid undesired electrical interaction. All conduit entries are sized for a "-14 NPT male conduit fitting. Separate as follows: RIGHT CONDUIT ENTRY CENTER CONDUIT ENTRY LEFT CONDUIT ENTRY Input power wires Magnetic pickups and Hall-effect pickup Control inputs, alarm outputs, serial communications and power feed to Display Module

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9.4 RIGHT ENTRY - Input power supply wires (16 AWG minimum) should enter the right conduit entry and connect to the POWER (24 VDC + and GROUND !) terminals of the terminal block. Follow the hookup shown on drawing 709 966. NOTE: Engines using positive ground DC accessories or starter motors will require a separate dedicated power supply for the CPU-95. A separate power supply is required because the CPU-95 system is a negative ground system and the minus must be grounded. 9.5 CENTER ENTRY - Run a separate conduit to the center entry for the two (2) magnetic pickup cable assemblies. These should terminate per description on the cover label in the Ignition Module which is shown on drawing 709 966. 4-CYCLE ENGINE ONLY: The cable from the Hall-effect pickup must also enter through the center hole and be connected as shown. 9.6 LEFT ENTRY - Run a separate conduit to the left entry for all connections to the user interface terminal strips in the Ignition Module. Use 24 AWG, UL style 1015 wire or shielded cable for these connections; the 24 AWG wire is available from Altronic under part number 603102 (black) or 603103 (white). A. SHUTDOWN INPUT (terminal 1): This input is open for normal operation of the ignition system and is connected to engine ground for shutdown. Use a normally open dry contact that closes to engine ground to inhibit ignition firings for engine shutdown. NOTE: This is a 5 volt low level signal. B. MISCELLANEOUS INPUT (terminal 2): The miscellaneous input is a normally open input that when grounded provides the ability to activate various user selected features. The default feature is the one-step retard. The other available features are the multi-strike and max. energy level; any number of the three features can be used, but must first be configured through a PC (personal computer) using the terminal program. For programming and operating details, refer to the CPU-95 Operating Instructions form CPU-95 OI and Terminal Program user instructions form CPU-95 PI. C. ALARM OUT (terminal 3), FAULT OUT (terminal 4), FIRE CONFIRM OUT (terminal 5): Three output switches are available for monitoring ignition system status. Each output consists of a solid state normally-closed switch that is referenced to one common return path, COMMON OUT (terminal 6) which is isolated from engine or power ground. A fault condition will cause each normally-closed output switch to turn off. The maximum rating of the switches is 100 Vdc, 75 mA. The recommended hookup is shown on drawing 709 966. For further description, refer to the CPU-95 Operating Instructions form CPU-95 OI. NOTE: The shelf state (unpowered) of these switches is an open condition. D. RS-485 SERIAL PORT: The RS-485 serial port is used for connection to either the optional Display Module or to a PC. If a permanent connection is made to the RS-485 serial port, use a two conductor shielded cable of fine gauge stranded wire and connect the wires to the terminals marked SERIAL RS485+, SERIAL RS485! and shield.

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10.0 DISPLAY MODULE ELECTRICAL HOOKUP (REFER TO DRAWING 709 967) 10.1 GENERAL - Take care not to damage the wiring insulation and take precautions against damage from vibration, abrasion or liquids in conduits. In addition, DO NOT run low voltage power, current loop, or communications wires in the same conduit as the ignition wiring or other high energy wiring such as AC line power, etc. Keep wires at least 12 inches away from all high voltage wiring. 10.2 POWER - Power input must come from the Power Module to the Display Module and connect to terminals 1(+) and 2(!), see drawing 709 967. DO NOT ground this device directly to the ignition system common coil ground. IMPORTANT: To insure that both Power and Display Modules operate at the same ground potential, it is imperative to use the daisy chain hookup shown on drawing 709 967. Due to the much higher current requirement of the Power Module, this hookup eliminates the possibility of the Display Module operating at a higher voltage level. Altronic 4-conductor shielded cable, part no. 503194-500, is recommended as shown on drawing 709 967. 10.3 COMMUNICATIONS - The Display Module communicates to the Ignition Module via the two serial RS-485 communication wires. Use a shielded cable of fine gauge stranded wire for connection from the Display Module, terminals 3(+) and 4(!), to the Ignition Module, terminals 7(+) and 8(!). Connect (+) to (+) and (!) to (!). Connect the shield to the terminal marked SHIELD in the Ignition Module only. IMPORTANT: Per drawing 709 967, use Altronic 4-conductor shielded cable, part no. 503194-500, to connect the power and RS-485 communications wires between the Power and Display Modules. 10.4 MISCELLANEOUS INPUT - The miscellaneous input in the Display Module (terminal 8) performs the same operations as in the Ignition Module. It is a normally open input that when grounded provides the ability to activate various user selected features. The default feature is the one-step retard. The other available features are the multi-strike and max. energy level; any of these features can be used, but must first be configured through a PC using the terminal program. For programming and operating details, refer to the CPU-95 Operating Instructions, form CPU-95 OI, and Terminal Program User Instructions, form CPU-95 PI. NOTE: This input is present on both the Ignition Module and Display Module; a grounded condition at either module takes precedence. 10.5 CURRENT LOOP INPUT - The 4-20mA timing control input, terminals 9(+) and 10(!) accepts a 4-20 mA loop current from various 2-wire or 3-wire sources. The loop input is electrically isolated from all other terminals. Use 24 AWG, UL style 1015 wire, Altronic part number 603102 (black) or 603103 (white), or equivalent for these connections. See wiring diagram 709 967 for connection details and timing curve drawing 709 968.

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11.0 PRIMARY WIRING 11.1 The main wiring harness (293023-x, 293026-x, 793012-x, 793015-x or 793022-x) connects the Ignition Module to the engine junction box. Refer to drawing 509 025 if it is desired to shorten the conduit length of the harness. Insert the connector into the Altronic CPU-95 Ignition Module receptacle and tighten hand-tight; then carefully tighten an additional onesixth turn with a wrench. Referring to applicable drawing 709 964 or 709 965, write in the engine firing order below:
IGNITION MODULE 791950-8 (8 OUTPUT) - SEE DRAWING 709 964:
Lead Cyl. No. A B C D E F K L

IGNITION MODULE 791950-16 AND 791958-16 (16 OUTPUT) - SEE DRAWING 709 964:
Lead Cyl. No. A B C D E F K L M N P R S T U V

IGNITION MODULE 791950-18 AND 791952-18 (18 OUTPUT) - SEE DRAWING 709 965:
Lead Cyl. No. A B C D E F G H K L M N P R S T U V

11.2 Connect the harness leads in the junction box in accordance with the engine's firing order. The leads from the junction box corresponding to the above system outputs connect to the ignition coil positive (+) terminals. The "J" lead and the common coil ground lead(s) connecting the negative (!) terminals of the ignition coils must be grounded to the engine in the junction box. Make each ground connection in the junction box to a separate bolt so that the ground connections are not stacked on top of each other. On V-engines, run a separate common ground lead for each bank. Refer to wiring diagrams 709 962 (unshielded) or 709 963 (shielded) for coil connection details. 11.3 Primary wire should be no. 16 AWG stranded, tinned copper wire. The insulation should have a minimum thickness of .016" and be rated 105EC or higher. Irradiated PVC or polyolefin insulations are recommended. Altronic primary wire number 503188 meets these specifications. All primary wiring should be protected from physical damage and vibration. 11.4 If two ignition coils per cylinder connected to a common output are used, use PARALLEL WIRING as shown on the wiring diagrams 709 962 and 709 963. NOTE: Some secondary diagnostic features are limited with two ignition coils wired in parallel. 11.5 All unused primary wires should be individually taped so that they are insulated from ground and each other. The unused primary wires can then be tie-wrapped together for a clean installation.

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12.0 SHUTDOWN WIRING 12.1 Two means are provided to shut off the DC-powered CPU-95 Ignition system. - a low voltage SHUTDOWN INPUT (terminal 1) in the Ignition Module - the output "G" lead (shutdown lead) in model 791950-16 only 12.2 To initiate an ignition shutdown using the low voltage shutdown input, ground terminal 1 (SHUTDOWN IN) in the Ignition Module. This input is open for normal operation and is connected to engine ground for shutdown. Use a switch rated 24 Vdc, 0.5 amps minimum. 12.3 In the 791950-16 model a "G" lead is provided to stop the ignition and to power existing ignition powered instruments. This lead is open for normal operation and is connected to engine ground for shutdown. This lead can also be used for oscilloscope analysis. WARNING: Please note the following application limitations between the CPU-95 ignition system and these Altronic instruments: DO-3300 DTO-1010 DT/DTH/DTO/DTHO-1200 DT/DTH/DTO-3200 DTUO-4200 The above Altronic ignition-powered tachometers and overspeed devices will NOT function correctly with any CPU-95 system operating in the Double-Strike mode. NOTE: Tachometer and overspeed functions are provided by the CPU-95 Display Module; see sections 4.0 and 9.4 of operating instructions form CPU-95 OI. If a separate device is needed, Atlronic models DSG-1201DU/DUP or DTO-1201P will function with all CPU-95 systems.

13.0 SECONDARY WIRING 13.1 Mount the ignition coils as close as possible to the engine spark plugs consistent with a secure mounting and avoidance of temperatures in excess of 185EF (85EC). 13.2 The spark plug leads should be fabricated from silicone insulated 7 mm cable with suitable terminals and silicone spark plug boots. The use of leads with resistor spark plug boots (Altronic series 5932xx-xx) is recommended to minimize interference from emitted RFI on the operation of other nearby electronic equipment. Another option is the use of suppression ignition cable (Altronic part no. 503185). It is also essential to keep spark plug leads as short as possible and in all cases not longer than 24 inches (600 mm). Spark plug leads should be kept at least 2 inches (50 mm) away from any grounded engine part. In deep spark plug wells, use rigid insulated extenders projecting out of the well. 13.3 The use of a clear silicone grease such as Dow Corning DC-4, G.E. G-623 or GC Electronics Z5, is recommended for all high-tension connections and boots. This material helps seal out moisture and prevent corrosion from atmospheric sources.

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DRAWINGS SECTION:
INSTALLATION DRAWINGS: 509 025 709 902 709 903 709 960 709 961 709 962 709 963 709 964 709 965 709 966 709 967 709 968 SHIELDED HARNESS CONDUIT LENGTH ADJUSTMENT PICKUP MOUNTING DETAIL FLYWHEEL HOLE DRILLING IGNITION SYSTEM BASIC LAYOUT DC POWER HOOKUP COIL WIRING DIAGRAM, UNSHIELDED IGNITION SYSTEM COIL WIRING DIAGRAM, SHIELDED IGNITION SYSTEM HOOKUP DIAGRAM, IGNITION MODULE 791950-8 / 791950-16 HOOKUP DIAGRAM,IGNITION MODULE 791950-18 / 791952-18 WIRING DIAGRAM, IGNITION MODULE WIRING DIAGRAM, DISPLAY MODULE TIMING CURVE, 4-20 MA

DIMENSIONAL DRAWINGS: 260 604 720 002 591 014 691 118 799 041 799 043 799 048 MAGNET ASSEMBLY SALES DRAWING MAGNET ASSEMBLY SALES DRAWING HALL-EFFECT PICKUP SALES DRAWING MAGNETIC PICKUP SALES DRAWING IGNITION MODULE MOUNTING DIMENSIONS DISPLAY MODULE MOUNTING DIMENSIONS NEMA 3R ENCLOSURE MOUNTING DIMENSIONS

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ALTRONIC CPU-95 IGNITION SYSTEM MODELS 791950-8/16/18, 791952-18, 791958-16

OPERATING INSTRUCTIONS FORM CPU-95 OI 1-02

WARNING: DEVIATION FROM THESE INSTALLATION INSTRUCTIONS MAY LEAD TO IMPROPER ENGINE OPERATION WHICH COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

NOTICE: These instructions pertain to CPU-95 systems equipped with firmware release 4.0, dated 01/01/99 and later. The firmware dates can be displayed from the home screen by pressing DIAG and then ENTER. The date of the installed firmware is viewed: - Top line (LOGIC) applies to the output module firmware date. - Lower line (DISPLAY) applies to the display module firmware date. 1.0 OVERVIEW 1.1 The Altronic CPU-95 Digital Ignition system has been designed for application on natural gas fueled engines. This system is field-programmable and offers a variety of advanced control, emissions reduction, primary and spark diagnostics, self diagnostics, serial communications and engine protection features. The system consists of two main parts: an engine mounted Ignition Module (791950-8/16/18, 791952-18 or 791958-16) and an optional user interface Display Module (791902-1 or 791908-1). 1.2 This document provides instructions and descriptions to be used in the operation of the ignition system, and does not cover physical installation. Reference the installation instructions, form CPU-95 II, for instructions regarding installation and mounting. WARNING: THE IGNITION SYSTEM MUST BE CONFIGURED PRIOR TO USE ON AN ENGINE. REFER TO SECTION 9.7 TO VIEW THE CURRENT CONFIGURATION. REFERENCE FORM CPU-95 PI FOR INSTRUCTIONS DESCRIBING HOW TO CONFIGURE THE IGNITION SYSTEM. VERIFY EEPROM PROGRAMMING PRIOR TO STARTING ENGINE. 2.0 IGNITION MODULE OUTPUT SWITCHES, LED INDICATORS AND CONTROL INPUT 2.1 Three output switches in the Ignition Module provide a means of communicating the current ignition status to other systems. These switches have isolated outputs and share one common return path which is not referenced to engine or power ground. They will be in the open condition when the unit is unpowered. A typical application would be as a relay or solenoid coil driver. - The FIRE-CONFIRM OUT switch is closed when the ignition is firing or trying to fire. This output could be used as a signal to the control system to turn fuel on. - The FAULT OUT switch is closed to signal that the ignition has no diagnostic faults which would result in a self-shutdown. Upon detecting a fault that would result in a self-shutdown of the ignition, this switch will open. This output could be used as a signal to the control system to turn fuel off. - The ALARM OUT switch is closed to signal that no unacknowledged faults or warnings are present. Upon detection of a diagnostic fault or warning, this switch will open. This output is designed to control an alarm indicator or sounding device.

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2.2 Four red LED indicators are provided inside the ignition unit for troubleshooting purposes. - The Power LED is on to indicate that the unit has power and the microprocessor is running. The Power LED flashes to indicate that the unit has power but is not operating correctly. The Power LED is off to indicate that the unit has no power. - The TX LED flashes to indicate that the ignition unit is transmitting on the RS-485 serial link. - The RX LED flashes to indicate that the ignition unit is receiving on the RS-485 serial link. - The ALARM LED turns on to indicate that a warning or fault is present. The ALARM LED flashes when an acknowledged warning is present. 2.3 One RS-485 serial communications port is provided within the Ignition Module. This port is normally used for communication to the optional Display Module. A PC (personal computer) or a PLC (programmable logic controller) can be connected to the RS-485 port to perform remote monitoring or control functions. The Ignition Module can be operated in a stand-alone mode, but diagnostic and control features would not be accessible. This port is also used to configure the ignition system for its application using a PC and the CPU-95 PC terminal software. 2.4 One digital input is provided inside the ignition system (MISC. INPUT). This logic level input is active when shorted to ground, and is used to control any combination of the following features: one-step retard, spark energy level or multi-strike option. These features are enabled based on the special features configuration settings as described in the programming instructions, form CPU-95 PI. 3.0 THE DISPLAY MODULE USER INTERFACE AND INPUTS 3.1 The Display Module serves as the user interface for the CPU-95 ignition system. An RS-485 two wire serial communications format is used to connect the Display Module to the Ignition Module. This link communicates between the modules using a proprietary protocol. 3.2 An alphanumeric 16-character x 2-line back-lit LCD display is used to provide output to the user. A sealed membrane keypad is used to accept user input. The LCD display and the keypad function together to provide an interactive user interface which prompts the user as different functions are selected. Reference Drawing 799 043 for a description of the keypad. 3.3 All actions and adjustments are immediate and are performed on an incremental basis using up and down arrow keys. All keypad adjustments, except individual offset timing adjustments are performed directly in non-volatile EEPROM memory. This EEPROM memory retains previous settings even after an engine shutdown, or an ignition power down. 3.4 Capital letters are used on the LCD display screen to designate an active selection while lower case letters are used to indicate other possible options. 3.5 The Display Module includes an isolated current loop input which can be configured to control spark timing. Reference the programming instructions, form CPU-95 PI. 3.6 One logic level digital input (MISC. INPUT) is available at the Display Module which can be used in the same fashion as the input of the Ignition Module. If either input is shorted to ground, then the MISC. INPUT functions are active.

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4.0 UNDERSTANDING THE HOME SCREEN 4.1 A series of "home" screens are used to describe the current status of the ignition system. The LCD display always reverts back to one of the home screens after a keypad operation is completed or times out. The home screen is designed to display the most critical operating parameters on one screen. 4.2 All of the home screens provide a status word in the upper left corner, the engine speed (xxxx rpm) in the upper right corner, the current loop (xx.x mA) in the lower left corner and the global ignition timing (xx.xBtdc or xx.xAtdc) in the lower right corner. 4.3 The READY message is displayed when the ignition is ready for the engine to crank for starting.

READY 0rpm 15.0mA 10.0Btdc

4.4 Once the engine begins turning, the SYNCING message is displayed while the ignition system verifies signals from the engine pickups.

SYNCING 155rpm 15.0mA 10.0Btdc

4.5 The FIRING message is displayed when the ignition begins firing. Additional data is provided on this screen to describe the selected mode of operation for the ignition. The energy mode (E1,E2,E3) and the single-strike / multi-strike type (S or M) are described in the middle of the upper line in small characters.

FIRING E1S1000rpm 15.0mA 10.0Btdc

4.6 The STALLED message is displayed when a loss of rotation is detected after the ignition is firing and neither a SHUTDOWN or FAULT has occurred. This signifies that the engine has stopped without any detected cause from the ignition system.

STALLED 0rpm 15.0mA 10.0Btdc

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4.7 The WARNING message will supersede all of the above home screens if a diagnostic warning condition is present. When a diagnostic warning exists, a VIEW DIAGNOSTICS message will flash on the bottom line of the display. The Ignition Module will continue to operate under a warning condition while alerting the operator of a potential problem in several ways: by turning on the Alarm LED in the Ignition Module and by changing the state of the Alarm Out switch (switch opens). The Display Module will display the Warning message. The various types of diagnostic warnings are described in section 10.0.

WARNING 1000rpm 15.0mA 10.0Btdc

WARNING 1000rpm VIEW DIAGNOSTICS

4.8 The FAULT message will supersede all of the above home screens if a diagnostic fault condition is present. When a diagnostic fault exists, a VIEW DIAGNOSTICS message will flash on the bottom line of the display. The ignition system will stop operating under a fault condition and will alert the operator to the problem in several ways: by changing the state of the Fire Confirm Out switch (switch opens), by turning on the alarm LED inside the Ignition Module, by changing the state of the Alarm Out switch (switch opens), by changing the state of the Fault Out switch (switch opens), and by displaying the Fault message. The various types of diagnostic faults are described in section 10.0.

FAULT 0rpm 15.0mA 10.0Btdc

FAULT 0rpm VIEW DIAGNOSTICS

4.9 The SHUTDOWN screen will supersede all other home displays if the logic level shutdown input of the Ignition Module or the G-Lead of the output primary connector is grounded or was previously grounded and the engine has not stopped rotating. This screen indicates that the ignition is not firing because a shutdown input was triggered to shutdown the engine. If a diagnostic fault or warning exists while the ignition is in shutdown, a VIEW DIAGNOSTICS message will flash on the bottom line of the display. The Fire Confirm Out switch will change state (switch opens) and the other outputs will function as described above based on the existence of faults or warnings.

SHUTDOWN 0rpm 15.0mA 10.0Btdc

SHUTDOWN 0rpm VIEW DIAGNOSTICS

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5.0 ADJUSTING GLOBAL RETARD 5.1 Global retard is an adjustment affecting the timing of all cylinders equally. This adjustment can be equated to the manual timing switch of the Altronic CPU-90 system. Adjustments made as described below will be in effect until another adjustment is made. 5.2 To adjust global retard:
from

FIRING E1S1000rpm 15.0mA 10.0Btdc =GLOBAL(ENGINE) =CYLINDER(INDV) = ADJUST RETARD = SELECT MODE MANUAL RET 10.5 Esc 10.0Btdc

press
TIMING

then at

press

then at

press

then at

NOTE: Resultant timing shown on bottom line.

press to increase retard

press to decrease retard

press to exit

ESC

5.3 The increment of timing change is dependent on the number of holes or teeth being sensed. The minimum timing change is defined as follows. If N < 270, then Increment = "45/N" degrees If N 270, then timing increment is "90/N" degrees. where N = no. of holes or teeth. 5.4 Global spark timing is determined based on the sum of several spark retard components which include manual retard, current loop retard, rpm retard, and one step retard. The range of total retard is limited to "255 X timing increment". When the sum of all retard components reaches "255 X timing increment", the actual timing will be at the retard limit.

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6.0 SELECTION OF GLOBAL TIMING MODES 6.1 Several options exist with regard to global timing modes. Once the global timing mode menu is entered as described below, the status of each option can be viewed and changed.
from

FIRING E1S1000rpm 15.0mA 10.0Btdc =GLOBAL(ENGINE) =CYLINDER(INDV) = ADJUST RETARD = SELECT MODE

press
TIMING

then at

press

then at

press

6.2 The first mode selection can enable or disable the pre-configured retard curve controlled by the 4-20 mA current loop input. The choices are ON or OFF, with the active selection displayed in capital letters. A PC is required to configure the 4-20 mA curve; reference the programming instructions, form CPU-95 PI. When the current loop is on, the current loop value is displayed (xx.x mA) with the "A" capitalized. When the current loop is off, the value is displayed (xx.x ma) with the lower case "a".

at

CURRENT LOOP RET ON/offNext Esc

NOTE: Display shows Current loop ON.

press to turn on

press to turn off

press for next option

NEXT

press to exit

ESC

6.3 The Next mode selection can enable or disable the pre-configured retard curve controlled internally by engine RPM. To configure the RPM retard curve, reference form CPU-95 PI.
at the next option screen

RPM RETARD MAP on/OFFNext Esc

press to turn off

NOTE: Display shows RPM Map OFF.

press to turn on

press for next option

NEXT

press to exit

ESC

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6.4 The Next mode selection can increase or decrease the one-step retard value. The first screen below is displayed when one-step retard is both configured and is active. The second screen below is displayed when the one-step retard is configured but not active. The default configuration selects one-step retard to be controlled by the Misc. Input terminal. The additional retard would be implemented when the input is grounded. The third screen below is displayed when the one-step retard feature is not configured. The actual engine timing is displayed on this screen so the effect of 1 step retard can be seen during adjustments (if the Misc Input terminal is grounded).

at the next option screen

1 STEP RET 10.0 Esc 0.0Btdc 1 step ret 10.0 Esc 10.0Btdc ONE-STEP FEATURE NOT PRESENT Next

NOTE: Upper case 1 STEP RET = on

or

NOTE: Lower case 1 step retard = off

or

NOTE: 1 Step Retard not configured.

press to increase

press to decrease

press to go back to first option

NEXT

press to exit

ESC

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7.0 ADJUSTING INDIVIDUAL OFFSETS 7.1 The timing of individual cylinders can be offset by up to 3 degrees of advance or retard from the global timing of the engine. Adjustments made as described below should be considered temporary. The ignition will revert back to the values saved in EEPROM memory on every reset, start or power-up. To save temporary adjustments to EEPROM memory see section 8.0. Note: In applications with narrow firing angles, the adjustment range may be limited. 7.2 Enter the individual timing adjustment menu as described below.
from

FIRING E1S1000rpm 15.0mA 10.0Btdc =GLOBAL(ENGINE) =CYLINDER(INDV) = ADJUST OFFSET = SELECT MODE

press
TIMING

then at

press

then at

press

7.3 The individual timing adjustment screen identifies the primary output to be adjusted, and the degrees of offset in use for the output.
then at

CYL A 2.5ADV Esc Next

NOTE: 2.5 degrees advance for output A.

press to advance

press to retard

press to select next cyl.

NEXT

press to exit

ESC

7.4 The output identification characters will be provided as follows: Ignition Module 791950-8/16 or 791958-16: A B C D E F K L M N P R S T Ignition Module 791950-18 or 791952-18: A B C D E F G H K G R P L M N P R S T U V G R P U V 1 2

This identification is the CPU-95 output harness identification; match-up to the engine firing order to determine the engine cylinder number.

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8.0 INDIVIDUAL CYLINDER OFFSET MODES 8.1 Two additional functions with regard to individual cylinder timing offsets are provided. These functions can be accessed from the individual timing mode menu which can be entered as described below.
from

FIRING E1S1000rpm 15.0mA 10.0Btdc =GLOBAL(ENGINE) =CYLINDER(INDV) = ADJUST RETARD = SELECT MODE

press
TIMING

then at

press

then at

press

8.2 The first function is used to save the current (temporary) individual offsets to EEPROM memory. When this is done, the ignition will load these offset settings every time the engine starts or reset is pressed. Reference section 7.0 to adjust individual (temporary) offsets.
at the first option screen

SAVE CYL OFFSETS ENTER OR NEXT

press for next option press to exit

press to save offsets

ENTER

NEXT

ESC

8.3 The NEXT mode function can be used to reset all cylinder offset values back to zero (both temporary memory and EEPROM memory).
at the second option screen

RESET OFFSETS =0 ENTER OR NEXT

press for first option press to exit

press to reset offsets

ENTER

NEXT

ESC

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9.0 SETUP CONTROL OPTIONS 9.1 Additional control settings and display features can be accessed under the setup menu. Changes made under the Setup menu are stored in EEPROM and remain fixed until changed again. The Setup menu can be entered as described below.
from

FIRING E1S1000rpm 15.0mA 10.0Btdc

press
SETUP

9.2 The first setup screen permits the operator to enable or disable the Multi-Strike feature. Note 1: A special feature can be selected during configuration to force Multi-Strike to be active below 250 rpm, or when the Misc. Input is grounded. This feature is not active in a standard configuration. Note 2: The Multi-Strike feature is automatically turned off above 1050 rpm. Note 3: The use of Multi-Strike firings may tend to accelerate spark plug electrode erosion. Note 4: The Multi-Strike feature fires the spark plug 2 times per event (~1100usec apart). Note 5: On 791958-16 unit only :The Multi-Strike feature is replaced by the VariSpark long duration (~2000 usec) spark.
at

MULTI STRIKE on/OFFNext Esc

press to turn on multi

press to turn off multi

press for next option

NEXT

press to exit

ESC

Note: The Multi-Strike feature is not available in Ignition Module 791952-18. 9.3 The next setup screen permits the operator to select one of three ignition energy levels (E1,E2,E3). The energy levels are 75 millijoules(E1), 100 millijoules(E2), 125 millijoules(E3). Note 1: A special feature can be selected during configuration to use the maximum energy level below 250 rpm, or when the Misc Input is grounded. This feature is not active in a standard configuration. Note 2: The energy is automatically limited to E2 when Multi-Strike is active. Note 3: The use of higher spark energy may tend to accelerate spark plug electrode erosion.
at

OUTPUT ENERGY Esc E1/e2/e3

Note: Energy level E1 is displayed

press to increase

press to decrease

press for next option

NEXT

press to exit

ESC

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9.4 The next setup screen is used to adjust the engine overspeed setpoint. The setpoint can be adjusted in increments of 10 rpm to a maximum of 2550 rpm.
at

ADJUST OVERSPEED Esc 2000 RPM

press to increase

press to decrease

press for next option

NEXT

press to exit

ESC

9.5 The next setup screen is used to specify the exact position of the reset pin. Both the reset position and the engine timing are displayed. Adjustments are made here to make the displayed timing match the actual spark timing as verified with a timing light. This adjustment effects the displayed timing but does NOT change the actual timing of the firings. NOTE: Adjustment of this parameter should be done while individual cylinder offsets are all at zero.
at

RESET PIN> 30.5 Esc 10.5Btdc

press to increase

press to decrease

press for next option

NEXT

press to exit

ESC

9.6 The next setup screen is used to enable or disable VALUE PROTECTION of all user values in the EEPROM memory. When protection is on, none of the EEPROM settings under the Setup or Timing menus can be changed. This feature can be used to provide limited protection from random changes by inexperienced operators.
at

VALUE PROTECTION on/OFFNext Esc

press to turn on protection

press to turn off protection

press for next option

NEXT

press to exit

ESC

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For display module P/N 791908-1 only: The VALUE PROTECTION can be PASSWORD protected. The password PROTECTION LOCK is enabled when programming options from the 791908-1 PC terminal program. See the Programming Instructions for CPU-95 PI for details. When password protection is enabled the following menu appears instead of the VALUE PROTECTION menu.

PROTECTION LOCK ***** Next Esc

To enter the password press, use the function keys F1, F2, F3, F4 where F1=1, F2=2, F3=3, F4=4 where the number entered is equal to the user assigned five digit password. After the last digit of the proper password is entered, the VALUE PROTECTION menu shown above will appear. If the password is not known, press the ESC key to exit or the NEXT key to go on to the VIEW IGNITION SETUP menu. 9.7 The next setup screen can be used to view the configuration comments which describe the configuration of the ignition system. There are a total of 8 screens which can be rotated to the display using the NEXT key. NOTE: Because EEPROMS can be reconfigured (using a PC and Altronic's configuration software), these comments should be viewed to identify and verify the configuration settings of the ignition prior to operation. Refer to the programming instructions, form CPU-95 PI, for further information on configuration.
at

VIEW IGN. CONFIG Next Esc Enter

press to go to next option press to exit

press to view config

ENTER

NEXT

ESC

The configuration screens are shown starting on the next page.

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The following types of screens can be viewed by pressing enter to start and next to advance.
-Firing pattern code: (H4A360.FS100) -Special Feature code: (#001) (1step default) -Ignition Module Type: (Part number)

H4A360.FS100#001 UNIT 791950-16 10-01-95 By:Joe 12:00 v1.00

NEXT

-Date Configured: -Time Configured: -Configured By: -Terminal Version #

(10-01-95) (12:00) (User Name) (v1.00)

NEXT

-Current loop Curve Description at 4 mA 0 retard at 20 mA 24 retard User specified description -RPM Retard Curve Description retard 10 below 100 rpm ramp to 0 at 200 rpm User specified description -Location: User specified description

LOOP RETARD: 24 4/20ma 0/24ret RPM RETARD: YES Ramp10/0 100/200 LOCATION: ALT. GIRARD OHIO USA ENGINE#: 8G825 Number 4 USA-GAS USER COMMENTS #1 USER COMMENTS #2 H4A360.FS100#001 UNIT 791950-16

NEXT

NEXT

NEXT

-Engine Number or Description User specified description

NEXT

-Special user comments area #1 User specified comments

NEXT

-Special user comments area #2 User specified comments

NEXT

-Rotation continues again through the 8 configuration comment screens. ESC. To exit to home screen.

NEXT

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BREAKDOWN OF FIRING PATTERN CODE: H 4 represents the number of outputs used, in this case 8 (F =6, L = 12, etc.) represents the cycle type of the engine 2 = two-cycle 4 = four-cycle represents the Altronic pattern code (see Altronic CPU-95 Application List) represents the number of gear teeth or holes to be sensed represents a designator for CPU-95 version 1 represents the current loop retard curve type A = 0 at 4ma / 48 at 20ma B = 0 at 4ma / 36 at 20ma C = 0 at 4ma / 24 at 20ma D = 0 at 4ma / 16 at 20ma E = 0 at 4ma / 8 at 20ma N = special non-standard timing curve vs. current or RPM, non-factory programmed S = special non-standard timing curve vs. current or RPM, factory programmed X = no current loop curve represents the special version number (only exists for types N and S) Note: This number must be selected and properly documented by the originator. represents the special feature code (total sum of all selected options; 001=default) 064 = force multi-strike when rpm is less than 250 032 = force max energy when rpm is less than 250 016 = use 1 step retard when rpm is less than 250 004 = force multi-strike when Misc Input is grounded 002 = force max energy when Misc Input is grounded 001 = use 1 step retard when Misc Input is grounded

A 360 F S

100 #001

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9.8 The last setup screen permits the operator to enter an ignition test mode. This test mode can fire all outputs in rotation, or individual outputs at a slow rate. This feature can be used to troubleshoot primary wiring and Output Module operation. Test mode will terminate if rotation of the engine is sensed. Diagnostic features do not function while in test mode.
at

RUN TEST MODE Next Esc Enter

press for next option press to exit

press for test mode

ENTER

NEXT

ESC

WARNING: The operator MUST fully purge the engine of combustible mixtures prior to selecting the test mode operation. Pressing the enter key again is a confirmation of this action.
then before starting test mode

IS ENGINE PURGED Esc Enter

press to exit

press to verify purged

ENTER

ESC

Then the test mode screen indicates that the ignition is firing and permits the operator to select the output to be fired.
at

Test-Mode ALL Esc

press to select previous output

press to select next

output

press to exit

ESC

Test-Mode selection rotates as described below. Model 791950-8: ALL, A, B, C, D, E, F, K, L Model 791950-16, 791958-16: ALL, A, B, C, D, E, F, K, L, M, N, P, R, S, T, U, V, ALL Model 791950-18: ALL, A, B, C, D, E, F, G, H, K, L, M, N, P, R, S, T, U, V, ALL Model 791952-18: ALL (Individual output test mode not available in this model.) Note: 791908-1 Display Module only: The Test-Mode is enabled by the user during initial setup of display module from PC terminal program. See form CPU-95 PI for details.

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10.0 CPU-95 DIAGNOSTICS 10.1 A diagnostic fault represents the most severe classification of problems. The presence of a diagnostic fault will inhibit the ignition from firing. When a fault is detected several things will occur: - The ignition will stop firing. - The Fire Confirm Out switch will open. - The Fault Out switch will open. - The Alarm Out switch will open. - The Alarm LED in the ignition unit will turn on. - The home status will read FAULT, and the bottom line will flash VIEW DIAGNOSTICS. NOTE: Diagnostic FAULTS will supersede diagnostic WARNINGS.

FAULT 0rpm VIEW DIAGNOSTICS

10.2 A diagnostic warning represents the least severe classification of problems. The ignition will continue to fire in the presence of a diagnostic warning. When a warning is detected, several things will occur: - The Alarm Out switch will open. - The Alarm LED in the ignition unit will turn on. - The home status will read WARNING, and the bottom line will flash VIEW DIAGNOSTICS.

WARNING 300rpm VIEW DIAGNOSTICS

10.3 If the Alarm Out switch is being used to turn on an audible alarm or flasher, the user can acknowledge the alarm as described below.
press
ALARM

ACK

Acknowledgment of the alarm results in the following until a reset is commanded or until another fault or warning may occur. - The Alarm Out switch will return to its closed position. - The Alarm LED will flash to indicate that an alarm is present but acknowledged.

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10.4 When a fault or warning is present, the operator can display the actual cause of the diagnostic as depicted below.
From the home Screen

FAULT 0rpm VIEW DIAGNOSTICS

press to view diags.

DIAG

Then from the diagnostic description screens use the following keys.
press to view next diag. or press to view next diag. press to exit

DIAG

NEXT

ESC

10.5 Diagnostic Fault screens, in order of display priority, are described below.
When zero gear-tooth pulses are seen between two reset pulses.

GT PICK-UP FAULT MISSING PULSES RS PICK-UP FAULT MISSING PULSES HE PICK-UP FAULT MISSING//NO-SYNC RING-GEAR FAULT 352 TEETH READ ENGINE OVERSPEED 1023 RPM BOTTOM BOARD uP CHECKSUM FAILED

When too many gear-tooth pulses are seen without a reset pulse.

When there are no Hall-effect pickup pulses or when the pick-ups are not synchronized.

When too many or too few gear-tooth pulses are seen between reset pulses. The received number or pulses is displayed. When the engine speed exceeds the overspeed setpoint. Maximum observed speed is also displayed. When the check-sum of microprocessor firmware cannot be verified. Unit requires service.

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10.6 Diagnostic Warning screens in order of display priority are described below.
This screen indicates that the current-loop has deviated outside the limits of 2 mA and 22 mA. The current loop follows the configured curve which is specified from 0-25 mA. This diagnostic is active only if the current loop retard is on. This screen indicates that at some point no loop data was received from the Display Module. In this condition, the timing for 0 mA is used. This test is active only if the current loop retard is on. This screen indicates that the firing pattern configuration data saved in EEPROM memory is incorrect or incomplete. The EEPROM memory must be reprogrammed or replaced. This screen indicates that diagnostics have identified an open circuit on the primary output pin A. This would normally indicate faulty wiring or a failed coil. This screen indicates that diagnostics have identified a short circuit condition on the primary output pin B. This would normally indicate a coil is miswired, or the primary wire is shorted. This screen indicates that the diagnostics have identified a low spark demand condition on the plug at the C coil. This is often caused by a shorted spark plug or shorted secondary wire. This screen indicates that the diagnostics have identified a high spark demand condition on the spark plug at the D coil. This is often caused by worn spark plugs. This screen indicates that the diagnostics have identified a no spark condition on the plug at the E coil. No spark occurred since the demand was greater than the output capability of the coil. This screen indicates that the diagnostics have detected a condition where the average value of output F is significantly lower than the average of all the active outputs on the engine. This screen indicates that the diagnostics have detected a condition where the average value of output K is significantly higher than the average ] of all the active outputs on the engine.

CURRENT LOOP OUT OF RANGE DISPLAY BOARD DATA INTERRUPTED EEPROM MEMORY CHECKSUM FAILED PRIMARY OPEN A PRIMARY SHORT B LO SPARK VOLT. C HI SPARK VOLT. D NO SEC. SPARK E LO FROM ENGINE F HI FROM ENGINE K

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10.7 After all of the diagnostics have been read, the user can reset the warnings and faults by pressing the reset key as pictured below.
press to exit press

ESC

Reset

Pressing the reset key performs all of the following actions. - Clears all diagnostic warnings from memory. - Clears all diagnostic faults from memory. - Clears a latched shutdown condition when the input is no longer grounded. - Causes temporary cylinder timing offsets to be overwritten from EEPROM memory

11.0 UNDERSTANDING AND USING THE SECONDARY SPARK DIAGNOSTICS. 11.1. The spark reference number is a unitless number which correlates with voltage demand at the spark plug and is calculated for every firing of each cylinder. As the voltage increases, the reference number also increases. The number is non-linear and will increase faster at higher voltages (above 20kV). The usefulness of the number lies not in its absolute value, but rather in how the number changes over time as the spark plugs erode. With a little experience, the engine operator will be able to tell when spark plugs require changing. Abnormal conditions in the ignition system, such as open or short circuits in the primary and secondary wiring, can also be detected. 11.2 The reference "cylinder spark data" number can be viewed separately for each ignition output (cylinder) in two ways, and compared to the average of the entire engine: - The instantaneous value: shown in ( ) - The cylinder average value: CAVG from the home screen

FIRING E1S1000rpm 1.0m 10.0Btdc CYL A (112) F4 115 CAVG 116 EAVG
press to view next NEXT cylinder

press to view new display screen

F1

Cylinder Designator

Cylinder Average Value

Instantaneous
press to view next cylinder

Engine Average Value

press to exit

F1

press to view the offset adj.

ESC

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On the 791908-1 Display module only: Press F2 for Bar Graph display of Spark number. Cylinder Designator

Bar Graph Display

press to view next cylinder

CYL A L F4

115 CAVG H
press to view next NEXT cylinder

Cylinder Average Value

of Instantaneous Value
press to exit

F2

press to view the offset adj.

ESC

11.3 The offset adjustment screen (F4) permits the operator to adjust an offset to the spark reference number (+/! 15 counts) to compensate for minor variations in reference numbers between individual coils of the same type and voltage demand. To initialize all offset values to zero from this screen, press "Reset". NOTE: Improper use of this feature may limit the effectiveness of the diagnostic system and result in spark reference numbers that mask real or create false problems. from

FIRING E1S1000rpm 15.0mA 10.0Btdc CYL A1 + 0 F4 115 CAVG 116 EAVG

press to view next NEXT cylinder

press to view offset adj.

F4

Cylinder Designator

Cylinder Average Value

Cylinder Offset Value

Engine Average Value

press to exit

press to view next cylinder

ESC

press to view base display

F1

press to zero all offsets

Reset

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11.4 The spark reference number is used in conjunction with comparative thresholds to set diagnostic codes for several different ignition system and spark plug conditions. When a threshold is violated twice in a row, the corresponding diagnostic flag is set for the appropriate cylinder. The diagnostic flags are latching and will exist until the unit is restarted or until a reset or power-down occurs. Open Primary Shorted Primary Low Spark Voltage High Spark Voltage No Secondary Spark Low From Engine High From Engine CAVG < 1 CAVG < 50 CAVG < user programmable threshold (typ. 100) CAVG > user programmable threshold (typ. 180), also Forces E2 CAVG > user programmable threshold (typ. 250), also Forces E3 (EAVG - CAVG) > user programmable threshold (typ. 20) (CAVG - EAVG) > user programmable threshold (typ. 20)

11.5 The spark reference number is also used to automatically change spark energy for different ignition system conditions. The minimum energy setting is selected under the Setup Menu (see section 9.3). Energy will automatically be adjusted in response to the engine average spark reference number (EAVG) based on four individual thresholds listed below. Additionally, spark energy will automatically be increased when a High Spark Voltage or No Secondary Spark warning exists for any cylinder. Auto Enable E2 Auto Disable E2 Auto Enable E3 Auto Disable E3 EAVG > user programmable threshold (typical 200) EAVG < user programmable threshold (typical 190) EAVG > user programmable threshold (typical 205) EAVG < user programmable threshold (typical 195)

11.6 The above user programmable thresholds need to be adjusted based on the type of coil being used and on the operating characteristics (specifically, voltage demand) of the engine. There are known differences between various types of Altronic coils, and slight variations are normal between coils of the same type. In order to maximize the usefulness of the cylinder spark reference number, it is recommended that all coils be of the same type and vintage (production date). This will aid greatly in detecting variations in one cylinder vs. the general trend in the engine. The typical ranges to be expected in normal operation with new spark plugs are: Older 501061 (blue) coils: Current 501061 (blue) coils: Current 591010 (red) coils: Current 501061-S (shielded blue) coils: Current 591007 / 591011A / 591011B coils: 70 to 90 90 to 120 120 to 140 110 to 130 70 to 90

11.7 The indicated thresholds were designed to be adjustable so that the user can customize these diagnostics to fit the specific needs of each engine. It will take some testing and adjustment to obtain thresholds that optimize the use of these features. For maximum benefit, the spark reference number for each cylinder should be recorded at normal operating load with new spark plugs installed and then monitored over a period of time for changes. The HI SPARK VOLTAGE alarm level should be set (typically) at 180 initially and can be adjusted as experience dictates. A gradual increase in the spark reference number is expected over time as the spark plug electrodes erode.

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11.8 In addition to energy control and the diagnostic flags, the reference numbers can also be used for predictive purposes: A. As the numbers increase toward the preset HI SPARK VOLTAGE threshold (see section 12.3), the operator knows that a change of spark plugs should be scheduled. With this information, this function can be determined on an actual need basis rather than a predetermined schedule. Also, unexpected engine misfiring or shutdowns can be avoided by tracking the reference numbers on a routine basis. B. The reference numbers can provide an early warning of a difference in operation in a given cylinder(s). A reading higher (or lower) than the other cylinders, when such a difference is not normally present, tells the operator of a potential problem; this allows further troubleshooting and evaluation to take place before an unexpected operational problem develops. (See section 12.5, 12.6.) 11.9 Other Information regarding the spark reference number: A. The spark energy setting has only a small effect on the reference number if the spark plug fires correctly. Therefore, the high and low voltage thresholds should hold across the energy settings if the spark plugs continue to fire correctly. On the other hand, a worn plug may not fire consistently on energy setting E1 but will on energy setting E2; in this case there will be a significant difference in the reference number when the energy setting is changed. Operators may be able to increase spark plug life by operating initially with new spark plugs on E1 energy setting and use the HI SPARK VOLTAGE alarm as an indicator to manually increase the energy progressively to E3. Note: See Section 11.5 for automatic system adjustment of ignition energy. B. The spark reference number is designed to work with one coil per output. Where two coils are connected to the same primary lead, the number will tend to be an average of the conditions at the two spark plugs. While some of the benefits of the spark reference number can still be realized, the usefulness of the number in detecting deviations between cylinders (alarm levels) will be reduced. 12.0 THRESHOLD ADJUSTMENT SCREENS 12.1 Nine threshold adjustment screens enable the operator to calibrate thresholds used to diagnose potential ignition problems and control ignition energy based on the spark reference numbers. All of the threshold screens have the same button functions as described with the first threshold screen. All thresholds are accessed under the F2" key.
From

FIRING E1S1000rpm 15.0mA 10.0Btdc

press to view 1st threshold screen

F2

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12.2 If the CAVG reference number of a cylinder is below the "LOW SPARK VOLTAGE" threshold, a diagnostic warning for that cylinder will occur. This test will identify a low voltage demand condition which may result from a shorted coil, secondary lead or spark plug. To disable diagnostic, set value to zero.

LO SPARK VOLTAGE THRESHOLD< 100

press to view next threshold

F2

press to view next NEXT threshold

press to exit

ESC

press to increase threshold

press to decrease threshold

12.3 If the CAVG reference number of a cylinder is above the HIGH SPARK VOLTAGE threshold, a diagnostic warning for that cylinder will occur. When a high spark warning is present, the ignition energy will automatically be increased to at least E2. This test will identify a high voltage demand condition which may result, for example, from worn spark plugs or poor air-fuel ratio control. To disable, set to 255.

HI SPARK VOLTAGE THRESHOLD >150

12.4 If the CAVG reference number of a cylinder is above the "NO SECONDARY SPARK" threshold, a diagnostic warning for that cylinder will occur. When a no secondary spark warning is present, the ignition energy will automatically be increased to E3 as long as the system is not in multi-strike mode. This test will identify cylinder firings that do not result in a spark - an open circuit condition at the secondary of the coil resulting from a worn spark plug, or a disconnected or failed secondary wire. To disable, set to 255.

NO SEC. SPARK THRESHOLD >250

12.5 If the difference between EAVG and CAVG reference numbers is greater than the "LOW FROM ENGINE" threshold, a diagnostic warning for that cylinder will occur. This test will identify a cylinder whose voltage demand is too far below the average engine voltage demand.

LO FROM ENGINE THRESHOLD > 60

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Default = 60

12.6 If the difference between CAVG and EAVG reference numbers is greater than the "HIGH FROM ENGINE" threshold, a diagnostic warning for that cylinder will occur. This test will identify a cylinder whose voltage demand is too far above the average engine voltage demand.

HI FROM ENGINE THRESHOLD > 60

Default = 60

12.7 If the EAVG reference number is greater than the "EAVG E2 Enable" threshold, the energy will be increased to at least E2. This feature can be used to automatically increase the spark energy as the voltage demand of the engine increases.

EAVG E2 ENABLE THRESHOLD >200

Default = 200

12.8 If the energy is at level E2 and if the base energy setting under the "Setup" key is E1, then the "EAVG E2 Disable" threshold setting is used to automatically decrease the energy from E2. NOTE: This threshold must be at least 2 counts below the enable threshold (section 12.7).

EAVG E2 DISABLE THRESHOLD <190

Default = 190

12.9 If the EAVG reference number is greater than the "EAVG E3 Enable" threshold, the energy will be increased to level E3 if multi-strike is not active. This feature can be used to automatically increase to the maximum energy to attempt to keep the engine running until worn plugs can be serviced.

EAVG E3 ENABLE THRESHOLD >205

Default = 205

12.10 If the energy is at E3 and if the base energy setting under the Setup key is not E3, then the "EAVG E3 Disable" threshold setting is used to automatically decrease the energy from E3. NOTE: This threshold must be at least 2 counts below the enable threshold (section 12.9).

EAVG E3 DISABLE THRESHOLD >195

Default = 195

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13.0 SPECIAL INSTRUCTIONS FOR 791908-1 DISPLAY MODULE ONLY 13.1 The 791908-1 Display Module incorporates data logging and a half duplex RS-485 port which is Modbus RTU slave compliant. The protocol used follows the Modicon Modbus RTU standard. A complete listing of the Modbus register addresses is included on the CPU-95 terminal program CD, along with a PC based Modbus compatible monitoring program which can be used to access the ignition data remotely. 13.2 The auxiliary communications port configuration must be set to match the values expected by the Modbus master. This is done in the 791908-1 Display Module via the AUX PORT SETUP menu which appears immediately after the RUN TEST MODE menu under the SETUP menu. (See section 9.8).

AUX PORT SETUP Next Esc Enter AUX PORT NODE ID 1 AUX PORT MODE ModbusRTU96008n1

press to setup port

ENTER

press to exit

ESC

Press Arrows set node

press to continue

NEXT

Press Arrows set mode

press to exit

ESC

Supported baud rates are 300, 600, 1200, 2400, 4800, 9600, 19200, 38400. Supported parity selections are n (none), o(odd), e(even). Supported data bit format is 8 with 1 stop bit. In order to simplify troubleshooting of the Modbus connection, an AUX PORT diagnostic menu is provided. To access this menu, press the DIAG key when viewing any of the AUX PORT setup screens above.
press to view diags.

DIAG

MODBUS ERROR NONE

CRC INVALID ADDRESS INVALID DATA LEN REC BUF OVF UKN FN NONE
press to clear error

press to return to previous

NEXT

ERROR LIST:

- Checksum on incoming data invalid - Received data contained invalid address - Received data was the wrong length - Incoming data greater than 256 bytes - Unknown function called - No errors since last reset
press to exit

Reset

ESC

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13.3 The 791908-1 Display Module supports data logging of the information normally available from the display of the CPU-95. The unit retains 100 datalogs which are stored in a FIFO (first in, first out) manner. When 100 logs are stored, the oldest log is purged and the newest added. The oldest data is stored as log no. 100 and the newest as no. 1; there is also a copy of the current values available as datalog 0. The datalogs can be accessed by the special PC terminal program supplied with the unit or by a special Modbus command sent by the User supplied PLC or computer system. More detailed information is provided on the terminal CD. The DATALOG SETUP menu appears after the AUX PORT SETUP menu. If datalogs are not being used, press the NEXT key to proceed to the BARGRAPH SETUP menu.

DATALOG SETUP Next Esc Enter CURRENT DATE 0912/2001 CURRENT DATE 0912/2001 CURRENT DATE 09/122001 CURRENT TIME 0801:00 CURRENT TIME 0801:00 DATALOG INTERVAL 5min.

press to set current

ENTER

press to see bargraph

NEXT

Arrows to set month

press to set day

ENTER

Arrows to set day

press to set year

ENTER

Arrows to set year

press to set current

NEXT

Arrows to set hour

press to set minute

ENTER

Arrows to set minute

press to set datalog

NEXT

Arrows to set interval

press to set datalog

NEXT

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DATALOG POWERUP RETAIN/erase LOG AFTER STOP? yes/NO

Arrows to set retention

press to set datalog

NEXT

Arrows to set stop

press to set timing

NEXT

It is possible to setup the system so that any change to the ignition timing will trigger a datalog event (an exception report). Exception reports are automatically generated for alarms or shutdowns.

TRACK TIMING? yes/NO

Arrows to set option

press to return to date

NEXT

13.4 The Bargraph display (see section 11.2) of the spark reference number on Display Module 791908-1 can be scaled by changing the LOW and HIGH endpoints of the bargraph. A smaller range between endpoints increases the resolution of the Bargraph.

BARGRAPH SETUP Next Esc Enter BARGRAPH LIMIT LOW 100 BARGRAPH LIMIT HIGH 150

press to set bargraph

ENTER

press to return to other

NEXT

Press Arrows set low

press to continue

NEXT

Press Arrows set node

press to return to home

ESC

The Bargraph LOW LIMIT is adjustable from 0 to the value set for the LOW SPARK threshold alarm - see section 12.2 for details. The Bargraph HIGH LIMIT is adjustable from the value set for the HIGH SPARK threshold to 255 - see section 12.3 for details.

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-28-

ALTRONIC CPU-95 IGNITION SYSTEM

SERVICE INSTRUCTIONS FORM CPU-95 SI 1-02

ALTRONIC ,INC. 712 TRUMBULL AVE. GIRARD, OHIO 44420

CPU-95 IGNITION SYSTEM IGNITION MODULE 791950 SERIES 791952 SERIES 791958 SERIES DISPLAY MODULE 791902 SERIES 791908 SERIES

IMPORTANT SAFETY NOTICE PROPER INSTALLATION, MAINTENANCE, REPAIR AND OPERATION OF THIS EQUIPMENT IS ESSENTIAL. THE RECOMMENDED PRACTICES CONTAINED HEREIN SHOULD BE FOLLOWED WITHOUT DEVIATION. AN IMPROPERLY INSTALLED OR OPERATING IGNITION SYSTEM COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

TABLE OF CONTENTS

ALTRONIC CPU-95 SERVICE INSTRUCTIONS

SECTION ITEM 1.0 2.0 2.1 2.2 3.0 4.0 4.1 4.2 4.3 5.0 5.1 6.0 6.1 6.2 6.3 7.0 7.1 8.0 8.1 8.2 9.0 9.1 9.2 10.0 10.1 10.2 11.0 11.1 11.2 SYSTEM DESCRIPTION PARTS IDENTIFICATION AND SPECIFICATION CPU-95 Ignition Module CPU-95 Display Module TEST STAND REQUIREMENTS TESTING PROCEDURE - CPU-95 IGNITION MODULE Voltage Output Test Operational Tests Timing Tests OHMMETER CHECKS Ignition Module Power Board OSCILLOSCOPE TESTS Test Set-Up Storage Capacitor Voltage Pattern Multi-Strike Tests TESTING PROCEDURE - DISPLAY MODULE Operational Tests TROUBLESHOOTING Ignition Module Display Module BOARD REPLACEMENT PROCEDURE - IGNITION MODULE LOGIC BOARD Disassembly Procedure Assembly Procedure BOARD REPLACEMENT PROCEDURE - IGNITION MODULE POWER BOARD Disassembly Procedure Assembly Procedure BOARD REPLACEMENT PROCEDURE - DISPLAY MODULE DISPLAY BOARD Disassembly Procedure Assembly Procedure

PAGE 3 4 4 6 8 10 10 10 11 11 11 11 11 11 11 12 12 13 13 14 14 14 14 15 15 15 15 15 15

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1.0 SYSTEM DESCRIPTION 1.1 The Altronic CPU-95, DC-powered ignition system is a microprocessor-based capacitor discharge system designed for application on natural gas fueled engines. The system features crankshafttriggered timing accuracy and the capability to vary timing electronically by several means, including an external 4-20 mA control signal connected to the optional Display Module. The system is fieldprogrammable and offers a variety of advanced control methods, emissions reduction, primary and secondary spark diagnostics, self diagnostics, serial communications and engine protection features. 1.2 The CPU-95 ignition system consists of two main parts: an optional user interface Display Module and an engine mounted Ignition Module (see figure 1). The optional Display Module has an alphanumeric 16-character x 2-line back-lit LCD display that shows the operating status, engine RPM, energy level, single or double-striking mode, current loop input value, ignition timing, set-up, and diagnostic information. The Display Module is a means of monitoring or changing monitored parameters, all of the ignition system functions are performed in the Ignition Module. Five models of the Ignition Module are available: 791950-8 8-outputs, single storage capacitor 791950-16 16-outputs, single storage capacitor 791950-18 18-outputs, single storage capacitor 791952-18 18-outputs, dual storage capacitors 791958-16 16-outputs, single storage capacitor (VariSpark) 1.3 Timing changes on the CPU-95 are derived by counting pulses from the reference teeth. The timing change increment is dependent on the number of holes or teeth being sensed. The minimum timing change is defined as follows (where N = number of holes or teeth): If N < 270, then Increment = "45/N" degrees. If N > 270, then Increment = "90/N" degrees. 1.4 Power requirement is 24 Vdc, 5 amperes nominal for typical applications (10 amperes for systems using the 791958-16 Ignition Module). Refer to form CPU-95 II, section 9.2 and drawing 709 961.

Figure 1

-3-

PARTS IDENTIFICATION

-4Figure 2

2.0 PARTS IDENTIFICATION AND SPECIFICATION 2.1 PARTS LIST - CPU-95 IGNITION MODULE 791950-8,-16,-18; 791952-18; 791958-16. Reference exploded view on page 4.
FIGURE & REFERENCE NO. 2-1 -2 QUANTITY 1 1 PART NO. 601668-A 601780-16 601780-18 601825-18 601965-16 710121 710121-SS 501222 902648 510517 601871 204015 204016 204014 610674 902439 772065-1 610662 772059-1 772064-1 610676 781059-8 781059-16 781059-18 781067-18 781084-16 710015 610165 902469 901010 610386 902593 510527 210622 902599 210625 702120A 902578 902061 902615 902640 610636 610530 DESCRIPTION EEprom, blank Microprocessor, 791950-8,-16 unit Microprocessor, 791950-18 unit Microprocessor, 791952-18 unit Microprocessor, 791958-16 unit Enclosure Enclosure, SS Gasket, connector Screw 6-32 Cap, connector Fuse 15A Plug, 6-pin Plug, 5-pin Plug, 12-position Gasket, lid Screw 10-32 Logic cover board Standoff Logic board assembly Logic shield board Standoff Power board assembly, 791950-8 unit Power board assembly, 791950-16 unit Power board assembly, 791950-18 unit Power board assembly, 791952-18 unit Power board assembly, 791958-16 unit Standoff, nylon Shock mount Nut 5/16-18 Lockwasher 5/16 Ground strap Bolt 5/16-18 Conduit fitting Bottom plate Screw 10-24 Gasket, plate Label Screw 4-40 Screw 6-32 Screw 8-32 Screw 6-32 Insulator, T-MOS Insulator, voltage regulator

-3 -4 -4a -4b -5 -6 -6a -6b -7 -8 -9 -10 -11 -12 -13 -14

1 1 4 1 2 1 1 1 1 4 1 4 1 1 4 1

-15 -16 -16a -16b -16c -16d -17 -18 -18a -18b -19 -20 -21 -22 -23 -24 -25

4 4 4 8 1 4 3 1 6 1 1 4 4 2 2 2 1

-5-

PARTS IDENTIFICATION

6 7 8

11

5 9
R

10 13

10
R

INPUT

-612 4

P/N S/N

Figure 3

2.2 PARTS LIST - CPU-95 DISPLAY MODULE 791902-x; 791908-1: Reference exploded view on page 6.
FIGURE & REFERENCE NO. 3-1 -2 -3 -4 QUANTITY 1 1 1 1 PART NO. 602415 710133 710124 601771 601771-S1 601771-S2 601876 601971-1 902590 610325 610677 902560 604162 772056-1 772056-1S 772056-4 772056-5 772095-1 710125 710134 702122-1A 702181-1A DESCRIPTION Spacer Front cover Keypad EPROM, 791902-1 EPROM, 791902-1S EPROM, 791902-4 EPROM, 791902-3 EPROM, 791908-1 Screw 8-32 Gasket, front cover Standoff Screw 6-32 Terminal block Display board assembly, 791902-1 Display board assembly, 791902-1S Display board assembly, 791902-3 Display board assembly, 791902-4 Display board assembly, 791908-1 Gasket, back enclosure Back enclosure Back label, 791902-1,-1S,-3,-4 Back label, 791908-1

-5 -6 -7 -8 -9 -10

4 1 3 3 1 1

-11 -12 -13

1 1 1

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3.0 TEST STAND REQUIREMENTS 3.1 In order to test an Altronic CPU-95 ignition system, a special test stand is required. The basic test stand is similar to that required for the Altronic CPU-90 system. 3.2 The following items are required to test the Altronic CPU-95 system: A. A variable speed motor of 0.5 HP or greater, capable of rotating 1800 RPM with a standard ignition drive accepting either flange or base mounting. B. A spark degree wheel graduated in 360 increments with the indicator attached to the shaft common to the standard ignition drive. C. Sixteen (16) 501061 ignition coils connected to suitable, adjustable spark gaps. NOTE: The test stand should incorporate eighteen (18) ignition coils if 18-output units will be tested. D. A source of gear tooth pulses mechanically connected to the ignition drive; a 180-tooth gear is recommended. E. A single reset pin (6-32 steel machine screw recommended) mounted to the face of the gear. F. Magnetic pickups (691118-x) mounted to sense the gear teeth and the reset pin. G. A primary wiring harness connecting the ignition coils to the CPU-95 Ignition Module. This requires connector MS3108A-22-14S, Altronic part number 504056. NOTE: The harness is wired differently for 18-output units. H. A 581602 manual control loop unit to simulate the 4-20mA control signal. I. A DC power source capable of supplying 24Vdc, 5 amps - see Installation Instructions form CPU95 II, section 9.2 and drawing 709 961. J. An Altronic II-CPU Alternator; part no. 290213H is recommended. A distributor shaft assembly with 2:1 gear installed is required to test a 4-cycle application. The rotating magnet on the distributor shaft assembly must be over the Hall-effect switch when the reset pin on the test stand is opposite its magnetic pickup. K. An Altronic II-CPU back cover assembly 281500-1 or -2 and mating harness 293024-1. Connect the wiring harness as shown on the following page. L. A blank CPU-95 EEPROM, Altronic part number 601668-A. Test memories can be used if the Terminal Program is not used. Test memories for 16 and 18-cylinder, 4-cycle applications programmed with the number of teeth used on the test stand (usually 180) will be needed. M. Altronic CPU-95 Terminal Program part number CPU-95.MEM. NOTE: Reference form CPU-95 PI, section 1.3 for computer and peripheral requirements for the Terminal Program. N. A means to elevate the CPU-95 Ignition Module to a controlled temperature of 150EF. (65EC.). O. Altronic Test Unit 791025-1 can provide simulated pickup signals to exercise the CPU-95 outputs at a fixed firing rate. P. CPU-95 Display Module 791902-1 can be connected using a 4-conductor cable 503194 as shown in the Test Stand Wiring diagram. NOTE: Supply power to the display module by connecting two of the four conductors to the CPU-95 input power terminals. If a separate supply is used to power the display, the grounds must be at the same potential for proper operation of the RS485 communications.

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TEST STAND WIRING

4-CYCLE PICKUP INPUT WIRING CPU-95 INPUT A (4-cycle pickup) B (4-cycle pickup) C (4-cycle pickup) 281500-X 5-PIN CONNECTOR PIN E PIN D PIN C PIN B DESCRIPTION HALL EFFECT SWITCH (+) HALL EFFECT SUPPLY (+) HALL EFFECT COMMON (-) * SEE NOTE 1

PIN A * SEE NOTE 1 *Note 1: Connect leads A and B together (shorts the alternator output).

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4.0 TESTING PROCEDURE - CPU-95 IGNITION MODULE 4.1 VOLTAGE OUTPUT TEST - Using a known good Display Module, connect CPU-95 unit to test stand. Reference form CPU-95 II for correct wiring of unit and CPU-95 OI for operation of unit. Set the Ignition Module for energy level 2 (E2). Operate the test stand at 300 RPM leaving the 19-pin output connector disconnected. Output voltage is measured from the "G" pin (+) to the "J" pin (!). The output voltage should be 160 10 Vdc. NOTE: This test is only valid with 8 and 16 output Ignition Modules; there is no connection to the storage capacitor in 18-output units. 4.2 OPERATIONAL TESTS - With the system completely connected, perform the following tests on the Ignition Module. It is recommended that these tests be performed with the Ignition Module heated to a temperature of 150EF.(65EC.). The tests should be performed using a test EEPROM having the same number of teeth as the test stand, or program a blank EEPROM. NOTE: Do not program over the original EEPROM. A P4A180.FC pattern is recommended for a 16-output unit and a R4V180.FC pattern for an 18-output unit, assuming the test stand uses a 180 tooth gear. A. 180 TOOTH GEAR RPM 75 RPM 600 RPM 1200 RPM 1200 RPM TEST

All outputs fire a 15mm gap. All outputs fire a 15mm gap. All outputs fire a 15mm gap. Each output fires consistently in sequence; timing as follows starting with output "A" and proceeding in alphabetical sequence: 8-OUTPUT: H4A180.FC 16-OUTPUT: P4A180.FC 18-OUTPUT: R4V180.FC A-B-C-D-E-F-K-L
0-90-180-270-0-90-180-270

A-B-C-D-E-F-K-L-M-N-P-R-S-T-U-V
0-45-90-135-180-225-270-315-0-45-90-135-180-225-270-315

A-B-C-D-E-F-G-H-K-L-M-N-P-R-S-T-U-V
0-50-80-130-160-210-240-290-320-0-50-80-130-160-210-240-290-320

NOTE: Perform remaining tests B. through G. at 1200 rpm. B. C. D. E. The Display Module should read "FIRING". The panel I/O switches should be as follows: Alarm Out - closed; Fault Out - closed; Fire Confirm Out - closed. The four internal LEDs on the logic board should be as follows: Power - on; Rx - flashing; Tx - flashing; Alarm - off. Verify "cylinder spark data" number reads in accordance with form CPU-95 OI, section 11.4. Verify "cylinder spark data" number reacts in accordance with form CPU-95 OI, section 11.3. When the diagnostic flag is set the alarm out I/O switch on the panel should open and the Display Module should read "WARNING VIEW DIAGNOSTICS". Verify that the proper warning and output identifier was captured (press DIAG key on Display Module). Ground the shutdown lead "G" (8 and 16 output units only). Ignition firings should immediately cease and the display should read "SHUTDOWN". The panel I/O switches should be as follows: Alarm Out - closed; Fault Out - closed; Fire Confirm Out - open. Ground the Shutdown Input (all units). Ignition firings should immediately cease and the display should read "SHUTDOWN". The panel I/O switches should be as follows: Alarm Out - closed; Fault Out - closed; Fire Confirm Out - open.

F. G.

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4.3 TIMING TESTS - The following tests should be performed on the Ignition Module to verify proper control of timing (reference form CPU-95 OI, sections 5.0 and 6.0). Use a test Display Module. A. Enter the TIMING menu and test the GLOBAL RETARD. Vary the global timing and verify the timing changes on the spark wheel and on the Display Module (reference form CPU-95 OI section 5.0). B. Enter the TIMING menu and test the ONE-STEP RETARD. Ground the miscellaneous input and assure the timing retards by the one-step retard value (reference CPU-95 OI section 6.4) C. Enable CURRENT LOOP RETARD and test the 4-20mA CURRENT LOOP. Vary the input current by adjusting the 581602 connected to the Display Module and assure the timing changes in accordance with the units programmed curve (reference CPU-95 OI section 6.2). 5.0 OHMMETER CHECKS 5.1 IGNITION MODULE POWER BOARD - The following tests should be made using a Simpson Model 260 analog volt-ohmmeter (VOM) set to "ohms". The ohmmeter scale should be set to "R x 10,000". Readings outside the range indicated establish a defective Power Board. A Power Board passing the ohmmeter tests may still be defective and the full test should be performed using an oscilloscope (see section 6.0) to confirm correct operation. A. Check the resistance with the positive lead of the ohmmeter connected to the "G" lead and the negative lead connected to each output pin of the output connector. If ohmmeter reading is less than 250,000 ohms replace Power Board (2-14). B. Check the resistance with the negative lead of the ohmmeter connected to the "G" lead and the positive lead connected to each output pin of the output connector. If ohmmeter reading is less than 250,000 ohms replace Power Board (2-14). NOTE: The "J" lead is not an output pin. 6.0 OSCILLOSCOPE TESTS 6.1 TEST SET-UP - Two 100:1 oscilloscope probes are required. Test speed is 1000 RPM. NOTE: The signals being monitored are 140 to 180 volts, positive polarity. It is recommended that these tests be performed with the Ignition Module heated to a temperature of 150EF. (65EC). 6.2 STORAGE CAPACITOR VOLTAGE PATTERN (8 and 16 output units only) A. The trigger input of the oscilloscope should be connected to the "A" primary coil lead. NOTE: This is a 140 to 180 volt, positive polarity signal. B. Connect the oscilloscope reading probe to the "G" lead to view all outputs. See NORMAL PATTERN on next page. C. Verify peak output voltage is: 14010 volts for energy level E1 16010 volts for energy level E2 18010 volts for energy level E3 6.3 MULTI-STRIKE TESTS (791950 and 791958 series only) A. Set Unit to MULTI-STRIKE mode via Display Module keypad. B. Verify timing of all outputs using the table in section 4.2A. 791950 series: Verify all outputs have two firings. The separation will vary with rpm and should equal 7 degrees at 1000 rpm. The second firing is automatically turned off above 1050 rpm. 791958 Series: Verify a longer duration spark on the degree wheel compared to normal mode. C. 8 and 16 Output Units Only: Connect oscilloscope to the "G" lead and view pattern. Discharge waveform should appear as shown on the next page.

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NORMAL PATTERN (all units)

MULTI-STRIKE PATTERN (791950-x)

VariSpark PATTERN (791958-x)

7.0 TESTING PROCEDURE - DISPLAY MODULE 7.1 OPERATIONAL TESTS - Connect the Display Module to a test Ignition Module known to be operational. Reference Installation Instructions form CPU-95 II for correct wiring and Operating Instructions form CPU-95 OI for operation of the Display Module. A. Apply 24Vdc input power to both units and verify Display Module communicates with Ignition Module. Display should read "READY". B. Hold down ENTER key for approximately six seconds to access keypad test, depress each key and verify that a unique number (0-15) is identified for each key. C. Start rotation of test stand motor and increase speed to 300 RPM. Display should read "FIRING". With spark wheel turned on and firing output "A" at zero degrees, verify current loop operates as programmed and that Display Module shows the correct loop value (4-20mA). D. Ground miscellaneous input on Display Module and verify ONE-STEP timing retards the amount stored in the ONE-STEP timing value. NOTE: Ground only the miscellaneous input on Display Module and not on Ignition Module.

-12-

8.0 TROUBLESHOOTING Perform all tests at a test stand speed of 1000 RPM with a 4-cycle test memory. The following tests assume an adequate 24 Vdc power source and properly installed magnetic and Hall-effect pickups. 8.1 IGNITION MODULE - The following tests are to be performed with a known good Display Module. PROBLEM No output No output One output does not fire Only one output fires No Multi-Strike function TEST Section 4.1 Section 4.1 Section 4.2/6.2 Section 4.2/6.2 Section 6.3 TEST INDICATION CORRECTIVE ACTION (Fig. 2) No voltage Low voltage Missing discharge on stand or scope Only one spark gap is firing Outputs do not have second firing Replace power board (14). * Replace power board (14). Replace power board (14). Replace power board (14). Measure voltage from pin 4 to Vss of large ribbon cable on logic board. If voltage is 5V. in Multi-Strike mode, replace power board (14). If voltage is 4V. or less and Display Module shows Multi-Strike identifier, replace logic board (11). Replace logic board (11).

Panel I/O switches malfunction Incorrect or missing cylinder spark data Unit does not acknowledge SHUTDOWN Timing varies Timing control malfunctions

Section 4.2 B, C

Does not function as described Sets non existent WARNINGS on display, always reads 0 or 255 Unit continues to fire Timing other than as shown Timing does not change or changes incorrectly

Section 4.2 D, E

Replace power board (14). *

Section 4.2 F, G

Fails section 4.2 F, replace power board (14). Fails section 4.2 G, replace logic board (11). Replace logic board (11). Replace logic board (11).

Section 4.2 A Section 4.3

* May indicate a defective power or logic board.

-13-

8.2 DISPLAY MODULE - The following tests are to be performed with a known good Ignition Module. PROBLEM No function from Display Module No response from one or more keys No current loop function TEST Section 7.1 A TEST INDICATION No display or no communications * Missing or wrong key identifier Timing does not change or changes incorrectly Timing does not change CORRECTIVE ACTION (Fig. 3) Replace display board (10).

Section 7.1 B

Replace display board (10). **

Section 7.1 C

Replace display board (10).

No One-Step function * **

Section 7.1 D

Replace display board (10).

Display Module reads "COMMUNICATIONS PROBLEM". May indicate a defective display board or defective keypad.

9.0 BOARD REPLACEMENT PROCEDURE - IGNITION MODULE LOGIC BOARD 9.1 DISASSEMBLY PROCEDURE (refer to figure 2) A. Remove four screws (8) from cover board (9) and remove cover board. B. Remove four standoffs (10) from logic board (11). C. Carefully unplug four conductor ribbon cable from logic board and fifteen conductor ribbon cable from power board (14). Logic board can now be removed from enclosure (3). D. Remove four screws (21) and separate logic board from shield board (12). 9.2 ASSEMBLY PROCEDURE (refer to figure 2) A. Attach shield board (12) to logic board (11) using four screws (21). B. Install logic board in enclosure (3). C. Plug fifteen conductor ribbon cable into power board (14) and four conductor ribbon cable into logic board. D. Install and tighten four standoffs (10). E. Replace cover board (9) and secure with four screws (8). F. Retest per section 4.0.

-14-

10.0 BOARD REPLACEMENT PROCEDURE - IGNITION MODULE POWER BOARD 10.1 DISASSEMBLY PROCEDURE (refer to figure 2) A. Remove logic board (refer to section 9.1). B. Remove four screws (22, 23) from bottom of enclosure (3). C. Remove four standoffs (13). D. Remove four screws (4a) from connector on side of enclosure and push connector into box. E. Power board (14) can now be removed from enclosure. 10.2 ASSEMBLY PROCEDURE (refer to figure 2) A. Wipe inside of enclosure with a clean rag. Examine insulators (24, 25) and replace if damaged. B. Insert power board (14) into enclosure (3). C. Install four new screws (22, 23) through bottom of enclosure and tighten securely. D. Replace connector gasket (4) and insert connector through enclosure hole. Orient connector key to top of enclosure. E. Using four new screws (4a) secure connector in enclosure. F. Install four standoffs (13) and tighten power board securely. G. Install logic board (refer to section 9.2). H. Retest per section 4.0, 6.0. 11.0 BOARD REPLACEMENT PROCEDURE - DISPLAY MODULE DISPLAY BOARD 11.1 DISASSEMBLY PROCEDURE (refer to figure 3) A. Loosen four screws (5) holding front cover (2) to back enclosure (12). Leaving screws in front cover pull back enclosure away. B. Remove three screws (8) holding display board assembly (10). C. Unplug keypad ribbon cable and remove display board assembly. 11.2 ASSEMBLY PROCEDURE (refer to figure 3) A. Plug keypad ribbon cable into display board assembly (10). B. Install and tighten three screws (8) securing display board assembly. C. Verify back enclosure and front cover gaskets (11, 6) are in good condition and replace if necessary. D. Place front cover (2) and back enclosure (11) together and start four screws (5). E. Verify front cover gasket is aligned and alternately tighten four screws (2) until secure. F. Retest per section 7.0.

-15-

www.altronicinc.com

INSTALLATION INSTRUCTIONS
WARNING:
1.0 DESCRIPTION 1.1 EZRail is a comprehensive line of modular ignition wiring and coilmounting systems. EZRail systems are thoroughly tested to ensure maximum reliability and performance. Operational and functional benefits include:
DEVIATION FROM THESE INSTRUCTIONS MAY LEAD TO IMPROPER ENGINE OPERATION WHICH COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

ALTRONIC EZRAIL MODULAR IGNITION RAIL SYSTEM

FORM EZRAIL II 7-07

Extremely easy to install, just mount and connect components. Complete wiring and mounting system from the ignition unit to
the ignition coils. Eliminates hours of wire and conduit cutting in the field. Guarantees against skinned insulation due to long conduit pulls. rails and integral/flange or off-mounted coils (shielded or unshielded). Optional bolt-on coil rails. from unshielded to shielded or integral, the same wiring rail can be used without modification. The same is true if the coil mounting rail is added later.

Universal design takes advantage of standard cables, wiring

Flexible and upgradeable. If coil types are changed, e.g.,

Premium

construction materials include high-quality aluminum extrusions, sealed junction boxes, militarystyle connectors and harnesses and stainless steel hardware. Connector back shells are potted and strain-relieved, and external surfaces are plated or anodized for corrosion resistance. Altronic ignition components, including the primary and secondary cables and leads, are incorporated into the design, which allows for quick, cost-effective repair and service in the field. In the unlikely event that the rail itself requires service (or if on-engine mechanical work is required), the EZRail system can be easily disconnected, removed, and re-installed.

Standard

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INSTALLATION INSTRUCTIONS
2.0 COMPONENTS
2.1 EZRail (WIRING) Anodized aluminum rail(s) are available in custom lengths to suit specific applications; refer to Form EZRail AL 7-07. Military-style connectors have potted backshells. Coil connectors are spaced to align with each engine cylinder. 2.2 COIL MOUNTING Rail (OPTIONAL) Anodized aluminum coil mounting rail(s) may be mounted directly to the EZRail or separately at the users option. 2.3 junction box The junction box features heavy-duty, corrosion resistant construction, military-style connectors, a shutdown lead connector, and an easily-accessible timing lead. 2.4 harnesses J-Box to Rail (793101-xx) features one straight and one right-angle connector, completely sealed. J-Box to Ignition (793101-xx) features one straight and one rightangle connector, completely sealed. Shutdown Lead (593052-xx) straight or (593057-xx) 90 connector.

3.0 MOUNTING
3.1 J-Box Determine an appropriate mounting point. Avoid locations which might cause exposure to excessive vibration or heat. NOTE: Mount box as close to the #1 cylinder end of the engine as is practical using included or other suitable hardware. 3.2 EZRail Determine an appropriate mounting point. Avoid locations which might cause exposure to excessive vibration or heat. NOTE: 19-pin connector end of rail (for both banks of a V-engine) must be installed at the #1 cylinder end of the engine. 3.3 coil MOUNTING rail (optional) Determine appropriate mounting point(s) and mount using included hardware. Coil rails may be mounted directly to EZRail.

4.0 connections
4.1 J-Box to Rail In-line engines: Connect harness (793101-xx) to EZRail. V-engines: Connect harness A (793101-xx) to the engine bank containing the first cylinder in the firing order. Connect harness B (793101-xx) to the other bank. 4.2 J-Box to Ignition Connect harness (793101-xx) to CPU-95 Ignition. 4.3 SHUTDOWN LEAD Connect cable (593052-xx or 593057-xx) to the shutdown lead connection. NOTE: Pin A = Shutdown Lead, Pin B = N.C., Pin C = Ground. 4.4 TIMING LEAD A #1 cylinder primary wire loop is accessible under the timing lead connector cover. Use with inductive timing light on completely shielded systems. For timing light use on all cylinders use Altronic Safe-T-Lead.

5.0 hazardous area certification EZRail conforms to CSA Class I, Div. 2, Groups C & D requirements for
hazardous areas.

2 FORM EZRAIL II 7-07

ALTRONIC EZRAIL MODULAR IGNITION RAIL SYSTEM

FIGURE 1 SYSTEM OVERVIEW

www.altronicinc.com

INSTALLATION INSTRUCTIONS
FIGURE 2 DIMENSIONS: J-BOX

4 FORM EZRAIL II 7-07

ALTRONIC EZRAIL MODULAR IGNITION RAIL SYSTEM

FIGURE 3 DIMENSIONS: EZRail

www.altronicinc.com

ALTRONIC GAS ENGINE GOVERNOR GOV10, GOV50

OPERATING MANUAL FORM GOV OM 10-02

WARNING: DEVIATION FROM THESE INSTALLATION INSTRUCTIONS MAY LEAD TO IMPROPER ENGINE OPERATION WHICH COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

Version 5.02 November, 2002 ALTRONIC, INC. 712 Trumbull Ave. Girard, Ohio 44420 USA Altronic, Inc. 2002

Form GOV OM 11-02.

Section 1 INTRODUCTION

1-1

Form GOV OM 11-02.

This manual provides instruction and maintenance information for the GOV10/50. It is recommended that the user read this manual in its entirety before commencing operations. Do NOT attempt to operate, maintain, or repair the fuel control valve until the contents of this document have been read and are thoroughly understood. Every attempt has been made to provide sufficient information in this manual for the proper operation and maintenance of the GOV10/50. If additional information is required, please contact:

INTRODUCTION

Altronic, Inc. 712 Trumbull Ave. Girard, OH 44420 (330) 545-9768

1-2

Form GOV OM 11-02.

The Altronic Gas Engine Governors are normally used with natural gas. Natural gas and air, when combined together, become very combustible and when contained within an enclosure, such as a fuel-injected reciprocating engine or its exhaust system can explode in a violent manner when ignited. It is necessary to always use extreme caution when working with any fuel system. The control systems used with natural gas fired, reciprocating engines should always be designed to be fail-safe. Towards this goal, the GOV10/50 Gas Engine Governor plays an important part in the safety of the whole system. The GOV10/50 Gas Engine Governor is NOT a shutoff valve. Shutoff valves should be used in addition to the Gas Engine Governor. The fuel system should be designed in such a way that: 1. No single failure of a component will cause the fuel system to admit fuel to the engine when the engine has been shutdown. 2. No single failure can result in grossly over-fueling the engine when attempting to start. Failure to follow the above rules may lead to possibly serious damage to equipment or to personnel.

WARNING

1-3

Form GOV OM 11-02

Section 2 THEORY OF OPERATION

2-1

Form GOV OM 11-02

The GOV10/50 Gas Engine Governor is a gas engine governor designed to be used as the speed control on fuel-injected reciprocating natural gas engines. The valve controls fuel flow by varying an orifice and uses fuel gas pressure for actuation muscle. The valve consists of a tubular main body, a poppet assembly, and an electronics component housing. These three main sub-assemblies form a single integrated unit. The GOV requires no separate actuators or mechanical linkage. The main body contains an orifice plate (used for the optional flow measurement feature) and the poppet assembly. Mounting flanges are also bolted to the main body. The poppet assembly consists of the following Poppet Poppet seat Oil-filled bellows section for dampening Return spring

THEORY OF OPERATION

The electronics housing contains Control gas pressure regulator Muscle gas controlling components Three (3) pressure transducers P transducer Fuel temperature RTD 16-bit microprocessor board

The Governor Control Display Terminal accomplishes all necessary input programming and data value read outs. The control module design allows remote mounting at the operating or shutdown panel board of the engine. RS-485 serial communications will allow up to 350 foot distance for the remote terminal location. Engine speed set point may be changed from the Display Terminal (part no. TSA-100) or via a 4 to 20 mA signal input. The GOV remains closed when the engine is not running. While in this stopped mode, the GOV constantly monitors crankshaft speed. If the crankshaft speed exceeds its programmed set point, the GOV assumes that a start sequence is commencing, and begins its start up functions. 2-2

Form GOV OM 11-02

When the crankshaft speed exceeds the above mentioned set point and there is no fuel supply pressure available (the fuel block valve is closed), the GOV assumes that the engine is purging and remains closed. The engine purge time begins when the RPM exceeds the crank set point. When the purge timer has expired and the supply pressure exceeds the set point, the GOV begins controlling fuel manifold pressure for engine starting. The fuel manifold pressure maintained for engine light off is operator programmable. The GOV uses a separate dedicated PID control loop to control fuel manifold pressure during starting. After the engine fires off and achieves the programmable IDLE SPEED (light-off speed) and a programmable warm-up timer expires, the GOV uses a programmable rate internal ramp and increases fuel flow to the engine until the minimum operating speed is achieved. When minimum operating speed has been reached, the GOV begins to increase fuel flow to the engine at the programmed ramp rate. When the engine speed set point is reached, the GOV operates as an engine speed governor, changing fuel flow as required to maintain the required speed set point. The fuel flow will be increased until the engine speed set point has been achieved. Thereafter, any time the speed set point is changed, the same programmable ramp is used to accelerate or decelerate the engine. The governor gains dynamically change based upon engine load. This feature helps keep the engine speed as stable as possible, enhancing engine performance and helping to keep exhaust emissions stable. The GOV controls gas flow by changing the position of the poppet valve very precisely. The poppet resides in a housing, which is O-ring mounted inside the main valve body. The poppet stem is attached to a bellows. Fuel gas pressure is admitted through a pressure regulator into the control gas chamber. In the control gas chamber there are two small nozzles. One of the nozzles is ported from the control gas chamber to the enclosed side of the poppet bellowfram. The other nozzle is ported from the control gas chamber to the down stream side of the poppet (into the main fuel stream). One end of a small paddle moves between the two nozzles.

2-3

Form GOV OM 11-02

The paddle pivots on a small torsion bar so the paddle movement is frictionless. On the opposite end of the paddle is a voice coil. The voice coil is surrounded by a rare earth magnet. When the computer sends voltage through the voice coil, it moves in the magnet, pivoting the paddle as it moves. This causes the other end of the paddle to cover one nozzle and uncover the other. As the nozzle ported downstream of the poppet is covered, pressure builds in the control gas chamber and on the enclosed side of the bellowfram, forcing the poppet in the open direction. As the nozzle ported downstream is uncovered, pressure bleeds from the control gas chamber and the bellowfram, letting the return spring force the poppet in the closed direction.

The GOV10/50 contain several engine safety features. The features are listed below: NOSIGNAL No magnetic pick-up signal. If the frequency input from the magnetic pick-up drops below 35 Hz for more than 250 ms while the engine is starting or running, the governor will close and remain closed until the start sequence is re-initiated. The terminal controls display will annunciate the message NOSIGNAL. This message will be displayed until the engine achieves a full stop and the operator presses any button on the governor interface or the engine is restarted. LOWPRES Low supply pressure. An alarm condition during starting or running that if the upstream pressure drops below the governors programmed supply pressure setpoint, the governor will close and remain closed until the start sequence is re-initiated. The terminal control display will annunciate the message LOWPRES. This message will remain until the engine reaches a complete stop and the operator presses any button the governor interface or the engine is restarted.

SAFETY SHUTDOWNS

2-4

Form GOV OM 11-02

OVRSPEED Engine overspeed. This is an operator adjustable setpoint for the shutdown of the engine based on RPM. If the engine speed RPM exceeds this setpoint, the governor will shut in and remain closed until the start sequence is re-initiated. The terminal control display will annunciate the message OVRSPEED. This message will be displayed until the engine reaches a complete stop and the operator presses any button on the governor interface, or the engine is restarted. THIS FEATURE SHOULD NOT BE USED AS THE PRIMARY OVERSPEED SHUTDOWN. IT IS MEANT AS A REDUNDANT SHUTDOWN DEVICE ONLY. HISTPRES High start pressure. While starting and until the warmup timer expires, if the manifold pressure exceeds the governor HISTPRES setpoint, the governor will close and remain closed until the start sequence is re-initiated. The terminal control display will annunciate HISTPRES until the engine reaches a complete stop and the operator presses any button on the governor interface, or the engine is restarted.

2-5

Form GOV OM 11-02

ENGINE STOPPED

NO

STOPPED (DISPLAYED)

30 SEC. TIMER

STRAIN GAUGE CHECK

BAD

WAIT

VALVERDY (DISPLAYED)

RPM> CRANK Setpoint

YES

NO

PURGE (DISPLAYED)

PURGE TIME EXPIRED 2-6

Form GOV OM 11-02

RPM > SWITCH POINT

NO

CLOSE CONTACT

SUPPLYPRS > SUPPLYPRS Setpoint

NO

STARTING (DISPLAYED)

REGULATE MANIFOLD PRESSURE

START TIMER EXPIRED

NO

RPM > IDLE SPEED

NO

2-7

Form GOV OM 11-02

WARMUP (DISPLAYED)

RAMP ENGINE TO MINIMUM SPEED

HOLD ENGINE TO MINIMUM SPEED

WARM UP TIMER EXPIRED

NO

GOV ON (DISPLAYED)

RAMP ENGINE TO SETPOINT

SPEED GOVERN ON

2-8

Form GOV OM 11-02

Section 3 GOV INSTALLATION

3-1

Form GOV OM 11-02

1. Do not install the valve in such a manner that will trap gas pressure on the downstream side of the valve. 2. Always provide an adequate supply pressure for the application. 3. Where the gas is dirty, or has liquid suspension, install a separate pilot gas supply with an external filter. 4. Supply the valve with +24 Vdc, 1.0 amp at the valve. Using small gauge wire may cause a large voltage drop resulting in an inadequate power supply. 5. Do not create ground loops when connecting the GOV. 6. Never install governor wires in the same conduit with any other wiring. 7. The flow signal on the GOV is loop powered. 8. Never paint the valve. 9. Never replace the valve with that of a different configuration. 10. Do not install the valve in such a manner where condensate may build up inside the electronics housing. NOTE: The use of resistor spark plugs and/or resistor spark plug leads is strongly recommended. This plus adherence to points 4 through 6 above will avoid most RFI noise problems.

INSTALLATION DOS AND DONTS

3-2

Form GOV OM 11-02

The GOV10 Gas Engine Governor is to meter fuel gas only and should not be used as a main fuel system shutoff valve. A separate fuel shutoff valve must be installed UPSTREAM of the GOV. If no venting is provided, the fuel system must be such that no gas is trapped downstream of the GOV. It is the customers responsibility to insure that purge times are completed and the ignition system is turned on before fuel pressure is allowed to reach the GOV.

SAFETY WARNING

The gas metering valve should be inspected immediately after unpacking. Check for any damage that may have been incurred during shipping. If there are any questions regarding the physical integrity of the valve, call the Altronic distributor that supplied the Governor. If possible, keep the original shipping container. If future transportation or storage of the valve is necessary, this container will provide optimum protection. Ensure that the GOV received matches the model no. and configuration of the fuel valve to the packing list and if possible, to the purchase order. The top plate of the GOV contains information pertinent to that particular valve, for example, embedded acceleration schedule, external filter, flow feedback information, ANSI 8-bolt flange, etc. The GOV10/50 Governors are CSA certified for Class I, Group D, Division 1 or 2 hazardous locations.

VALVE PREINSPECTION

3-3

Form GOV OM 11-02

If the information matches correctly, then it is the appropriate Governor for your engine application.

When considering where to place the GOV10 Gas Engine Governor it is recommended that several issues be kept in mind. The valve should be located away from any extreme sources of heat. Operating ambient temperature 40F to +185F / 40C. to +85C. Do not expose the governor to temperatures higher than indicated here. Supply gas temperature will not have an effect on the flow of fuel through the acceptable operating temperature range of the valve (see above). The fuel gas temperature should not exceed 185F / 85C. Pressure variation in the fuel supply does not affect the gas flow through the valve, providing that the pressure does not drop below the minimum required for that fuel flow.

GENERAL CONSIDERATIONS

3-4

Form GOV OM 11-02

The GOV Gas Governor can be mounted in either a horizontal or vertical position. Ideally, the installation will allow for at least 10 pipe diameters of straight pipe (15 for 1.5 piping) on the downstream side of the valve. This helps to ensure a consistent and smooth flow through the metering orifice, providing a more accurate fuel flow measurement. However, straight runs of piping to and from the valve are not required, though some performance degradation in flow meter accuracy will result. Flow measurement adjustments can be done to increase the accuracy of the flow meter once the valve has been installed.

INSTALLATION LOCATIONS

To optimize the engines response to fuel flow changes, mount the GOV no more than 10 feet from the fuel manifold for optimum performance. The valve is normally mounted and supported via the 4 or 8 bolt flanges, or the optional mounting plate. Threaded holes (5/16-18) are provided on the bottom of the valve that can be used for securing the unit to a flat surface. The GOV10 is supplied with SAE 61 series 4-bolt flanges for 2 pipe or ANSI 8-bolt, class 300 flanges for 2 pipe. The GOV50 is available only with the 2, SAE 61, 4 bolt type flanges.

MOUNTING THE GOV GAS METERING VALVE

Control gas pressure of at least 25 PSIG above fuel manifold pressure must be available at all times for valve actuation muscle. If fuel pressure to the GOV inlet (upstream fuel pressure) is always the required 25 PSIG above fuel manifold pressure (downstream pressure), the valve will operate with internal control gas pressure from the fuel supplied to the engine. If the required muscle gas is not available, an external gas line must be routed from an adequate gas pressure source to the valve pilot port. Control gas is normally bled to the downstream side of the valve. When using an external control gas line, the line must have a shutoff valve that closes during engine shutdown. Control gas volume required is 3 SCFM. WARNING: Maximum gas pressure to the valve must not exceed 400 PSIG (CSA rating is for 400 PSIG).

GAS PRESSURE REQUIREMENTS

3-5

Form GOV OM 11-02

VENT

RELAY

NORMALLY OPEN VENT VALVE

ANALOG FUEL CONTROL SIGNAL ENGINE

SUPPLY NORMALLY CLOSED SHUTOFF VALVE GOV10 GAS METERING VALVE

STANDARD INSTALLATION1

RELAY

ANALOG FUEL CONTROL SIGNAL ENGINE

SUPPLY NORMALLY CLOSED NORMALLY CLOSED SHUTOFF VALVE SHUTOFF VALVE GOV10 GAS METERING VALVE

STANDARD NON-VENT INSTALLATION

This is the preferred installation of a GOV valve. 3-6

Form GOV OM 11-02

RELAY

PILOT GAS FILTER ANALOG FUEL CONTROL SIGNAL ENGINE NORMALLY CLOSED SHUTOFF VALVE NORMALLY CLOSED SHUTOFF VALVE GOV10 GAS METERING VALVE

SUPPLY

STANDARD NON-VENT INSTALLATION WITH EXTERNAL FILTER

VENT

RELAY

NORMALLY OPEN VENT VALVE

PILOT GAS FILTER ANALOG FUEL CONTROL SIGNAL ENGINE NORMALLY CLOSED SHUTOFF VALVE GOV10 GAS METERING VALVE

SUPPLY

STANDARD INSTALLATION WITH EXT. FILTER AND VENTING

3-7

Form GOV OM 11-02

The following sections apply to the electrical requirements of the installation of the GOV Gas Metering Valve. All efforts should be made to conform to the applicable electrical code with regard to hazardous environment installations.

ELECTRICAL CONNECTIONS

CAUTION: The system power should be OFF before any of the valve
wiring is connected or disconnected. Failure to do so may result in damage to your engine and/or the GOV10/50.

Hazardous locations are those areas where a potential for explosion and fire exist because of flammable gases, vapors or finely pulverized dusts in the atmosphere, or because of the presence of easily ignitable fibers or flyings2. Because of the necessary requirements, the wiring methods to be used are through threaded, ridged metal conduit with termination fittings approved for the location. The entire assembly is to be explosion-proof and where necessary, to employ flexible connections approved for Class I Division I.

HAZARDOUS LOCATIONS

The GOV10/50 requires 20 to 32 Vdc, 1 amp electrical power at the connector or harness. Power should be steady and uninterrupted. Power dips of any duration below 20 volts will cause the GOV valves to close and to stay closed until a new start sequence is initiated. The GOV electronics are electrically isolated, but if excessive voltage noise (AC ripple) is found, it may be filtered out using a capacitor (300 to 1000 microfarad at 50Vdc is suggested). The capacitor should be placed at the source of the noise.

POWER REQUIREMENTS

The GOV10/50 come standard with a 3/4 NPT conduit entry, and 10 feet of leads. The threaded conduit entry is for use in electrically classified areas. Connector pin assignments and wire colors are given in the chart on the following page.

CONNECTION LEADS

National Electric Code; articles 500-517. Canada Electric Code; section 18. 3-8

Form GOV OM 11-02

REF A B C D E F G H J K L M N P S T U V W Y Z a b c

WIRE COLOR WHITE GREY BLUE WHITE/BLUE YELLOW WHITE/YELLOW RED/BLUE WHITE/BLACK YELLOW/RED YELLOW/BLACK GRAY/RED WHITE/RED/GRAY WHITE/GRAY WHITE/VIOLET WHITE/YELL/BRN WHT/ORG/BLUE WHT/RED/GRN WHT/YELL/ORG WHT/YELL/RED GREEN BROWN WHITE/BRN WHT/RED/BRN W/GRN

SERVICE 24Vdc (+) 24Vdc common () Remote Speed Demand 4-20mA Input Remote Speed Demand 4-20 mA Return Fuel Flow Feedback (4-20mA out 1) Fuel Flow Feedback (4-20mA out 1 RTN) Magnetic Pickup (+) Magnetic Pickup () RPM Feedback (4-20mA out 2, 0-1000 RPM) RPM RTN (4-20mA out 2, 0-1000 RPM) MODBUS (+) MODBUS () MODBUS RTN Discrete Input 1+ Local/Remote (not normally used) Discrete Input 1 Local/Remote (not normally used) Discrete Input 2+ Clear warm up timer (not normally used) Discrete Input 2 Clear warm up timer (not normally used) Discrete Output 1+ Speed switch (not normally used) Discrete Output 1 Speed switch (not normally used) RS-485 Communication (Rx) RS-485 Communication (Tx) RS-485 Communication (Gnd) Pressure transducer (+) Pressure transducer ()

WIRING CHART

3-9

Form GOV OM 11-02

All wiring to the GOV should be of a shielded, twisted pair type. Valve wiring should be run in separate conduit. Never run the wiring in conduit containing wires with AC service, or with wires connected in any way to the ignition system of the engines. 24Vdc power wire size is dependent on the distance from the supply to the GOV. Wires must be large enough to insure at least 20 Vdc at the GOV terminal connection. The 4 to 20 mA wiring for remote speed demand and fuel flow feedback, and RS-485 communications wires may be up to 350 feet long if large gauge wire (16 AWG) is used. Noise is always a consideration on these signals, so the wire length should be kept as short as possible. Smaller gauge wire (20 AWG) may be used for distances under 100. Magnetic pickup wiring should be 22 AWG twisted pair, shielded wire with a length no longer than 50 feet.

WIRING

3-10

Form GOV OM 11-02

The discrete output speed switch is used as a shutdown or malfunction feature based upon low fuel gas pressure. If RPM exceeds the SPDSWICH setting and the purge timer expires, the contact will close. In addition, the contact will open upon any of the shutdown features programmed into the GOV 10. These shutdowns are listed further in the manual. If engine speed drops 2 RPM below the set point the contact will reset into the open position. This discrete output has a 3 amp capability and is suitable for driving a small solenoid valve. Using this contact makes possible the automation of the upstream block valve operation. The discrete output is paralleled with the purge timer. A transient suppression board (part no. TS-100) is available which provides excellent isolation to/from the Governor and its associated control system. If protection is necessary to achieve Class I, Division I or II electrical standards, the transient suppression board and an approved explosion-proof (ExP) box should be considered. The ExP box (part no. 810080) is available from Altronic or may be supplied by the user. The recommended box for use with the transient suppression board is Adalet model no. XJWH or equivalent Wiring diagrams and layouts are available at the back of this manual.

TRANSIENT SUPPRESSION

3-11

Form GOV OM 11-02

Section 4 DISPLAY TERMINAL ASSEMBLY (TCA-100)

INPUT

SPEED

DISPLAY

+
MODE

SETPOINT

4- 1

Form GOV OM 11-02

The Governor Display Terminal Assembly is a small panel used for manmachine interface with the GOV governors. The front of the Display Terminal consists of two (2) LED displays and six (6) function keys. The top LED always displays numeric values and the bottom LED always displays the name of the value being displayed on the top LED or a status message such as Valve ready or Gov On. The function keys are arranged in three (3) groups with two (2) keys in each group. The function key groups are labeled DISPLAY, SET POINT, and MODE. In the DISPLAY group the key functions are designated as INPUT and are labeled with an UP ARROW on one key and a DOWN ARROW on the other. These two keys are used to scroll up or down though the parameters displayed on the terminal. In the SET POINT group, the keys function is designated as SPEED (the most often used function used is the changing of the speed setpoint). The associated keys are labeled with a plus (+) and (-) signs. The purpose of these keys is to change the value of any programmable parameter displayed in the LED box. The (+) key will increment the value and the (-) key will decrement the associated value. In the MODE group, the keys are designated SET UP and NORM. When the NORM key is pressed, read only values are displayed. When the SET UP key is used, the operator has access to the programming values and may edit them.

DESCRIPTION

The GOV Gas Engine Governor controls fuel flow to the engine, and thus engine speed, by using PID control loops. PID control loops are commonly used in the instrumentation/control industry to control a variety of functions. PID stands for proportional, integral and derivative control. These control loops are a way of combining three gains (though only proportional and integral are the most commonly used) to change one output level. Proportional Control proportional control is an adjustment of engine speed determined by the relationship of engine speed (Ng) to the speed set point. Actual RPM from the RPM set point causes an error signal. This error signal is the engine speed adjustment. The control loop is scaled to a full-scale output. The error signal is multiplied against the proportional gain to generate a portion of the full-scale output.

SETTING GAINS

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Form GOV OM 11-02

Thus, the greater the error (Ng vs. set point), the greater the response (an increase/decrease in speed). Due to response lags in the system (includes engine), proportional control can only be adjusted a limited amount. When proportional gain is set above the maximum the system will tolerate, speed instability will result. Integral Control to add more gain to a PID control loop without causing instability, an integrator is used. An integrator adds gain to the control loop output in even integrals of time. Thus the larger the error, the larger the integral contribution becomes, and the system output increases more rapidly. Also, when the error returns to zero, the integrator will not return to its original value until the error transitions from a positive error to a negative error before an increasing integrator will begin decreasing, or vice versa. There are a few things to remember when setting governor gains. A speed governor is receiving speed information only. A speed governor is a reactionary device. The governor cannot anticipate when a speed change is to occur, only after a speed change has occurred. A speed governor only recognizes speed and the governor corrects fuel flow to achieve the set point. On a loaded engine, if the power cylinders misfire, speed will drop very rapidly (in one crankshaft revolution or less). The GOV cannot prevent rapid speed drops caused by misfires, it can only add fuel to the manifold to help the remaining cylinders pick up the load and correct the engine speed back to the set point. DO NOT CONFUSE ENGINE INSTABILITY CAUSED BY GAINS SET TOO HIGH WITH SPEED CHANGES CAUSED BY MISFIRES. Gains instability is characterized by steady speed oscillations, with error amplitude in both directions (positive/negative) and remaining constant. Speed changes caused by engine misfires are characterized by their erratic error amplitude and frequency. If speed instability is present, gains need to be lowered. If misfiring is present and cannot be corrected, the gains will have to be as high as possible.

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Form GOV OM 11-02

Governor gains set high enough to allow good load change response at full load and speed conditions will often cause speed instability at minimum speed and no load. To compensate for this fact, the GOV Gas Engine Governor has available a separate set of PID gains for use at minimum speed and no load. These gains are called IDLE GAIN and IDLE INTG. To set the IDLE GAIN and IDLE INTG the following steps should be done: 1. 2. Set the GOV to LOCAL MODE. The GOV factory default for these gains is 25. With a gain this low it may take the engine far too long to accelerate to minimum speed. If this is the case, set the IDLE GAIN and IDLE INTG to 30. The IDLE GAIN and IDLE INTG may be changed while the engine is running. 3. 4. Unload the engine and set the speed set point to the minimum speed value. While watching engine speed fluctuation, begin to raise the IDLE GAIN by a value of ten at a time. At this time, do not be concerned with how long a speed error persists (corrected later), only with how great the error amplitude is. If speed fluctuation does not change, keep raising the IDLE GAIN until the fluctuation gets either better or worse. If speed fluctuation lessens (gets better), keep raising IDLE GAIN until the fluctuations starts to increase (get worse). When this happens, lower the IDLE GAIN by a value of 1 or 2 at a time until such time as the engine speed fluctuation is at a minimum. IDLE GAIN is now at its optimum setting. If speed fluctuations increase the first time you raise IDLE GAIN, work this procedure in reverse, i.e. lower IDLE GAIN until an improvement is made, then worsens, then raise IDLE GAIN gradually until the optimum setting is reached. 5. Now when a speed error occurs (even if the error is a small one) notice how long the engine speed remains off the set point. Begin raising the IDLE INTG by a value of ten at a time until recovery to set is faster (gets better). Keep raising the IDLE INTG until the engine speed begins to overshoot each time the governor makes a correction. Then lower the IDLE INTG by values of 1 or 2 until the overshoot disappears. IDLE INTG is then at its optimum setting.

GAINS WITH THE ENGINE IDLING AND AT NO LOAD

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Form GOV OM 11-02

Once most engines are running well unloaded at minimum speed, they must be sped up before attempting a load. When an engine is running above minimum speed, different gains are needed to run the engine well at operating speed during and after loading. Some engines are hard to keep stable at operating speed unloaded if the gains are set to work well when the engine is loaded. To ease this situation, the GOV uses a function called LOAD GAIN. LOAD GAIN is a number, which is multiplied against the fuel flow and is added to the integral gain, thus increasing integral gain more when the engine is loaded then when it is unloaded.

USING LOAD GAIN EFFECTIVELY

The Governor Terminal Interface Assembly displays the GOVs proportional gain as PROP GAIN and its integral gain as INTR GAIN. Initially, run the engine at normal operating speed unloaded. To set PROP GAIN and INTR GAIN the following procedure should be performed. 1. 2. Set LOAD GAIN as in previous section above. Using the previous procedure, adjust the PROP GAIN instead of IDLE GAIN and INTR GAIN in place of IDLE INTR. Get the engine speed as stable as possible with the engine unloaded. 3. Load the engine. If the engine will not load up without dying, try increasing LOAD GAIN value by 2 each time. If the engine speed becomes unstable at no load before the engine loads well, you will have to start lowering the LOAD GAIN and increasing INTG GAIN until both conditions have been satisfied. PROP GAIN and INTR GAIN may be adjusted while the engine is running. 4. Usually, once an engine is loading up it will unload satisfactorily also. Watch the engine RPMs as the engine unloads. Engine speed will increase some, but should return to the setpoint quickly.

GAINS WITH THE ENGINE AT SPEED AND LOADED

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Form GOV OM 11-02

The GOV10/50 Governors provide fuel flow measurement as an option. The measurement is calculated using differential pressure across an orifice plate in the valve body. The governors are calibrated to a flow standard using compressed air on a flow bench assembly. The accuracy of orifice plate measurements is always subject to piping configuration errors. Normally at least 10 pipe diameters of straight pipe is required before the orifice plate to maintain accuracy. This is often impractical to do when installing the GOV on an engine. The best way to insure accuracy is to measure fuel flow to the engine with a meter run, turbine meter or other flow measurement device. Compare the resultant flow values with those of the GOV Gas Engine Governor. If an error is present the FLOW OFFSET and FLOW ADJUST settings can be used to correct the error. 1. Run the engine unloaded and at minimum speed. Record the flow readings from the GOV and the independent flow measurement device. 2. 3. 4. Run the engine at full load and at maximum speed, again recording the fuel flow values. Increase or decrease the FLOW ADJUST value until the flow readings are acceptably close. If flow accuracy is a concern while the engine is unloaded, rerecord flow values when the engine is running unloaded. Use the FLOW OFFSET (increase or decrease) until the readings are again acceptably close. 5. Load the engine again and compare the fuel flow readings. If necessary, change the FLOW ADJUST value until the readings are matching. 6. Continue the procedure until the fuel flow readings in both the unloaded and loaded conditions. This procedure is similar to setting zero and span on other measurement devices. Changing the FLOW OFFSET at the low end will change the flow reading at the upper limit. Changing FLOW ADJUST at the upper limits will also change the fuel flow readings on the lower limits. Each repetition of changes will decrease the error on both ends until the loaded and unloaded fuel flow readings are acceptable.

FUEL FLOW MEASUREMENT

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Form GOV OM 11-02

VIEWING DATA NAMES AND VALUES The Governor Terminal Interface Assemblys bottom LED always displays the parameter name of the value displayed in the top LED. For instance, when the bottom LED displays RPM, the value being displayed in the top LED is engine speed in revolutions per minute. SCROLLING DATA POINTS Press the NORM button. Press the S key slowly several times. Notice the parameter names change in the bottom LED and the corresponding numeric values in the top LED. Pressing the T key will scroll through the display in the reverse order. By pressing the SET UP key, then the arrow keys, a different list of parameters is available for display. CHANGING VALUES Press the SET UP key. Using the S key, scroll the data points until reaching SET RPM. If the top LED value is less than the maximum engine RPM, use the + key until the value reaches the desired setting. The same is available with the key if the desired value is less than the current setting. All programmable settings of the GOV Gas Engine Governors are set in this manner. If the operator presses no key within 45 seconds of accessing another menu (setup or programming), the control interface display will default to the NORM operating position (see next page).

KEY PAD OPERATIONS

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Form GOV OM 11-02

DISPLAYED VALUES DESCRIPTIONS NORMAL MODE RPM UPSTREAM DOWN STM ACT OUTP Engine speed in revolutions per minute. Supply gas pressure in PSIG. Pressure in the GOV down stream of the poppet and upstream of the measuring orifice in PSIG. Output of the onboard DAC (digital to analog converter) to the actuators voice coil in digital counts. Actuator output is a good way to check what percentage of available governor that the engine is using. The base count is approximately 200 (poppet closed) and is 4095 (full open). At about 1000 counts the governor is open and at 2000 counts is approximately open. Displays the time in seconds remaining in the warm up timer. SET POINT is the speed demand value in RPM at which the GOV is currently controlling. When the speed settings have not been changed, SET POINT will equal the speed setting of the current operating mode (local or remote). When the speed setting is changed or when the engine is first started and is still accelerating, SET POINT will equal the value output by the GOVs speed ramp until the engine speed matches the new speed setting. While the engine is not running, the value will be zero. Current value in RPM of the remote speed demand 4 to 20 ma signal. Torque set point is a min select for speed demand This is an optional external pressure transducer located on the scavenge air. It is measured in PSIG. When this option is used, the start schedule of the engine becomes based in part on this measurement. Fuel temperature in F. Fuel flow in SCFM. GOV 10-(0-500 SCFM) GOV 50(0-1000 SCFM) Calculation of estimated horsepower based on fuel flow (SCFM *HP-ADJ + HP-OFFSET). The accuracy of this measurement may vary depending on the health of the engine, ambient air temperature, heating and value of gas, etc. An engine analyst should calibrate this measurement to the engine with the most accurate point being the engine running at max. speed and full load. Calculation of torque based on the estimated horsepower.

OPERATING MODES: NORMAL

WARMTIME SETPOINT

RMT DMND TORQ SP AIR MANI

FUELTEMP FUEL FLOW HORSEPWR

TORQUE

To look at any of the above values, perform the following procedure: 1. 2. Push the NORM key. Push the S or T keys to scroll through the available data points.

If no key is pressed within 45 seconds of accessing another menu (setup or programming), the display will default to the NORM operating mode. 4- 8

Form GOV OM 11-02

SCALING The scaling for fuel flow feed back is as follows GOV10 0-500 GOV50 0-1000 SCFM SCFM

The scaling for RPM feedback is 0-1000 RPM. The scaling for HP feedback is 0-10,000 HP. The scaling for Torque feedback is 0-180,000 ft.lbs.

DISPLAYED DIAGNOSTIC MESSAGE POWER UP WAIT OVERPRESS HI PRESS OVERSPED NOSIGNAL Displayed when the valve is powered up with >19Vdc and remains displayed until any key is depressed. Displayed when pressure is trapped downstream of the valve or if a transducer has failed. Displayed when down stream pressure exceeds the over pressure set point. Displayed when down stream pressure exceeds the Hi start pressure set point. Displayed when RPM exceeds over speed set point. No magnetic pickup signal. If the frequency input from the magnetic pickup drops below 35Hz from more than 250ms, the governor will close and remain closed until the start sequence is reinitiated. The control interface display will annunciate the message NOSIGNAL. This message will be displayed until the engine reaches a complete stop and the operator presses any button on the governor interface or the engine is restarted. Low supply pressure. An alarm condition during starting or running. If the upstream pressure drops below the governors programmed supply pressure set point, the governor will close and remain closed until the start sequence is reinitiated. The control interface display will annunciate the message LOWPRES. This message will remain until the engine reaches a complete stop and the operator presses any button on the display or the engine is restarted. Unit has reached the Torque shut down set point, the Governor will close and remain closed, until the unit reaches a complete stop and the start sequence is reinitiated. The control interface display will annunciate the message TORQ S/D. this message will be displayed until the engine reaches a complete stop and the operator presses any button on the governor interface or the engine is restarted.

LOWPRES

TORQ S/D

NOTE: Loss of 24Vdc or voltage dropping below 19Vdc will be annunciated with Version 1 software by a flashing display of OVERPRESS; with Version 2 software, the display will show POWER UP. Both flashing annunciations may be cleared by depressing NORM key after 45 seconds. 4- 9

Form GOV OM 11-02

Press the SET UP key to use the setup mode. Setup mode provides a list of programmable values that the operator may change. The following is the procedure to change the numeric values in the SET UP mode. 1. Push the SET UP key. 2. Push the S or T keys to scroll through the available data points. 3. Use the + or keys to increment/decrement the value indicated till the desired value is reached. For LOCAL/REMOTE, pushing the + key will select remote operations. Pressing the key will enable local operations. 4. Press the NORM key to return to the Normal mode. 5. Any changes made while in the Setup Mode must be SAVED by entering the Programming Mode and then using the SAVE function. Unless this procedure is used, values entered in the setup mode will take effect but will be lost if the power is lost or cycled. DISPLAYED VALUES DESCRIPTIONS SETUP MODE SET RPM
0-999 RPM Default = 270

OPERATING MODES: SETUP

START PS
0-50.00 PSIG Default = 4.50

Governor speed set point in RPM. While in Local mode, the engine will run at the speed entered in the SET RPM. The GOV will maintain fuel manifold pressure at the START PS while the engine is cranking. For engines that do not have jet assisted starting but rather are using the equivalent of chain driven turbo chargers. This is a numeric ratio multiplied against the measured air pressure and added to the start pressure to create the starting set point (see START PS). Using the value of 0 will negate the effect of the start ratio. During engine start the GOV acts as a fuel regulator against the set point value (see START PS). When the engine reaches minimum operating speed the GOV switches over to a speed governor. This parameter determines the length of time (in seconds) that the GOV maintains the START PS setting (typically 3-5 seconds). Shut down on high fuel manifold pressure during start. Shut down on high fuel manifold pressure while running.

SRTRATIO
0-10.00 Default = 0.00

SRT TIME
0-99.0 Secs. Default = 3.0

HiStPres
0-50.00 PSIG Default = 30.00

OvrPress
0-50.00 PSIG Default = 60.00

4-10

Form GOV OM 11-02

LOCAL/ REMOTE FLOW ADJ

0-99 Default = 47

Switch between local and remote control. FLOW ADJUST will multiply the fuel flow measurement calculation. FLOW ADJUST is factory calibrated and should not be changed unless a customer wishes to match flow measurements within an existing system. FLOW ADJUST will affect flow reading more at high flow than at low flow. DO NOT ZERO. Flow offset is a linear factor used to calibrate the GOV flow measurement reading. FLOW OFFSET is a factory calibrated setting and should not be changed unless the customer wishes to match flow measurement with an existing system. In such a case the flow measurement value will be changed linearly from zero to a maximum reading by the amount FLOW OFFSET is changed. Horsepower Adjust should be set as the engine analyst maps the engine and achieves maximum rated horsepower for that unit. Horsepower Offset should be set as the engine analyst maps the engine and achieves minimum speed, minimum load. Torque Adjust (ft.-lbs.) is a factory set point and should NOT be adjusted in the field. Torque Offset (ft.-lbs.) is a factory set point and should NOT be adjusted in the field. Torque Limit (ft.-lbs.) is used for limiting the torque on a unit that is driving either a centrifugal compressor or a pump. Torque Shutdown is the value in ft.-lbs. at which the governor will shut the unit down. Torque Gain divide the actual gain by 10,000; a gain of 1 is 0.0001 and a gain of 100 is 0.0100. Ramp rate is a set point that determines how fast the GOV will increase or decrease fuel flow to the engine when the speed setting is changed. RAMP RATE is a number scale from 1 to 20, 1 causing the slowest engine acceleration and 20 causing the fastest. Initially set RAMP RATE to a value of 10 and adjust as desired for maximum performance. This setting is the engine warm up time in seconds. After engine starts and ramps to minimum speed, the GOV will maintain minimum engine speed for the timer value set regardless of the speed setting. The GOV will accelerate the engine to the speed set point only after the warm up time has elapsed. Setting the value to 0 can disable the warm up timer function. While the engine is stopped, the timer is zeroed.

FLOW O/S
0-99 Default = 0

HP ADJ
0.01-320.00 Default = 8.00

HP O/S
-32,000 to 32,000 Default = -500

TORQ ADJ
0-64,000 Default = 5252

TORQ O/S
-32,000 to 32,000 Default = 0

TORQLMIT
0-180,000 Default = 100,000

TORQ S/D
0-180,000 Default = 100,000

TORQGAIN
0-3.001 Default = 0

RAMP RATE
1-20 Default = 10

WARM UP
0-900 Secs. Default = 0

4-11

Form GOV OM 11-02

PURGE
0-99 Secs. Default = 0

RPM DAMP 1-50 Default = 30 OVERSPED

Default = 380

WALKRATE
0-100 Default = 0

FLOWDAMP
1-50 Default = 20

BITNONE
0 or -1 Default = 0

Purge is a timer in seconds that will add a delay between the starter system being enabled and the fuel flow being admitted to the engine. This will allow the customer to purge the fuel system downstream of the governor. It is the customers responsibility to be sure that the engine ignition is enabled before the purge timer elapses. A value of 0 will disable the purge function. The displayed RPM is an average over time. This setpoint may be operator adjusted to allow the RPM display to be smoothed out. The valid set point range is 1 to 50 (1 = no dampening, 50 = max. dampening). Overspeed is an operator adjustable set point for shutdown of the engine based upon RPM. If the engine RPM exceeds this set point, the governor will close and remain closed until the start sequence is reinitiated. The control interface display will annunciate the message OVRSPED. This message will be displayed until the engine reaches a complete stop and the operator presses any button on the interface, or until the engine is restarted. WARNING: THIS FEATURE SHOULD NOT BE USED AS THE PRIMARY OVERSPEED SHUTDOWN! IT IS INTENDED TO BE ONLY A REDUNDANT SHUTDOWN DEVICE. The WALKRATE limits the rate at which the fuel pressure increases when the GOV transitions from Regulator mode (startup) to Governor mode (MINSPEED). 0 = disabled, 100 = 1 psi per sec. The displayed flow is an average over time. This set point may be operator-adjusted to allow the flow display to be smoothed out. (1 = no dampening, 50 = maximum dampening). Select either 8-bit No parity (0) or 7-bit Odd parity (-1). When in 8-bit No parity, BITNONE will be displayed. 4-20mA output 1 is a programmable output with five selections: 0 - forces 20mA out. 1 - selects flow feedback. 2 - selects RPM feedback. 3 - selects HP feedback. 4 - selects TORQUE feedback. 4-20Ma output 2 is a programmable output with five selections: 0 - forces 20mA out. 1 - selects flow feedback. 2 - selects RPM feedback. 3 - selects HP feedback. 4 - selects TORQUE feedback

4-20out1
Default = 1

4-20out2
Default = 2

4-12

Form GOV OM 11-02

Some set points in the GOV software are critical to the governor operation and once set should not be changed. These set points can only be accessed in the programming mode. If changing programming mode set points is required by the customer, they should be changed only after fully reading the description of the values. To change the settings in programming mode do the following steps: 1. Enter programming mode by simultaneously pressing the 3RD , 4TH and 6TH keys, counting left to right. 2. Use the S or T keys to scroll to the appropriate setting. 3. Use the + or keys to adjust the numeric value to the new value. 4. Use SAVE function of the programming mode to save value. When the display reads SAVE, press the NORM key to save all values entered in the setup and/or programming modes, and to resume operations.

OPERATING MODES: PROGRAMMING

DISPLAYED VALUES DESCRIPTIONS PROGRAMMING MODE PLSE/REV

0-999 Default = 359

IDLE SPD
Default = 125

CRANKSPD
0-99 Default = 10

SUPPLY PS
0.0-400.5 Default = 20.0

PROPGAIN
0-350 Default = 250

PLSE/REV should equal the number of pulses the magnetic pickup will output to the GOV in one crankshaft revolution MINUS ONE. Term used to designate the speed where unit turns off regulator mode and turns on governor mode. This should not be set lower than engine cranking speed. When the engine speed is greater than CRANKSPD and less than IDLE SPD, the GOV will assume that the starter assembly is engaged. When the engine speed exceeds the IDLE SPD, the GOV assumes that the starter assembly is disengaged, that the engine has lighted off and is at idle speed. At this time the governor will stop controlling fuel manifold pressure and begin to govern engine speed. The governor will then ramp up the engine to either minimum operating speed or a speed set point dependant upon the WARM UP timer value. When engine speed exceeds CRANKSPD and upstream pressure exceeds SUPPLY PS, the GOV will begin admitting fuel to the engine. If the purge timer is set above zero, fuel will not be admitted until the purge timer has timed out. PROPGAIN is a number that is used as the starting value for the proportional gain in the GOVs PID speed control loop. This value will vary from engine to engine. Use the factory default value as a starting point. See further discussion on governor gains within this section.

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Form GOV OM 11-02

INTRGAIN
0-350 Default = 0

LOADGAIN
0-99 Default = 25

IDLEGAIN
0-999 Default = 25

IDLEINTG
0-999 Default = 25

POS PROP
40-125 Default = 70

INTRGAIN is a number that is used as the starting value for the integral gain in the GOVs PID speed control loop. This value will vary from engine to engine. See further discussion on governor gains within this section. LOADGAIN is a value that is multiplied by fuel flow in SCFM and is added to the integral gain in the GOVs PID speed control loop. LOADGAIN allows higher gains to be used when the engine is under load vs. unloaded conditions. IDLEGAIN is the starting value used for proportional gain when SETPOINT equals MINSPEED. IDLEGAIN has no effect on governor performance when the engine is running above the minimum speed. See further discussion on governor gains within this section. IDLEINTG is the starting value used for integral gain when SETPOINT equals MINSPEED. IDLEINTG has no effect on governor performance when the engine is running above the minimum speed. See further discussion on governor gains within this section. Proportional gain for position control. Proportional gain for pressure control. Integral gain for pressure control. MAXINTR is used as a limit on the GOVs PID loop integrator value. This limit prevents integrator windup. The default value is 16000 and works well in most cases. MAXSPEED should be programmed to the maximum normal operating speed of the engine. The GOV will not allow the LOCAL MODE speed set point to be set greater than MAXSPEED. MINSPEED should be programmed to the minimum normal operating speed of the engine. The GOV will not allow the LOCAL MODE speed set point to be set less than MINSPEED. Threshold for dry contact closure, Discrete output 1. ModBus Address. When the display reads SAVE, press the NORM button to store all parameters currently programmed in the GOV into non-volatile flash memory. After SAVE has been performed, all values will be retained even if power to the GOV is turned off. Use the SAVE function only with the engine stopped. If the display should lock up when the SAVE feature is used during running conditions (due to RFI noise), the engine must be shut down and the power reset to the GOV. 4-14

PRESGAIN
0-350 Default = 100

PRES INTR
0-350 Default = 50

MAX INTR
0-16,000 Default = 16,000

MAXSPEED
0-999 Default = 330

MINSPEED
0-999 Default = 270

SWTCHRPM
0-999 Default = 167

ModbsAdr
Default = 1

SAVE

Form GOV OM 11-02

It is recommended that the operator have a good working knowledge of the engine to initialize these values. The values of starting pressures for the listed engines below are for guideline purposes only. Clark Cooper Bessemer 2-cycle1 Cooper Bessemer GMV/GMW2 Ingersoll Rand KVS, KVSR Ingersoll Rand KVT Superior 5 to 6 PSIG 7 to 8 PSIG See note 2 3 to 4.5 PSIG 1.5 to 2 PSIG 0.5 to 1.5 PSIG

SETTING START PRESSURE

The engines will usually light off with these pressures. If the engine ignites but does not gain enough speed to keep running, increase the START PS not more than 1 PSIG at a time until the engine maintains a running condition. If the engine lights off and immediately gains too much speed, decrease START PS by to 1 PSIG at a time until the engine ramps up speed smoothly to the idle speed set point. If the engine does not seem to be firing at all, do NOT arbitrarily increase the START PS until ignition occurs. Be sure that the ignition system is turned on. Watch the UPSTREAM pressure to be sure the fuel is being turned on to the GOV. Be sure that the GOV has the required 25 PSIG supply pressure above the manifold pressure. SAVE and re-enter the NORM mode. NOTE: DO NOT START THE ENGINE WHILE IN SETUP MODE.

Cooper 2-cycle engines with air injection valves may leak starting air pressure into the fuel manifold. On these units, roll the engine on starting air and leave the fuel turned off. Read DWNSTREAM on the display. Set START PS 7 to 8 PSIG above the DWNSTREAM pressure with the fuel turned off. Procedure for determining start pressure on GMV-GMW engines: The start pressure on these engines will vary greatly depending on the amount of manifold backpressure. This backpressure is caused during the crank sequence by the starting air in the cylinders, which bleeds through the fuel inlet valve to the manifold. The correct start pressure is 2 to 8 psig above the backpressure. To determine the backpressure, crank the engine with the main fuel valve upstream of the GOV in the off position. View the DWNSTRM reading on the governor display during an attempted start. This value corresponds to the manifold backpressure. Re-enable the fuel system. Set the starting pressure at 2.0 psi above the measured backpressure reading. Attempt an engine start. If the fuel is too lean, increase the start pressure by 1 psi. If 8 psi or more is programmed the manifold backpressure, other errors exist within the engine control system. System checks on ignition, turbo and/or jet assist are necessary. DO NOT START THE ENGINE WITH THE ABOVE CONDITION AS ENGINE DAMAGE MAY OCCUR.

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Form GOV OM 11-02

To set the pulses per revolution (PLSE/REV), the number of holes on the engine flywheel must be known or how many gear teeth will pass the magnetic pickup in one crankshaft revolution. If a gear is being used, the gear ratio must be used in calculating the revolutions. 1. 2. 3. Enter programming mode from the Terminal Interface Assembly. Use the S or T keys to scroll to the appropriate setting. Use the + or keys to adjust the numeric value to the new value. The value must be one less than the actual number of pulses present from the engine. 4. SAVE and re-enter NORM mode.

SETTING PULSES PER REVOLUTION

CRANK SPD tells the GOV Gas Engine Governor that a start sequence has been initiated. CRANK SPD is a numeric value entered as RPM. A value of 10 to 25 is generally acceptable. If the engine does not turn very fast on the starter mechanism (50 RPM or less), set the CRANK SPD closer towards a value of 10 RPM. If the engine turns faster on the starter (90 to 100 RPM), set the CRANK SPD value towards 25 RPM. 1. 2. 3. 4. Enter programming mode from the Terminal Interface Assembly. Use the S or T keys to scroll to the appropriate setting. Use the + or keys to adjust the numeric value to the new value. SAVE and re-enter NORM mode.

SETTING CRANK SPEED VALUE

SUPPLYPRS tells the GOV when the main fuel block valve has been opened. SUPPLYPRS is a numeric value entered in PSIG. When UPSTREAM (pressure) is greater than SUPPLYPRS, the GOV will begin to admit fuel to the manifold and maintaining DWNSTRM to START PRS. The initial SUPPLY PRS value should be 10 psi below the actual operating pressure. The following is the sequence to set the SUPPLY PRS. 1. 2. 3. 4. Enter programming mode from the Terminal Interface Assembly. Use the S or T keys to scroll to the appropriate setting. Use the + or keys to adjust the numeric value to the new value. SAVE and re-enter NORM mode.

4-16

Form GOV OM 11-02

Section 5 GOV MAINTENANCE

5-1

Form GOV OM 11-02

The GOV10/50 Gas Engine Governor has been designed to provide reliable operation with a minimum amount of maintenance. To ensure optimum performance, periodic inspection and cleaning is necessary. Preventative maintenance issues can be integrated into the current maintenance schedule of the engine. Most maintenance requires little effort and no downtime of the GOV10/50 valve. Corrective maintenance is to be done when the GOV10/50 Gas Engine Governor begins to behave erratically. Procedures have been generated to troubleshoot and to repair most minor issues.

MAINTENANCE OF THE GOV10/50 GAS ENGINE GOVERNOR

External Visual Inspection Inspect the exterior of the valve for loose connections, frayed wires, or major structural damage. Cleaning Exterior cleaning will aid in the visual inspection of the external casing and ensure good connections. Ethyl alcohol or mild soapy water can be used as cleaning agents.

PREVENTATIVE MAINTENANCE OF THE GOV10/50 GAS ENGINE GOVERNOR

Maintenance Log To facilitate troubleshooting and to establish service schedules, a maintenance log should be kept on the fuelmetering valve.

Calibration Flow calibration of the GOV 10/50 is performed in a controlled environment before shipment. Since calibration of the valve requires equipment not normally available in the field, it is recommended that the valve be returned to the Altronic distributor serving your area.

Pilot Gas Filter The internal pilot gas filter, if installed should be changed every six (6) months or more frequently if necessary.

The only corrective maintenance procedures that field personnel may be able to perform on the GOV 10/50 Gas Engine Governor are that of regulator and pilot filter cleaning/replacing and poppet valve assembly removal. Any other actions taken on the GOV 10/50 valve may cause physical damage or loss of calibration and would require that the valve be serviced for refitting or re-calibration.

CORRECTIVE MAINTENANCE ON THE GOV10/50 GAS ENGINE GOVERNOR

5-2

Form GOV OM 11-02

The following section will cover the replacement or cleaning of the Regulator assembly. Before starting it is recommended that a clean flat work surface be prepared and the proper tools available. It is also recommended that Valve Repair Kit be purchased which contains items such as a spanner wrench, replacement O-rings, replacement filter and O-ring lube.

REGULATOR & FILTER CLEANING OR REPLACEMENT

Procedure for the cleaning/replacing of pilot filter 1. Using the spanner wrench, apply pressure in a counter-clockwise motion and remove the regulator assembly. 2. DO NOT remove the regulator adjustment screw and nut. If these are removed, the correct regulator settings (42 psid) cannot be reset without returning the valve for re-calibration. 3. Check to see that the regulator does not interfere with the end flanges. If there is no interference, continue to step 5. If there is interference, the inlet flanges need to be removed (step 4). 4. Remove the 7 cap screws holding the inlet flange on using a 5/16 Allen wrench. Remove the flange. 5. The filter O-ring (size 4470-200-012) and filter should now be visible.

5-3

Form GOV OM 11-02

6. Carefully remove the O-ring for later use. Inspect the O-ring for cuts and abrasions before reuse. If there is any physical damage to the O-ring, it is to be replaced. 7. If you have a replacement filter and DO NOT want to reuse the current filter, puncture the filter with a sharp object and remove it. Continue to step 11. 8. If the filter is to be reused, use a dental pick to carefully ease the filter out by its edges. 9. Backflush the filter with stoddard solvent or other cleaner. 10. Place the new or cleaned filter into the housing filter cavity, course side down.

5-4

Form GOV OM 11-02

11. Place the O-ring in front of the filter to fasten it. When replacing or reusing an O-ring, the proper lubricant should be used at all times (i.e. Dow Corning lubricant #55). 12. Tighten the regulator assembly using the spanner wrench in conjunction with a torque wrench (30 lb-ft of torque). 13. If the end flange had to be removed, place a small amount of Oring grease on the flange O-ring and re-install.

The following will cover the removal of the poppet valve assembly (center section) from the GOV 10/50 Gas Engine Governor. Since the center section is not serviceable in the field, a replacement must be installed if on-site repairs are desired. These parts are included in the Valve Repair Kit. In addition, replacement poppet valve assemblies are sold separately.

POPPET VALVE ASSEMBLY REMOVAL

Procedure for the removal of the poppet valve assembly 1. Remove the GOV 10/50 valve from the fuel line. 2. Remove the downstream flange, indicated by two (2) ridges, being careful not to cut the O-ring. If needed, tap the flange upward with a rubber mallet to ease removal. 3. Using a pair of snap ring pliers, remove the steel snap ring. Use eye protection as the snap ring can release out of the assembly unexpectedly. 5-5

Form GOV OM 11-02

4. Using the soft, rubber coated side of the snap ring pliers, pry out the orifice metering plate (DO NOT DAMAGE THE INNER EDGE IN ANY WAY). 5. Remove the upstream flange, being careful not to cut the O-ring. Again, tap the flange with a rubber hammer to ease removal. 6. Put a 2 diameter PVC pipe over the downstream portion of the center section. Using a rubber mallet, tap the PVC pipe until the center section is removed from the housing. Do not press or turn the poppet itself. 7. Coat the O-rings (3) of the new center section with O-ring lubricant. 8. Insert the poppet assembly into the valve body with the cone facing in the upstream direction. 9. Align the control pressure inlet of the poppet assembly with the dowel insert of the control pressure transducer. 10. NOTE: The cone of the assembly, which does not have a cap screw, is in line with the control pressure inlet of the assembly. 11. Click the center section in place by providing sufficient downward force on the center section cone. In the field, this can be done by CAREFULLY standing on the cone portion of the center section when it is oriented vertically. 12. Replace the upstream flange (it has two ridges). Tighten down the 7 cap screws (6 lb-ft torque each). 13. Apply O-ring lubricant to the orifice O-ring. Firmly press the orifice into the valve body at the downstream end. Ensure that the taper faces the downstream side of the valve. 14. Replace the snap ring. 15. Replace the downstream flange. Tighten down the 7 cap screws (6 lb-ft torque each). 16. Return the malfunction center section for refitting.

5-6

Form GOV OM 11-02

Occasionally some form of foreign debris will make its way into the metering housing and will become lodged inside. This will cause the GOV 10/50 to malfunction in such ways as failure to shut-off (leakage) and incorrect transducer readings affecting valve accuracy. Any debris should be removed by using compressed air. Procedure for removing foreign debris from the metering housing and poppet assembly 1. Upon the removal of the poppet assembly from the metering housing of the GOV 10/50, inspect the housing for any internal damage that may have occurred. 2. Shop air can be used to blow away and clean any loose particles that may have accumulated. DO NOT use any hard-edged instrument to clean the valve housing. 3. Holding the center section in hand, apply instrument air to the poppet assembly through the control pressure port (Pc). 4. The poppet valve will open with 30 to 70 psi air applied. Do not exceed this range. 5. Using a soft edged device (i.e. Popsicle stick, Q-Tip, etc) hold open the poppet valve. Do NOT use any hard-edged instruments (i.e. screwdrivers) as this will damage the assembly. 6. Ensuring that the poppet assembly is clear of debris, release the poppet valve. 7. Re-lubricate the O-ring seals of the poppet assembly and reinstall as instructed. CAUTION: Due to the strong nature of the shutoff spring within the center section, DO NOT place your fingers near the poppet valve if it is in an open position.

REMOVAL OF FOREIGN DEBRIS FROM THE POPPET ASSEMBLY

Replacement of the GOV 10/50 Fuel Gas Valve transducers can be done in the field under the direction of the distributor or Altronic personnel. The transducers that may be replace are the P(control) transducer P(offset) transducer P(supply) transducer

TRANSDUCER REPLACEMENT

By replacing a transducer in the field, accuracy of the GOV 10/50 may be slightly affected due to the small variances in transducer parts. 5-7

Form GOV OM 11-02

1. Remove the electronics housing cover. 2. Examine and make notes of the GOV10/50 electronic board assembly (i.e. wire placement and orientations). 3. Unclip the affected transducer from the electronics board and unscrew the board from the circuitry housing. Do not remove more wires than necessary. 4. Using snap ring pliers, remove the snap ring of the affected transducer. 5. With a small pry tool, remove the transducer from its housing. 6. NOTE: There is an O-ring placed on the underside of the transducer. If this O-ring is damaged, it must be replaced. 7. Insert the new transducer into the appropriate position, taking care to have the O-ring in place (within the cavity). 8. Re-insert the snap ring to hold the transducer in place. 9. Attach the wiring to the electronics board in the proper orientation. NOTE: The red wire of the harness is on the downstream side of the valve. 10. Re-assemble the electronics board to the electronics housing. 11. Install the electronics cover to the GOV10/50. Do NOT allow any wires to become pinched when placing the cover on. Re-tighten the cap screws to 40 in.-lb. torque. Maximum clearance between the cover and the housing is 0.0015.

5-8

Form GOV OM 11-02

Section 6 DRAWINGS

6-1

Form GOV OM 11-02

GOV10/50 INSTALLATION DATA SHEET

SETUP MODE SET RPM START PS SRTRATIO SRT TIME HiStPress OvrPress CONTROL FLOW ADJ FLOW O/S HP ADJ HP O/S TORQ ADJ TORQ O/S TORQLMIT TORQ S/D TORQGAIN RAMPRATE WARM UP PURGE RPM DAMP OVERSPED WALK RATE FLOWDAMP BITNONE 4-20out1 4-20out2 GOV. PART NO. GOV. SERIAL NO. ENGINE MANUFACTURER ENGINE MODEL NO. UNIT NO. DATE INSTALLED GENERAL INFORMATION PROGRAMMING MODE PULSREV IDLE SPD CRANKSPD SUPPLYPRES PROPGAIN INTRGAIN LOADGAIN IDLE GAIN IDLEINTG POS PROP PRESGAIN PRESINTR MAX INTR MAXSPEED MINSPEED SWTCHRPM ModbsAdr SAVE RPM UPSTREAM DOWN STN ACT OUTP WARMTIME SETPOINT RMT DMND TORQ SP AIR MANI FUELTEMP FUELFLOW HORSEPWR TORQUE DISPLAY MODE

6-2

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SERVICE MANUAL
WARNING:
DEVIATION FROM THESE INSTRUCTIONS MAY LEAD TO IMPROPER OPERATION OF THE MACHINE WHICH COULD CAUSE PERSONAL INJURY TO OPERATORS ORINSTALLATION, OTHER NEARBY PERSONNEL. REPAIR AND PROPER MAINTENANCE, OPERATION OF THIS EQUIPMENT IS ESSENTIAL. THE IMPORTANT RECOMMENDED PRACTICES CONTAINED HEREIN SHOULD BE SAFETY FOLLOWED WITHOUT DEVIATION. AN IMPROPERLY INSTALLED NOTICE: OR OPERATING GOVERNOR SYSTEM COULD CAUSE PERSONAL INJURY TO OPERATORS OR OTHER NEARBY PERSONNEL.

GOV10/50 GAS ENGINE GOVERNOR

FORM GOV SM 8-07

GOV10 SERIES
GOV10EP-10 GOV10EP-10A GOV10EP-11 GOV10EP-11A GOV10EP-20 GOV10EP-20A GOV10EP-21 GOV10EP-21A

GOV50 SERIES
GOV50EP-10 GOV50EP-10A GOV50EP-11 GOV50EP-11A

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GOV10/50 GAS ENGINE GOVERNOR

TABLE OF CONTENTS
SECTION ITEM.............................................................................................................PAGE 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 GOV SERVICE AND REPAIR MANUAL OVERVIEW................................................ 3 PARTS IDENTIFICATION...................................................................................... 5 CLEANING OR REPLACEMENT OF PILOT FILTER................................................. 8 REMOVAL OF THE POPPET VALVE ASSEMBLY................................................... 10 REMOVAL OF DEBRIS FROM THE METERING HOUSING.................................... 12 REPLACEMENT OF THE PRESSURE TRANSDUCERS......................................... 13 INSTALL UPDATED PCBS USING 881001-KT................................................... 16 GOV PRESSURE SENSOR TROUBLESHOOTING................................................. 20 GOV 10/50 FIELD APPLICATIONS..................................................................... 20 BUMPER LOCATIONS FOR GOV..........................................................................21

2 FORM GOV SM 8-07

SERVICE MANUAL
1.0 GOV SERVICE AND REPAIR MANUAL OVERVIEW
The GOV10/50 Gas Engine Governor has been designed to provide reliable operation with a minimum amount of maintenance. To ensure optimum performance, periodic inspection and cleaning is necessary. Preventative maintenance issues can be integrated into the current maintenance schedule of the engine. Most maintenance requires little effort and no downtime of the GOV valve. Corrective maintenance is to be done when the GOV Gas Engine Governor begins to behave erratically. Procedures have been generated to cover most minor issues. External Visual Inspection Inspect the exterior of the Governor for loose connections, frayed wires or major structural damage. Cleaning Exterior cleaning will aid in the visual inspection of the external casing and ensure good connections. Ethyl alcohol or mild soapy water can be used as cleaning agents. Maintenance Log To facilitate troubleshooting and to establish service schedules, a maintenance log should be kept on the Governor. Calibration Flow calibration of the GOV is performed in a controlled environment before shipment. Since calibration of the Governor requires equipment not normally available in the field, it is recommended that the device be returned to the Altronic distributor serving your area. Pilot Gas Filter The internal pilot gas filter, if installed, should be changed every six (6) months or more frequently if necessary. Throughout this service manual, service parts will be identified by the item number assigned in the parts list in section 2.0. For example, (1a) and its position inside the GOV device can be found by locating that item number on Fig. 1A on page 4 or 1B on page 6 and identified in section 2.1 or 2.2. GOV UPDATES:

In addition to the standard procedures, older GOV10 units below S/N 852 or GOV50 units below S/N 244 will require some items (such as the pressure transducers) to be changed. These items and procedures are identified by specific notes (When Updating Units below S/N 852) within the appropriate sections of the manual. In addition to the repair of malfunctioning units, instructions are given in SECTION 7 which describe the process of updating an older GOV to the current configuration of PCB assembly.

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GOV10/50 GAS ENGINE GOVERNOR

FIG. 1A PART IDENTIFICATION

4 FORM GOV SM 8-07

SERVICE MANUAL
2.0 PARTS IDENTIFICATION 2.1 PARTS LIST - GOV10 (Reference exploded view at left.)
ITEM NO. QUANTITY 1 1 1a 1 1b 1 1c 1 1d 5 1e 2 1f 1 1g 6 1h 2 1i 1 1j 5 2 1 2a 1 2b 1 2c 1 2d** 16 2e 1 2f* 4 2g 1 2h 1 2i 1 2j* 2 2k 1 3 1 3a 3 3b 3 3c 3 3d 1 3e 1 4 1 4a 1 4b 4 4c 1 5 1 6 12 7 1 PART NO. 881001-KT 872002-1 872003-1 802010-1 610228 810103 810105 902598 902650 510698 615048 820002 816000 810059 803020 810027 50110039 810042 810047 810050 810051 810052 810082 820004 810109 810031 801005 810115 803020 820005 50102008 801049 803020 50105008 801084 810128 DESCRIPTION PCB Field Retrofit Kit PCB Assembly, Logic PCB Assembly, Terminal Label, Terminal Board Standoff Standoff Standoff Screw 6-32 Screw, 6-32 O-ring Bumper-Adhesive backed Valve Repair Kit Wrench Servo Filter O-ring Lube O-ring Plug O-ring O-ring O-ring O-ring O-ring O-ring Pressure Transducer Kit Pressure Transducer O-ring Snap Ring Spacer (reqd on some housings) O-ring Lube dP Transducer Kit dP Transducer Assembly Screw, 10-32 O-ring Lube Regulator Assembly - GOV10 Bolt, 1/4-20 x 1.5 Flapper Shield

* This item appears in figure 1B on page 6. ** This item appears in figure 1A on page 4 and 1B on page 6.

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GOV10/50 GAS ENGINE GOVERNOR

FIG. 1B PART IDENTIFICATION

6 FORM GOV SM 8-07

SERVICE MANUAL

2.2 PARTS LIST - GOV10

ITEM NO. QUANTITY 2 1 2a 1 2b* 1 2c 1 2d** 16 2e* 3 2f 4 2g* 1 2h* 1 2i* 1 2j 2 2k* 1 7 1 8 9 1 1 14 1 1

Reference exploded view at left. PART NO. 820002 816000 810059 803020 810027 810031 810042 810047 810050 810051 810052 810082 880002 50106079-2 50106039-2 50106079-1 50106039-1 801028 801082 801030 50106029 DESCRIPTION Valve Repair Kit Wrench Servo Filter O-ring Lube O-ring O-ring O-ring O-ring O-ring O-ring O-ring O-ring Poppet Valve Assembly Flange, Inlet (4-bolt flange) Flange, Inlet (8-bolt flange) Flange, Outlet (4-bolt flange) Flange, Outlet (8-bolt flange) Bolt, 3/8"-16 x 1.75" (4-bolt flange) Bolt, 3/8"-16 x 0.75" (8-bolt flange) Snap Ring Metering Orifice

NOTE: Part numbers for items 7-12 apply to GOV10 series only. Contact factory for information for the GOV50 series.

10 11 12

* This item appears in figure 1A on page 4. ** This item appears in figure 1A on page 4 and 1B on page 6.

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GOV10/50 GAS ENGINE GOVERNOR

3.0 CLEANING OR REPLACEMENT OF PILOT FILTER 3.1 The following section covers the replacement or cleaning of the pilot
filter (2b). Before starting, it is recommended that a clean flat work surface be prepared and the proper tools be made available. Refer to section 2 for required parts. It is also recommended that the Valve Repair Kit P/N 820002 (Item 2) be purchased which contains all of the required items such as a spanner wrench, replacement O-rings, replacement filter and O-ring lube. See Fig.1A on page 4 for location of parts. See the photo below for details. A. Using the spanner wrench (2a), apply pressure in a counter-clockwise motion and remove the regulator assembly (5). B. DO NOT remove the regulator adjustment screw and nut. If these are removed, the correct regulator settings (42 psid) cannot be reset without returning the Governor for re-calibration. C. Check to see that the regulator does not interfere with the end flanges. If there is no interference, continue to step E. If there is interference, the inlet flanges need to be removed (step D). D. Using a 5/16" Allen wrench, remove the 7 cap screws (10) holding the inlet flange (8) to the main body. Remove the flange (8). E. The filter O-ring (2k) and filter (2b) should now be visible. F. Carefully remove the O-ring (2k) for later use. Inspect the O-ring for cuts and abrasions before reuse. If there is any physical damage to the O-ring, it must be replaced.

8 FORM GOV SM 8-07

SERVICE MANUAL
G. If you have a replacement filter (2b) and do NOT want to reuse the current filter, puncture the filter with a sharp object and remove it. Continue to step J. H. If the filter (2b) is to be reused, use a dental pick to carefully ease the filter out by its edges. I. Backflush the filter (2b) with stoddard solvent or other cleaner. J. Place the new or cleaned filter (2b) into the housing filter cavity, coarse side down.

K. Place the O-ring (2k) in front of the filter to fasten it. When replacing or reusing an O-ring, the proper lubricant (2c) should be used at all times. L. Tighten the regulator assembly (5) using the spanner wrench (2a) in conjunction with a torque wrench set for 30 lb-ft of torque. M. If the end flange was removed, place a small amount of O-ring lube (2c) on the flange O-ring (2j) and re-install.

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GOV10/50 GAS ENGINE GOVERNOR

4.0 REMOVAL OF THE POPPET VALVE ASSEMBLY refer to fig. 1b on page 6 4.1 The following will cover the removal of the poppet valve assembly (7)
from the GOV10 Gas Engine Governor. The poppet valve assembly should not be removed from the GOV50. Since the GOV10 center section is not serviceable in the field, a replacement assembly must be installed if on-site repairs are desired. If the poppet valve assembly (7) is removed for inspection or replacement, the O-rings (2f) may be damaged. The required O-rings (2f) are included in the Valve Repair Kit (2). The replacement poppet valve assembly (7) is sold separately. For the GOV50 only, contact the factory with the model number and serial number of the GOV50 if the poppet valve assembly requires service. A. Remove the GOV10 valve from the fuel line. B. Remove the outlet flange (9), being careful not to cut the flange O-ring (2j). If needed, tap the flange upward with a rubber mallet to ease removal. C. Using a pair of snap ring pliers, remove the steel snap ring (11).
eye protection as the snap ring can release out WARNING: Use of the assembly unexpectedly.

D. Using the soft, rubber coated side of the snap ring pliers, pry out the orifice metering plate (12). Do not damage the inner edge in any way. E. Remove the inlet flange (8) being careful not to cut the O-ring (2j). Again, tap the flange with a rubber hammer to ease removal.

10 FORM GOV SM 8-07

SERVICE MANUAL
F. Put a 2" diameter PVC pipe over the downstream portion of the center section. Using a rubber mallet, tap the PVC pipe until the center section is removed from the housing. Do not press or turn the poppet itself. G. Coat the three O-rings (2f) of the new center section with O-ring lubricant (2c). H. Insert the poppet assembly (7) into the valve body with the cone facing in the upstream direction.

NOTE: The cone of the assembly, which does not have a cap screw, lines up with the control pressure inlet of the assembly.

I. Align the control pressure inlet of the poppet assembly with the dowel insert of the control pressure transducer. J. Click the center section in place by providing sufficient downward force on the center section cone. In the field, this can be done by CAREFULLY standing on the cone portion of the center section when it is oriented vertically. K. Replace the inlet flange (8) - it has two ridges. Tighten down the 7 cap screws (10) to 6 lb-ft torque each. L. Apply O-ring lubricant (2c) to the orifice O-ring (2f). Firmly press the orifice plate (12) into the valve body at the outlet end. Ensure that the taper faces the downstream side of the Governor valve. M. Replace the snap ring (11). N. Replace the outlet flange (9). Tighten down the 7 cap screws (10) to 6 lb-ft torque each. O. Return the malfunctioning poppet valve assembly (7) to Altronic for repair.

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GOV10/50 GAS ENGINE GOVERNOR

5.0 REMOVAL OF DEBRIS FROM THE METERING HOUSING 5.1 Occasionally some form of foreign debris will get into the metering
housing and become lodged inside. This will cause the GOV to malfunction in such ways as failure to shut-off (leakage) and incorrect transducer readings affecting governor accuracy. Any debris should be removed by using compressed air.

A. Upon the removal of the poppet assembly (7) from the metering housing of the GOV, inspect the housing for any internal damage that may have occurred. B. Shop air can be used to blow away and clean any loose particles that may have accumulated. DO NOT use any hard-edged instrument to clean the valve housing. C. Holding the center section in hand, apply instrument air to the poppet assembly through the control pressure port (PC). D. The poppet valve will open with 30 to 70 psi air applied. Do not exceed this range. E. Using a soft edged device (i.e. popsicle stick, Q-Tip, etc), hold open the poppet valve. Do NOT use any hard-edged instruments (i.e. screwdrivers) as this will damage the assembly. F. Ensuring that the poppet assembly is clear of debris, release the poppet valve. G. Re-lubricate the O-ring seals (2f) of the poppet assembly (7) and reinstall as instructed.

CAUTION:

Due to the strong nature of the shutoff spring within the center section, DO NOT place your fingers near the poppet valve if it is in an open position.

12 FORM GOV SM 8-07

SERVICE MANUAL
6.0 REPLACEMENT OF THE PRESSURE TRANSDUCERS 6.1 Replacement of the three single point GOV pressure transducers (3a)
can be performed in the field under the direction of the distributor or Altronic personnel. The three transducers (3a) are identical. One transducer kit (3) contains all necessary parts to change one transducer; if changing all three, three kits are required. The three transducers are identified on Fig. 2 on page 15 as:

Control pressure transducer - Ref. point P3 on Fig. 2 Outlet pressure transducer - Ref. point P4 on Fig. 2 Supply pressure transducer - Ref. point P2 on Fig. 2

By replacing a transducer (3a) in the field, accuracy of the GOV FLOW measurement may be slightly affected due to the small variances in the transducers. To replace a transducer (3a), use the following procedure (refer to fig. 1a on page 4): A. Remove the electronics housing cover by removing 12 bolts (6). B. Examine and make notes of the GOV electronic board assembly (1a) which show the wire routing and orientations. C. Unclip the affected transducer (3a) from the electronics board (1a) and unscrew the board (1a) from the circuitry housing. Do not remove more wires than necessary. D. Using snap ring pliers, remove the snap ring (3c) of the affected transducer (3a). E. With a small pry tool, remove the transducer (3a) from its housing. F. There is an O-ring (3b) placed on the underside of the transducer (3a). If this O-ring (3b) is damaged, it must be replaced.

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13

GOV10/50 GAS ENGINE GOVERNOR

G. Insert the new transducer (3a) into the appropriate position, taking care to have the O-ring (3b) in place within the cavity. Use the O-ring lubricant (3e) to help hold the O-ring (3b) in place. H. Re-insert the snap ring (3c) to hold the transducer in place. I. Using a paper clip to hold open the spring clip, insert the three wires coming from the pressure sensor into the plastic connector in proper order as shown in Fig. 2. J. If the differential pressure transducer (4a) requires replacement, remove it by removing the four mounting screws (4b). After the screws are removed the differential pressure transducer (4a) can be lifted straight up from the control housing. There are two small connecting tubes in the control housing when replacing the transducer (4a); be sure to carefully align these before pressing down on the new differential pressure transducer (4a) to install it. K. The differential pressure transducer (4a) connects to the PCB assembly (1a) through a plastic connector as detailed in Fig.2. Using a paper clip to hold open the spring clip, insert the four wires coming from the differential pressure sensor (4a) into the plastic connector in proper order as shown in Fig.2 for Reference point P6. L. Attach the wiring to the electronics board (1a) in the proper orientation. NOTE: The red wire of the harness is on the downstream side of the Governor valve - see the flow label. M. Re-assemble the electronics board (1a) to the electronics housing. N. Install the electronics cover to the GOV. Do NOT allow any wires to become pinched when replacing the cover. Re-tighten the cap screws (6) to 40 in.-lb. torque. Maximum clearance between the cover and the housing is 0.0015".

NOTE: When updating GOV units with a serial number below S/N 852, the use of a spacer (3d) is required to hold the transducer in place with snap ring (3c). Spacer (3d) is installed on top of the transducer (3a) prior to the installation of the snap ring (3c) to effectively raise the height of the transducer to match the height of the older transducer housing.

14 FORM GOV SM 8-07

SERVICE MANUAL
FIG. 2 WIRING DIAGRAM FOR REPLACEMENT TRANSDUCERS

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15

GOV10/50 GAS ENGINE GOVERNOR

7.0 INSTALL UPDATED PRINTED CIRCUIT BOARD ASSEMBLIES USING 881001- KT 7.1 Retrofit installation of new PCB assembly (1a) MUST include the replacement of the obsolete TCA-100 display module by the new GOV Display Module P/N 891002-1. be returned to Altronic, Inc. for exchange credit.

7.2 Retain all removed parts in a small plastic bag. These parts should 7.3 The following tools are required for the removal and installation of
NOTE: When updating GOV10 units with S/N 852 or lower, the three obsolete pressure transducers (3a) MUST be replaced. The obsolete pressure transducers are identified by the presence of four wires rather than three. The obsolete transducers have a white wire in addition to the normal black, red and green wires currently used. See Section 5.

the PCB assembly: 3/16" Allen wrench, 1/4" nut driver or wrench, Phillips head screw driver, large sized paper clip, a screw holding screwdriver.

7.4 Removing the older style PCB assembly.

A. Disconnect the power from the GOV system. After power is off, disconnect all field wiring at junction box. B. Remove cover from GOV housing by removing the twelve Allen head cap screws (6) which secure it to the main body.

Allen Head Screws

16 FORM GOV SM 8-07

SERVICE MANUAL
C. Remove the old PCB assembly by removing the six Phillips head screws which secure it to the control housing base. With the PCB assembly loose, unplug the four 12-position terminal plugs from the underside of the old PCB assembly.

Mounting Screws

D. Locate the three wires connecting the PCB assembly to the old power supply assembly colored solid orange, solid purple and solid blue. Remove these wires from the terminal plug they connect to. To remove these wires, insert a large sized paper clip into the hole above each wire. Slip these three wires out of the tied wire bundles. These wires will not be used with the new PCB assembly.

Terminal Plugs

Standoffs

Power Supply Field Wiring

Long Standoff

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17

GOV10/50 GAS ENGINE GOVERNOR

E. Remove the two standoffs next to the power supply. Remove the four small cap screws which hold the power supply to the valve housing. At this point, the power supply PCB and field wiring can be removed from the unit. To remove these items, pull the wiring back through the conduit opening. Bag these parts. The remaining two terminal plugs will be used to connect to the new PCB assembly (1a). F. Remove the remaining four standoffs and bag these parts. All of the standoffs will be replaced by new parts supplied with the PCB replacement kit, P/N 881001-KT (1). G. To install the new PCB assembly (1a), replace the older standoffs which were removed with the new standoffs supplied in 881001-KT (1) . These standoffs are not the same length as the older parts. Install the 1.25" length standoff (1f) from the kit where shown. Install five of the short 0.25" length standoffs (1d) into the remaining standoff locations. H. Place the terminal PCB assembly (1b) into the cavity where the power supply was removed with the ribbon cable oriented as shown. Secure the terminal PCB assembly (1b) to the unit as shown with the two medium length standoffs (1e) which are 1.215" long. The male end of these standoffs goes through the terminal PCB (1b) and screws into the two smaller standoffs (1d) in the cavity where the old power supply board was removed. I. Reconnect the field wiring from the junction box to the terminal strip on the terminal PCB assembly (1b). See the attached wiring table and the GOV Operating Manual for details. J. After wiring is verified, secure the terminal board label (1c) with the screws (1h) provided in the kit.

Field Wiring

New PCB Configuration

18 FORM GOV SM 8-07

SERVICE MANUAL
K. Insert the ribbon cable connector from the terminal board (1b) into the header on the bottom of the new logic board (1a). Plug the two remaining original 12-position plugs into the corresponding headers on the new logic board (1a). These plugs and headers are keyed and will only fit together properly with their assigned mating part. L. Dress the wires appropriately, taking care to not stress any connections or wires.

GOV with new PCB assembly M. Mount the new logic PCB assembly (1a) to the standoffs using the screws (1g) provided in the kit. Install and tighten all six screws. N. Replace cover and secure with the original twelve Allen head screws (6).

www.altronicinc.com

19

GOV10/50 GAS ENGINE GOVERNOR

8.0 GOV PRESSURE SENSOR TROUBLESHOOTING 8.1 The FMP, FSP, and FCP transducers are all the same part number and
are interchangeable. If a transducer is suspected to be bad, the transducer output voltage can be measured with a digital voltmeter. The RED and BLACK wires are a 10vdc power source, and the GREEN wire is the sensor output (sensor output voltage is measured on GREEN + with respect to BLACK -). The transducer output is 0 - 2.5 volts from 0 to 260psi. Since this is an absolute pressure transducer, it is normal for the unit to have a positive voltage output at 0psig (typically 0.10 0.15Vdc). Fig.2 on page 15 shows a pinout for the connectors for use in measuring and verifying the stability of these voltages. Be sure to zero the transducers using the display menu under Sensor Configuration, as well as using the AutoZero function when V2.0 firmware is being used. Please refer to section 16.0 of the GOV Operating Manual, FORM GOV OM 04-06 for details on AutoZero (AZ) functions.

9.0 gOV-10/50 FIELD APPLICATIONS 9.1 GOV10/50 Gas Engine Governors have proven their reliability and service
on Cooper, Clark, Ingersoll-Rand, and other integral compressor engines. In recent years, many GOVs have been applied to a number of fuel-admitted engines in field compression applications, including a number of Superior models. These latter applications are more difficult because they are often subject to higher vibration and temperatures levels, as well as liquids and corrosives resident in the fuel gas. Operational problems encountered are sometimes seen as a pressure sensor offset or error (fuel supply, control, or manifold pressure). In areas of vibration, and the normal outdoor environment which is vented into the unit (the control housing has a flameproof vent to atmosphere and is certified for explosion-proof enclosures), a condition known as thin film resistance can occur on the pins of the plug in the PCB connector. This resistance acts as an insulator to the low voltage and low current sensor signals and is seen in operation as an error in the reported pressure. To improve the operation of these connections, a liquid solution known as Stabilant 22 has made a remarkable improvement where these issues have been reported. Stabilant 22 has been used in the aerospace, automotive, and computer industry for many years, and has been used on many sensor applications similar to those used in the GOV. Typically this product is used as Stabilant 22A, which is 4/5 isopropyl alcohol, allowing it to penetrate the connector and evaporate, leaving behind the connection enhancer. Any GOV which exhibits these issues can be easily improved by applying this product to these connectors. For more information on Stabilant 22 go to www.stabilant.com. This product can be purchased in a 15mL bottle (enough for hundreds of connectors) by ordering it at your local NAPA or auto parts store that sells Standard Motor Products (Niehoff). The NAPA-Echlin part number is CE 1, and the Standard Motor Products part number is SL 5. Both retail for about $60. This product may have other applications where intermittent connectors have caused havoc in control and sensor systems.

20 FORM GOV SM 8-07

SERVICE MANUAL
10.0 bumper locations for gov 10.1 There is one bumper on the bottom of the PCB. Stabilant is added to
both halves of the white connectors.

There are four bumpers inside the lid. Two of these align with the connectors. If the lid is flipped, the other two bumpers align with the connectors.

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21

Section R
BoltinPreChamber RemovalandInstallation Figures:4601thru4618 Prechamberremoval Figure:185Chamberwithsparkplugremoved Figure:186Removenuts Figure:187Removeflange Figure:188Insertremovaljackboltinsparkplugthreadedhole Figure:189Installjackscrewflangeoverchamberstuds Figure:1810Installjackscrewnut Figure:1811Tightenjackscrewnuttopullchamber Figure:1812Removechamberfromhead Figure:1813Chamberasremoved Prechamberinstallation Figure:1814Chamberpartsandinstallationtool Figure:1815Insertinstallationtoolinsparkplugthreads Figure:1816Screwinstallationtoolinsparkplugthreadsuntilbottomout Figure:41817Tightennuttoholdallchamberpartstogether Figure:1818Insertchamberinhead Figure:1819Slidehammerchamberintoheaduntilbottomout Figure:1820Removeslidehammerinstallationtool Figure:1821Installflatwashersandnuts Figure:1822Evenlytorqueallthreenutsto35ftlbs Figure:1823Completedinstalledchamber

Chamber with sparkplug removed

Remove nuts

Fig. 18-5 Remove flange

Fig. 18-6 Insert removal jack bolt in sparkplug threaded hole.

Fig. 18-7 Install jack screw flange over chamber

Fig. 18-8 Install jack screw nut

Fig. 18-9

Fig. 18-10

Tighten jack screw nut to pull chamber

Remove chamber from head. Fig. 18-11 Fig. 18-12

Chamber as removed

Fig. 18-13

Chamber parts and installation tool

Insert installation tool in spark plug threads Installation tool

Fig. 18-14 Screw installation tool in spark plug threads until bottom out

Fig. 18-15 Tighten nut to hold all chamber parts together

Fig. 18-16

Fig. 18-17

Insert chamber in head

Slide hammer chamber into head until bottom out Fig.18-18 Fig. 18-19

Install flat washers and nuts

Remove slide hammer installation Fig. 18-20 Fig. 18-21

Evenly torque all three nuts to 35 ft. lbs. Fig. 18-22

Completely installed chamber Fig. 18-23

SectionS

ENGINESERVICETOOLS Manyservicetoolsareavailablethatcansavemuchtimeandtroublewhenworkingon SuperiorCleanBurnTMEngines.Belowisalistofavailabletools,themodelstheyareusedon andtheiruses. TOOLUSAGECHART SERVICE TOOL ENGINEMODELUSEDON NUMBER&DESCRIPTION 6,8GTLA,8 8SGTB 12,16GTLA,B/SGTA,B,D 1CYLINDERHEADLIFTER X X X 2PISTONLIFTER X X 3PISTONLIFTER X 4PISTONRINGEXPANDER X X X 5PISTONGUIDE X X X 6SPARKPLUGTHREAD/SEATCLEANINGTOOL X X X 7VALVESPRINGCOMPRESSOR X X X 8WEBDEFLECTIONSTRAINGAUGEKIT X X X 9MAINBEARINGSHELLREMOVALTOOL X 10THRUSTBEARINGREMOVALTOOL X 11MAINBEARINGSHELLREMOVALTOOL X X 12CYLINDERLINERINSTALLATION/REMOVAL X X X 13CAMCHAINIDLERADJUSTINGWRENCH X 14MAINBEARINGCAPBOLTWRENCH X X 15CONNECTINGRODBOLTWRENCH X X 16PRECHAMBERREMOVALTOOL X X X 17PRECHAMBERINSTALLATION/REMOVAL X X X 18GASCAMFOLLOWERADJUSTINGTOOL X 19GASCAMFOLLOWERJAMNUTWRENCH X

SectionT

LUBRICATINGOILSYSTEM 1. GENERALENGINELUBRICATION Thelubricatingoilsystemconsistsoftheoilsump(locatedintheenginebedplate),the lubricatingoilpump,thefiltersandstrainers,theoilcoolerandthemanifoldsandpiping requiredtoconveythelubricatingoiltoallworkingpartsoftheengine. Drilledpassagesinthebedplatecarryoilfromthemanifoldtothemainbearings.Drilled passagesinthecrankshaftcarryoilfromthemainbearingstothecrankpinbearings;andrifle drilledconnectingrodpassagescarryoilfurtherforpistonpinlubricationandpistoncooling. Drilledpassagesandconnectinglinesinthecylinderblockprovidelubricationforcamshaft bearingsandvalvegearandotherworkingpartsoftheengine.Oildrippingsfromthevalve rockerarmsdrainsbacktothesumpthroughthepushrodopenings. Anoilfilleropeningandanoillevelsightglassareprovidedontheoperatingsideoftheengine bedplate.Therunningoillevelshouldbemaintainednearthelevelmarkonthesightglassfor bestengineperformanceandlife.Theoilshouldbechangedwheneverinspectionrevealsthe presenceordirt,sludge,dilution,oracidityinharmfulquantities.(SeeSectionB).Theengine shouldbedrainedimmediatelyafteraperiodofoperation,whiletheoilisstillhotandwillflow freely.Removethehandholecoversandcleanthecrankcasewithlintfreeandravelfreerags eachtimetheoilischanged. Inordertoavoidunnecessarycontaminationofnewoil,itisagoodideatoalsodrainthe lubricatingoilfiltersandcoolerwheneverchangingoilintheengine.Allowancemustthenalso bemadeforfillingthoseitemswhenrefillingtheengine. Itisextremelyimportantthatdirtandotherforeignmatterbekeptoutofthelubricatingoil system.Wheneveralubricatingoillineoraccessoryisdismantled,theopeningsleftbythe dismantlingshouldbecoveredwithcleanragsorblankgaskets. 2. LUBRICATINGOILSTRAINER Thelubricatingoilsuctionstrainer,mountedatthefrontendoftheenginebase,isofthe screenwirebaskettype.Thestrainerbasketshouldbeinspectedandcleanedduringoil changes.Thebasketmayberemovedthroughthecoverplateopeningattheendofthe strainerassembly.Itisnecessarytodrainthesumpinordertoremovethebasket. 3. LUBRICATINGOILPUMPANDDRIVE Thelubricatingoilpumpismountedontheenginefrontendhousingandisdrivendirectlyfrom theenginecrankshaftbysprocketsandarollerchain.Thelubricatingoilpumpisofthegear
1

SectionT

type,withsufficientcapacitytoinsureampleoilflowandpressureforallengineoperating conditions.Thesteelpumpgearsaremountedonhardenedsteelshaftswhichruninbronze bushings. Thepumpsprocketiscarriedonballbearingsinthedrivehousing.Thesplinedendofthe drivingshaftinthepumpengagesamatingsplineinthesprockethub.Thepumpcanbe removedwithoutdisturbingthedrive.Thelubricatingoilpumpisdrivenbythesamechain whichdrivesoneofthecoolingwaterpumps.(SeeSectionWforchainadjustingprocedure.) 4. LUBRICATINGOILFILTERS(WhenSupplied) Thefullflowlubricatingoilfiltersareofthereplaceablecartridgetypeandaremountedonthe engine.Thefilterelementsshouldbechangedwhenoilconditionswarrantanditissuggested thatachangeperiodof400hoursbeadoptedatfirst.Experiencewillindicateiflongerelement lifeispossible,andinthisconnectionitshouldbenotedthatitismoreeconomicaltomaintain thefiltersingoodcondition.Donotexpectthefilterstoclarifytheoil.Ifadetergenttypeof oilisuseditcanbedark,evenblack,andstillbeentirelysatisfactory. Abypassreliefvalveisinstalledbetweenthefilterinletmanifoldandthemainlubeoilheader. Thisvalveissettoopenat30poundspersquareinchtopermitoilflowtotheenginewhen startingwithcoldoil.Afilterisprovidedinthiscircuittoinsurethatfilteredoilentersthe engine.Thepressureregulatingvalveismountedintheoillineaheadofthefilters.Theoil gaugeontheinstrumentpanelisconnectedtotheoillineafterthefilters. Thenecessityofchangingfilterelementsisbestindicatedbythepressuredropthroughthe filters.Whenfiltercartridgesarenewwehaveapressuredropofabout5poundspersquare inchthroughthefilters.Theelementsshouldbechangedwhenadropof10to12poundsper squareinchhasbeenreachedwithwarmoil.Thispressuredropisindicatedonthedifferential pressureindicator,whensupplied.Theindicatorispresetandisnotadjustable.Astem extendsfromtheunitasthedifferentialpressureincreasesandaredindicatorisvisiblewhen thepresetpressurehasbeenreached. 5. LUBRICATINGOILCOOLER Operation: Theoiltobecooledispassedthroughtheshelloftheoilcoolerunitandaroundtheoutsidesof thetubes.Coolingwaterflowsthroughtheinsideofthetubes.
2

SectionT

CleaningChemically: Eithertheinsideortheoutsideofthetubescanbecleanedbytheuseofapropersolvent.For cleaningtheoutsideofthetubes,filltheshellofthecoolerwithamixtureofonepartOakite No.9andfourtosixpartsofkerosene.Allowtosoakandthenflushthoroughlywithwater. Blowoutthewaterwithcompressedair. Toremovehardscalefromthewatersideitisadvisabletouseaweaksolutionofhydrochloric acid.A20to50percentsolution(inwater)ofDearbornChemicalFormula134,orOakiteNo. 32,ortheequivalent,maybeused.Connectthecoolertoacirculatingpumpandtankto circulatethesolutionthroughthetubes.Aftercleaning,drainthesolution,flushwithwater, andneutralizeanyremainingacidbyflushingwitha1to2percentsolutionofeithercaustic sodaorsodaash. CAUTIONThesesolventsaredangerousacidsandshouldbekeptofftheskinandclothing. Wearrubbergloveswhenhandlingthemandavoidbreathingthefumes.Incaseanyofthe chemicalisaccidentallyspilledonthebody,washimmediatelywithwater.UsetheproperPPE (PersonalProtectionEquipment). Acidsolutionusedforcleaningthejacketsofenginescanbeusedalsoforcleaningthecoolers, bycirculatingthroughtheenginejackets,andthroughthecoolers,inseries. CleaningMechanically: Tocleantheinsideofthetubesonly,drainthecoolingwaterfromthetubes.Removeboth bonnets. Insideofthetubescanbecleanedwithawirebrushorcleaningrod. 6. LUBRICATINGOILPRESSUREREGULATOR Theoilpressureregulatorismountedintheoilpumpdischargeline,withitsreturnlinebeing connectedbacktotheengineoilsump.Thesettingofthisvalveissuchthatanormaloil pressureasspecifiedinSectionAwillbemaintainedintheengineoilheaderwhentheengineis operatedatnormalenginespeeds,andwithnormaloiltemperatureandwithcleanfilter elements,andwithnostoppageinoilcooleroroillines.

SectionW

COOLINGWATERSYSTEM 1. GENERAL Coolingwatersystemsonstationaryenginesvaryconsiderablyduetocharacteristicsof installation,plantrequirements,orcustomerpreference.Inasmuchascompleteand specificwaterflowdiagramsrefurnishedforeachinstallation,detaileddiscussionof thesevarioussystemswillnotbeattemptedhere;ratherwewillconfinethissectionto adescriptionofthewaterflowthroughtheenginetogetherwithrecommendationfor servicingandmaintainingthesystem,includingaccessories. Theenginejacketsandentirecirculatingsystemshouldbefilledwithclear,softwater andnoncorrosivecharacteristics. Thecirculatingpumpdeliverscoolingwatertotwoenginewatermanifolds,whichrun alongthesidesoftheengine.Fromthemanifoldsthewaterentersthewaterjacketsin thecylinderblock,flowsaroundthecylinderliners,andisdirectedintothecylinder headsthroughjumperswhichareheldtotheheadandblockbycapscrews.Soft compositiongasketsareplacedunderthewatermanifoldandjumperstomakethe connectionswatertight. Eachcylinderheadhaswatercooledexhaustelbowswhichoutletthewaterintothe watercooledexhaustmanifold.Thewaterthenflowstoathermostaticvalve(which maybypassalloraportionofitbacktothepumpsuctiontomaintainproper temperature)andthentoaradiatororheatexchanger.Coolingwaterforthe turbochargersissuppliedthroughpipingconnectedtotheenginewatermanifolds,and itscirculationisdescribedindetailintheturbochargerinstructionmanual. Whenawatercooledheatexchangerisusedinthesystemanadditionalpumpis requiredtocirculaterawwaterthroughtheheatexchanger. Thetemperatureofthedischargewaterfromtheengineshouldbeasspecifiedin SectionA,withatemperaturerisethroughtheengineinaccordancewiththeload.The engineissuppliedwithawatertemperatureshutdownwhichbecomesoperativewhen thewatertemperaturereachesapredeterminedcriticalpoint.Thermometersare mountedintheengineintakeanddischargelinesandalsointhewaterlinestoandfrom theairintercoolers. Theengineshouldnotbeoperatedatfullloadunlessthewatertemperatureisatleast 120degreesF.Incaseoverheatingshouldoccur,theloadshouldberemovedandthe enginerunatnoloaduntilthetemperaturehasgonedowntonormal.Ifoverheating hasbeencausedbyinsufficientwaterinthesystem,itispreferabletoreplenishthe
1

SectionW

systemwithhotwater.Ifhotwaterisnotavailable,addcoldwaterslowlyand cautiously. 2. COOLINGWATERPUMPS Oneortwobuiltincentrifugalcoolingwaterpumps,asrequired,aremountedonthe frontendoftheengineanddrivenfromthecrankshaft.Onepumpcirculatesengine jacketwater.Theothercirculateswaterthroughtheintercoolers,whichcooltheair comingfromtheturbochargers.Thelubricatingoilcoolermaybeineitherwatercircuit asrequiredbytheparticularapplication.Thewaterpumpshaftismountedinthe supportcasting,orbracket,onballbearings.Acarbonringtypemechanicalwaterseal assemblyisprovidedonthepumpshaft.Whenthesealbecomesworntothepointof excessiveleakage,itshouldbereplacedwithanewseal.Apipetapinthesupport castingprovidesmeansforconnectingadrainlinetocarryoffanyleakagewhichoccurs. Awaterslingerisprovidedasanextraprecautiontopreventwaterfromtravelingalong theshaftanddamagingthebearing. 3. COOLINGWATERPUMPDRIVE Thepumpsprocketsarecarriedonballbearingsinthedrivehousing.Splinesonthe pumpshaftsengagematingsplinesinthesprockethubs.Thepumpscanberemoved withoutdisturbingthedrives. Twodriveschainsareused,oneforeachpump.Oneofthesechainsalsodrivesthe lubricatingoilpump.Eachisequippedwithanadjustableidlerforadjustingtension. Thetensionshouldbecheckedatregularintervals(SeeSectionZ)andadjustedas required.Adjustingprocedureisasfollows: a.) Removethecoverplateovertheendofthecrankshafttogainaccesstothechains. b.) Backoffthelocknutontheadjustingscrewandloosenthetwocapscrewsinthe retainingplatejustenoughtoallowtheadjustingballnuttobeturned. c.) Turntheballnutcounterclockwisetotightenorclockwisetoloosenchaintension. Thereshouldbeapproximatelyofmovementontheslacksideofthechain. d.) Retightenretainingplatecapscrewsandadjustingscrewlocknut. NOTE:TheremarksaboutchaindriveswhichappearinSectionLalsoapplyhere.

SectionW

4. HEATEXCHANGERS ShellandtubedesignheatexchangersareusuallyfurnishedwithSuperiorengines. TheseunitsareverysimilartotheLubricatingOilCoolersdescribedinSectionTandthe sameinstallation,operatingandmaintenanceinstructionsareapplicabletobothunits. 5. COOLINGWATERTREATMENT IMPORTANTEnvironmentalandsafetyrequirementsshouldbeconsideredinthe operationofcoolingwatersystems. a. Themostimportantconsiderationforcoolingwaterismakingsurethatboththe initialchargeandallsubsequentmakeupwaterisdemineralizedandhasan adequateinhibitorpackagemixedwithit. b. Heattransfersurfacesshouldbemaintainedinanunscaled,unfouledand uncorrodedcondition.Combustionzoneheattransfersurfaces(cylinderlinerand heads)aretobecleaned,whendepositsexceed1/32in.(1mm)indepth. c. Inaclosedcircuitcoolingsystem,wherethejacketcoolingwaterofeachmachineis isolatedfromallothermachineryandheatisrejectedfromthejacketwaterthrough aheatexchangertotheplantcoolingsystem,chemicaltreatmentissimplifiedbythe useofproprietaryinhibitorcompounds. d. Wheresomeportionofthecoolingcircuitmaybeexposedtofreezingtemperatures, compoundedantifreezeagentscontainingcorrosioninhibitorsarerecommended. e. Periodictestingofthecoolantisnecessarytoassurethataproperlevelofcorrosion protectionismaintained.Specificinstructionsintheuseandtestingrequirements oftheinhibitorcompoundsshouldbeobtainedfromthesupplierormanufacturer. f. Inanopenrecirculatingcoolingsystem,wherecoolingtowers,spraypondsorsome othermeansofopencoolingareusedtodirectlyserviceoneormoremachines, constantattentionmustbegiventoachieveandmaintainconsistentlygoodcoolant quality.Despiteproblemsinherentwiththistypeofcooling,aproperlydesigned andtreatedsystemcanprovidegoodqualitycoolingwater.
3

SectionW

g. Toassureprotectionthroughoutmachineryservicelife,CameronCompression recommendsthatitscustomersengagewellestablishedwatertreatmentfirms capableofsupplyingafullrangeofservices.Theseservicesshouldinclude: consultationforproblemanalysisandsystemdesign,analyticalservice,treatment recommendations,readilyavailablematerialsandfieldfollowup. IMPORTANTITISTHERESPONSIBILITYOFTHEOPERATORS/USERSTOCONSULTWITH RELIABLEVENDORSOFCOOLINGSYSTEMTREATMENTSINORDERTOADEQUATELY PROTECTTHEEQUIPMENTFROMDAMAGECAUSEDBYWATERTREATMENTRELATED PROBLEMS.SUCHASSCALEDEPOSITFORMATION,CORROSIONANDCAVITATION. 6. ENGINESTORAGEDURINGFREEZINGWEATHER Whenpreparinganengineforstoragewhereismaybesubjectedtofreezingweather, thefollowingprecautionsshouldbetaken: a. Besureallwaterdrainplugsareremovedfromengineblock,waterpump,andany enginemountedheatexchangeroroilcooler. b. Raisethefrontendoftheengineorskidandplaceaheavytimberundertheraised endoftheenginetopromotedrainingofallwaterjacketcavitiesandoilcooler tubes. Observanceofthesesuggestionswillgreatlylessenchancesofdamagetotheengineor oilcoolerfromexpansionofentrappedwater.

CAUTION

FAILURETOPROVIDEPROPERCOOLINGWATERTREATMENTCANRESULTINCYLINDERLINER/BLOCK DAMAGEDUETOCAVITATION. Cavitationerosiondamageresultsfromthecollapseofcoolingmediavaporbubblesagainstthesurface oftheliner.Thebubbleimplosionsremovemetalfromthelinersurfaceexposingittofurtherdamage fromcorrosion. Ultimately,damagetoliners/blockscanbesevereenoughtoresultincoolantleakageintothe crankcase.Cavitationdamagecanbeavoidedbyusingcoolingsystemwatertreatmentinhibitor additivepackagesthatprovideabarriershieldingliner/blocksurfacesfromthemechanicaldamage resultingfromcollapseofthevaporbubbles. Priortostartup,theusershouldconsultwithexperiencedfirmsspecializinginwatertreatment chemicalsastothepropercoolingsystemtreatmentrequired,takingintoaccountthecoolingsystem, type,coolanttemperature,availablewaterquality,antifreezerequirements,etc. FirmsspecializinginwatertreatmentchemicalssuchasDEARBORNCHEMICAL,NALCOCHEMICAL,BETZ LABORATORIES,DREWCHEMICAL,NORTHERNPETROCHEMICAL,etc.,canprovideproductsfortreating enginecoolingsystemsthatwillpreventcavitationdamageaswellascontrolcorrosion,scaleformation, etc. Generalrecommendationsforradiator(closedsystems): 1. Theuseofethyleneglycolorpropyleneglycolintheproperconcentrationifantifreeze protectionisrequired. 2. Waterusedinthecoolingsystemshouldbedemineralizedordeionized. 3. UseofacoolingsysteminhibitoradditivepackagesimilartothoseprovidedbyNALCO (NALCOOL2000),BETZLABORATORIES(BETZCORRSHEILD736WATERTREATMENT), NORTHERNCHEMICAL(NPC234),etc. 4. Periodictestingofcoolanttoensurepropercorrosion/cavitationprotectionisbeingmaintained. Enginesoperatingatelevatedtemperaturesinconjunctionwithwasteheatboilersbytheirnature requirespecialwatertreatmentchemicals/procedures. Enduserswiththistypeofequipmentshouldconsultwithwatertreatmentfirmswithexpertiseinthe fieldofboilerwatertreatment.

SectionZ

MAINTENANCEANDINSPECTION 1. GENERALRULES Goodpreventativemaintenancepracticeincludesaperiodiccheckofcriticalbolt torques,suchasenginemainandconnectingrodbolts,engineflywheelbolts,and enginetodrivecouplingbolts.Therecommendedscheduleshouldbefollowed: One(1)monthaftertheunitisplacedinservice Six(6)monthsaftertheunitisplacedinservice Atleastonceeverytwelve(12)monthsthereafter NOTE:Thisscheduleshouldberepeatedaftereachengineoverhaul. ObservingthefollowingGeneralRuleswillgoalongwaytowardinsuringsatisfactory andtroublefreeoperationoftheengine.Duringthefirst300to500hoursof operation,theengineshouldbecheckedfrequently;togetherwithallaccessory equipmentsuchasauxiliarypumps,filters,coolers,drives,etc.Refertoothersections ofthismanualfordetailedcheckinginstructions. Whenworkingontheengine,theimportanceofcleanlinesscannotbeoveremphasized. Ragsshouldbeusedforallwipingoperationsinsteadofwaste,becausewasteleaves lintwhichmayworkintotheengineoilpassagesandcausetheirstoppage.Alltoolsand workplacesshouldbekeptfreefromgrit,dustordirt. Machinesurfacesofpartsshouldneverbeallowedtocomeincontactwithhard materialssuchassteelorconcretefloors;butshouldbeplacedonwoodensupportsor wrappedincleanrags.Whenpartsareremovedfromtheengine,theresultant openingsshouldbecoveredwithblankgasketsortheirequivalenttoprevententryof foreignmatter. Ingeneral,gasketsandpackingsmaybereusedaslongastheyremainingood condition.However,theyshouldberenewedatthefirstindicationofdeterioration. Coppergasketsshouldbeeitherannealedeachtimetheyarereusedorreplacedwith newones.Cotterpins,lockwiresandlockplatesshouldneverbereused,butshouldbe replacedwithnewpartsateveryassembly. 2. KEEPYOURENGINECLEAN Constantdiligenceinmaintainingtheengineincleanconditionwillpayrealdividendsin time,effortandrepaircost.Inspecttheengineandcleanitatregularintervals.
1

SectionZ

3. LEAVEWELLENOUGHALONE Whentheengineisrunningsatisfactorilyandsmoothly,donotcontinuallytrytobetter theoperationwithminoradjustments. 4. INSPECTINGREPAIRS Atcompletionofanyadjustmentorrepairjob,alwaysmakeathoroughinspectionto seethatallpartshavebeencorrectlyreplaced,thatboltsandnutsaretight,andthatall cotterpinsandlockingwiresandlockplatesareinplace.Ifworkinvolvesrotatingparts, bartheengineoveratleasttwofullrevolutions,withcompressionreliefvalvesopen(so thatcamshaftsareturnedonerevolution)tobesurethatallpartsareclear.Besure thatnoextraparts,toolsorragsareleftinsidetheengine. 5. INSPECTIONANDMAINTENANCEROUTINE Thefollowingroutineforregularinspectionandmaintenanceworkissuggestedasa guidefortheoperator,butexperiencewiththeengineoveraperiodoftimemay indicatechangesthatshouldbemadeintheschedule. 6. KEEPACOMPLETELOGOFENGINEOPERATION Acompletelog,recordingregularhourlyentriesofallpressures,temperatures,dirt accumulationonfilters,andotherpertinentdata,shouldalwaysbekeptoftheengine operation;andbacksheetsshouldbeconsultedfrequentlyandcomparedwithpresent conditions.Inthiswaygradualchangesmaybedetectedandinvestigated;andminor troublescanbecorrectedbeforeseriousonesdevelop.Anyunusualnoisesorother irregularitiesshouldbenotedandinvestigatedassoonaspossible. Inthefollowing,worktobedoneundereachroutineshouldincludeworklistedunder precedingroutines.Forexample,workperformedatOverhaulincludeseverything listedunderallotherroutines. 7. DAILYROUTINE (a) Checkoillevelinsumpandaddoilifnecessary.Alsocheckthequalityoftheoil.Oil shouldbechangedwheninspectiondisclosesthepresenceofdirtorsludgein harmfulquantities,ordilution,orexcessacidity.Note:Iftheengineoilistobe changed,itshouldbedoneimmediatelyafteraperiodofoperation,whiletheoilis stillhotandwillflowfreely.Cleanouttheengineoilsumpwheneverengine lubricatingoilischanged.
2

SectionZ

(b)

(c)

(d) (e)

Checklubricatingoilfilter(s).Itisagoodideatomountpressuregaugesonboth sidesofthefilter(s).Whenthepressuredropexceedstentotwelvepoundsper squareinch,thefilterelementsshouldbechanged. Checkwaterlevelinthesurgetank(whenused).Whenawaterpumpisused, inspectwaterpumpshaftsealforleakage,andreplace(orrepack)ifnecessary.(See SectionW).Iffrequentadditionsofwaterarerequired,checkentiresystemfor leaks. Checkfuelgassystemforleaks. Checkalarmsystem,whenfurnished.

8. WEEKLYROUTINE(150200OPERATINGHOURS) (a) Checkandcleanairintakefilterelements.Thismaybenecessaryatmorefrequent intervalsunderextremedustconditions. (b) Checkcontrolshaftbearingsandcontrollinkagetomakecertainthatallparts operatefreely. (c) Checksparkplugsandregap,ifnecessary.(Experiencewillindicateifthisisa necessaryweeklyroutine). (d) Checktheoutboardbearinglubrication(whenused).RefertoAuxiliaryEquipment section. 9. BIMONTHLYROUTINE(14001600OPERATINGHOURS) (a) Checkcontrollinkageforlooseorwornparts. (b) Checkandreadjustthetensionofthecamshaftandoverspeedgovernordrive chains,ifrequired. (c) Inspectthedrivesfortheenginelubeoilandwaterpumps.Readjustthewater pumpsandlubricatingoilpumpdrivechaintensionasrequired.
3

SectionZ

(d) Removethesidecoverplatesandinspectcamshaftsforworncams.Checkforloose orwornrollersorpinsinthefollowers. (e) Removecrankcasebreatherscreenelementandwashthoroughlycleaninsolventor fueloil. (f) Removecylinderheadcoverlidsandcheckintake,exhaust,and*(gasadmission) valveclearances. (g) Checkforpropersparktiming. 10. OVERHAUL Overhaulshouldnotbeconsideredaslongasanenginecontinuestooperatenormally andsatisfactorily.Infact,unnecessaryservicing,ifdonehurriedlyorunderimproper conditions,canfrequentlyresultinmaladjustmentsandotheroperatingdifficultiesthat mightnothaveappearediftheenginehadnotbeendisassembled. Overhaulshouldonlybeconsideredwhengeneralengineperformance,asindicatedon operatinglogs(seeParagraph7),hasdeteriorated,orwhenotherabnormaloperating conditionsmightindicateitsdesirability.Someoftheitemstobeconsideredinthis respectarethefollowing:Excesslubeoilconsumption,abnormalexhausttemperature orsmokeatnormalloads,continuedabnormaloperatingpressuresortemperatures, knocksorotherabnormalsoundsthatmightindicatewearorlooseness. Inviewofvariedoperatingconditions,itisimpossibletopredeterminetheexact operatingperiodbetweenoverhaulsforanyparticularinstallation.Forlightdutyor intermittentoperationorlowoperatingspeeds,aperiodofseveralyearsmaypass beforeoverhaulbecomesnecessary;forcontinuousdutyorhigheroperatingspeeds, morefrequentoverhaulswillberequired.Underextremeoperatingconditions,orin caseswherepoorqualityfuelsorlubricantsorcoolantshavebeenused,overhaul operationsmayberequiredatintervalsofevenlessthanoneyearsduration. (a) Removethecylinderheadsandcleanthemthoroughly.Checkthevalvestems, guides,andsprings.Regrindthevalveheadsandseats.Cleanoutanyscaleorother depositswhichmayappearatthewaterinletsoroutlets,andintheintakeand exhaustports. (b) Removethepistonandconnectingrodassemblies,thoroughlycleanthemand inspectforexcessivewearandcracks.Checkforcrankpinbearingsforwearor Babbittfailure.Replacetheshellswithnewonesifmorethan25%oftheBabbitt
4

SectionZ

areaineitherhalfoftheshelliswornthrough.Removeandcheckthepistonpins forproperclearances.Examinethepistonpinbushings.Checktheconnectingrod boltscarefully.Replacepistonringswithnewones,ifstuckorworn.(SeeSection K). (c) Inspectthecylinderlinersandrecordtheamountofwear.Removeanyshoulders wornatendsorringtravel. (d) Removethemainbearingcapsandchecktheconditionofthebearingshells. Replacetheshellswithnewonesifmorethan20%oftheBabbittareaineitherhalf oftheshelliswornthrough.Cleanoutthecrankshaftoilpassages. (e) Checkallinlet,exhaust,*(gasadmission),andairstartingcams(whenused)and examinethecamfollowerrollersandpins. *AppliestoTurbochargedEnginesONLY. (f) Examinethecylinderjackets.Ifscaleisover1/16thick,itshouldberemovedby scaleremoversolution. (g) Removeandinspectwaterandlubricatingoilpumps.Noteconditionofbearings, shafts,andseals.Replaceisnecessary. (h) Examineallenginemountingandholdingdownbolts. (i) Checkthealignmentoftheenginewiththedrivenmembers.RefertoAuxiliary Equipmentsectionforlubricationandcareofoutboardbearingswhenused. (j) Cleanoutcrankcasethoroughly.Ifcleaningsolventisused,besurethatitis completelydrainedoutandthecrankcasewipeddryaftercleaningiscompleted. (k) Inspectthelubricatingoilreliefvalve. (l) Inspectandcalibratealldialtypegaugesandthermometers. (m) Checkalarmandsafetyswitchesandvalves.Ifrelaycontactsappeardirty,theymay becleanedbydrawingacleanpieceofpaperbetweenthecontactpointsasthe pointsarepressedtogetherlightly.Neverusesandpaper,crocusoremeryclothas thesetentoembedinsulatingparticlesinthecontactsurfaces.Ifthecontactpoints areburned,theymaybedressedupbyusingaburnishingtoolorbythelight applicationofafinethinfile.
5

SectionZ

(n) Cleantheradiatororheatexchangerandoilcooler;andcheckforleaks,orplugging ofthetubes. (o) *(Disassembleandinspectturbochargers.)SeetheManufacturersBulletininthe AuxiliaryEquipmentsection. 11. OPERATIONAFTEROVERHAUL Wheneveranypartsoftheenginehavebeendismantledandreassembled,the followingprecautionsshouldbetakentoensurethatitisinsatisfactoryconditionfor operation. (a) Inspectcarefullyforcleanlinessinsidetheengine.Makecertainthatneithertools, rags,nuts,bolts,cotterpins,norotherforeignmaterialisleftinsidetheengine. (b) Makecertainthatallpartshavebeencorrectlyreassembled,andthatallbolted jointshavebeencorrectlytightenedandlocked. (c) Makecertainthatallpipinghasbeenreplacedandthatallconnectionsareproperly tightened.Checkallvalvesforproperoperatingposition. (d) Bartheenginecrankshaftoveratleasttwocompleterevolutionstomakecertain thatalloperatingpartsarefree. (e) RemoveBarringLeveranddisengagebarringdevicebeforestartingengine. (f) Replaceallcoversthathavebeenremovedforserviceaccesstotheengine. (g) ObserveallotherprecautionsaslistedinSectionDofthismanual,underSTARTING THEENGINEFORTHEFIRSTTIME. Theengineshouldbegivenabreakinrunafteroverhaul,inordertoallownewpartsto wearintoproperbearingconditions,andshouldNOTberunathighloadsuntilsucha breakinrunhasbeencompleted. 12. TROUBLESHOOTING(Commontroublesandtheirremedies) Followingaresomepossibleoperatingdifficulties,theirpossiblecausesandsuggested correctionalprocedures:
6

SectionZ

(a) TROUBLE:LOWLUBEOILPRESSURE Causes: Cloggedfilters,stoppageincoolerorpiping,highoiltemperature, defectiveorimproperlyadjustedpressureregulatingvalve,wornlubeoilpump, wornbearings. Procedures: Changefilterelements,cleancoolerorpiping.Checkoil temperatureoroilflowthroughcooler.Checkconditionandsettingofvalves. Checkpumpconditionandpumpbearingclearancesandendplay.Checkmainand connectingrodclearances. (b) TROUBLE:OVERHEATING Causes: Pumpnotrunning,watershutoff,heatexchangerorradiatorfouled. Checkpumpandvalves,cleanoutheatexchangerorradiator. Procedures: (c) TROUBLE:INABILITYTOCARRYLOAD Causes: Lowgaspressure. Procedures: Checkgaspressureandadjustasrequired. (d) TROUBLE:EXCESSIVENOISEINFRONTORREAREND Causes: Loosechaindrives,(whenchaindriveisused).Impropergearbacklash, loosegears,(whengeardriveisused). Procedures: Checkchaintensionorgeardrives,(alwaysshutdownenginefor this). (e) TROUBLE:EXCESSIVENOISEATONEORMORECYLINDERS Causes: Worncrankpin(s)orbearing(s). Procedures: Checkbearingclearancesandconditionofbearings. (f) TROUBLE:EXCESSIVESMOKECOMINGFROMCRANKCASE Causes: Pistonringsstuck. Procedures: Installnewpistonrings. (g) TROUBLE:DIFFICULTYINSTARTING Causes: Pistonringswornorstuck,valvesnotseatingproperly,sparkplugs,coils, orignitionwiringinpoorcondition. Replaceringsorreconditionvalvesasrequired.Cleanoutregap Procedures: sparkplugsandreplaceasnecessary.Testignitionsystemincludingcoilsand correctasnecessary.Checkignitionwiringandrepairorreplaceasrequired.

 OPERATINGLOG CleanBurnTMengineoperation,asmostanyengine,mustbedocumentedwithaccurateandcomplete operatinglogsifthefullbenefitsaregoingtoberealized.Operatingandmaintenancecostswillbe lowestwhendatafromlogscanbeanalyzedandtrendsspottedbeforeseriousproblemsoccur.The samplelogshownonthefollowingpagescontainstheitemsconsiderednecessaryforgoodanalysisof trends,orproblems.Pressuregauges,thermometers,thermocouplesandpyrometersshouldbekeptin goodconditioninordertoverifygoodengineperformanceandoperation.

04/08

ENGINEOPERATINGLOG
SERIALNUMBER:
DATE: TIME: AMBIENTTEMPERATURE: ENGINEHOURS: RPM: LUBEOIL: PRESSURE INLETTEMPERATURE OUTLETTEMPERATURE JACKETWATER: PRESSURE INLETTEMPERATURE OUTLETTEMPERATURE INTERCOOLERWATER: TEMPERATURE PRESSURE TURBOCHARGERBLOWER: INLETVACUUM AIRMANIFOLD: TEMPERATURE PRESSURE GASMANIFOLDPRESSURE: CRANKCASEPRESSURE:

Houston,Texas Page1of2

ENGINEOPERATINGLOG
SERIALNUMBER:
DATE: TIME: AMBIENTTEMPERATURE: ENGINEHOURS: RPM: EXHAUSTTEMPERATURES: CYLINDER1R CYLINDER2R CYLINDER3R CYLINDER4R CYLINDER5R CYLINDER6R CYLINDER7R CYLINDER8R PRETURBINE(9) (10) POSTTURBINE EXHAUSTTEMPERATURES: CYLINDER1L CYLINDER2L CYLINDER3L CYLINDER4L CYLINDER5L CYLINDER6L CYLINDER7L CYLINDER8L

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RECOMMENDEDENGINEMAINTENANCESCHEDULE
Thefollowingscheduleoutlinesminiumrequirementswhichmaybeenlargeduponasconditionsor experiencewarrants. Thetimeintervalsaretobeusedasguidelinesundernormalconditions.Varyingconditionsor applicationsmayindicatelessormoretimebetweenintervalsofmaintenance. SEMI WEEKLY MONTHLY ANNUALLY ANNUALLYOR ASNEEDED

MAINTENANCEOPERATION CONTROLS: CHECKCALIBRATIONFORALLCONTROLS CHECKENGINEOPERATIONFORRUNNINGONPROPER AIR/FUELLINE CHECKELECTRONICCONTROLFUNCTIONSFORPROPER OPERATION CHECKSTARTINGSYSTEMCONTROLS CHECKINSTRUMENTAIRORGASSUPPLYQUALITY PERFORMSAFETYSHUTDOWNSYSTEMTESTS CHECKCALIBRATIONOFALLTHERMOMETERSAND PRESSUREGAUGES COOLANTSYSTEM: CHECKJACKETWATERLEVEL CHECKFORCOOLANTLEAKS CHECKJACKETWATERTEMPERATURE INSPECTWATERPUMPDRIVEBELTS(IFAPPLICABLE) TAKECOOLANTSAMPLEFORANALYSISORAS RECOMMENDEDBYCOOLANTSUPPLIER CRANKCASE: CHECKCRANKCASEVACUMM CHECKENGINECRANKCASEBREATHER CHECK"OVERPRESSURE"RELIEFVALVE

DAILY

X X X X X X X

X X X X X

X X X

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MAINTENANCEOPERATION EXHAUSTSYSTEM: CHECKWASTEGATEVALVEASSEMBLY(SEALS, ACTUATOR,LINKAGE,TUBING) CHECKFOREXHAUSTLEAKS OBSERVECOLOROFEXHAUSTGAS CHECKPYROMETERCALIBRATION CHECKEXHAUSTBACKPRESSURE(PLUSIMMEDIATELY AFTERANYSEVEREBACKFIRE) VISUALLYINSPECTTHERMOCOUPLES FUELGASSYSTEM: CHECKFORGASLEAKS CHECKFUELGASPRESSURES INSPECTFUELFILTERS TAKENEWFUELGASANALYSIS INSPECT/CLEANPRECHAMBERPILOTGASSUPPLY SYSTEM(CHECKVALVES,TUBING,ORIFICE,FILTER) GOVERNORSYSTEM: CHECKSPEEDWITHINDEPENDENTTACHOMETERTO VERIFYACCURACY CHECKTHEINTEGRITYOFALLTHECABLES, CONNECTORS,ANDWEATHERPROOFENCLOSURES CHECKTHEGAPONTHEMAGNETICPICKUP CHECKFILTERFORSUPPLYGAS/AIRTOOPERATE GOVERNOR DRAIN,FLUSH,REFILLGOVERNOROILSUPPLYAS NEEDED

DAILY

SEMI WEEKLY MONTHLY ANNUALLY

ANNUALLYOR ASNEEDED

X X X X X X

X X X X NORMALLYPERFORMEDSEMIANNUALLY, ANNUALLY BUTMAYREQUIRE ADDITIONALATTENTIONIFINDIVIDUALCYLINDER TEMPERATURESWARRANT.

X X X

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MAINTENANCEOPERATION IGNITIONANDCONTROLSYSTEM: CHECKTHEINTEGRITYOFALLTHECABLES, CONNECTORS,ANDWEATHERPROOFENCLOSURES CHECKCONDITIONOFVIBRATIONISOLATIONMOUNTS ONMAINIGNITIONMODULE CHECKPRIMARYWIRING,COILTERMINALS,HIGH TENSIONWIRES,SPARKPLUGCONNECTORS REPLACESPARKPLUGSASNEEDED CHECKTHEGAPSONALLTHEMAGNETICPICKUPS CHECKIGNITIONTIMING(VERIFYTIMINGVS.SPEED FORCLEANBURN) INTAKESYSTEM: CHECKAIRMANIFOLDTEMPERATURE CHECKFORLEAKAGE CHECKCONDITIONOFAIRCLEANER/ELEMENTS, SERVICEASNEEDED CHECKINTAKEPIPINGFORCLEANLINESS(AND INTERCOOLERIFAPPLICABLE) LUBRICATINGSYSTEM: CHECKLUBEOILLEVEL CHECKFOROILLEAKS CHECKLUBEOILPRESSUREANDTEMPERATURE TAKEENGINEOILSAMPLEFORANALYSIS

DAILY

SEMI WEEKLY MONTHLY ANNUALLY

ANNUALLYOR ASNEEDED

X X X X

X X X X

X X X X OILFILTERELEMENTSSHOULDBECHANGEDAT1000HR. INTERVALSORWHENADIFFERENTIALPRESSUREOF15TO20PSI HASBEENREACHED.THEENGINEOILSHOULDBECHANGEDAT 1000HR.,INTERVALSORATTHERECOMMENDATIONOFA REPUTABLEOILANALYSISCOMPANY. X

CHANGEENGINEOILANDOILFILTERELEMENTS (INSPECTCRANKCASEFORWEARMETALS) REPLACE"O"RINGSONLUBEOILCOOLER(IF APPLICABLE)

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MAINTENANCEOPERATION

DAILY

SEMI WEEKLY MONTHLY ANNUALLY

ANNUALLYOR ASNEEDED

MECHANICAL/OPERATINGSYSTEM: CHECKFOUNDATIONBOLTTORQUES CHECKBOLTTORQUESFORMAINANDCONNECTING RODBOLTS,FLYWHEELANDDRIVECOUPLINGBOLTS CHECKENGINECOMPRESSORCOUPLINGEQUIPMENT FORALIGNMENT CHECKGEARLASHANDGEARCONDITIONSOFLUBEOIL PUMPDRIVE REMOVEANDINSPECTBEARINGS,SHAFTSEALSOF WATERANDLUBRICATINGOILPUMPS CHECKTHRUSTBEARINGCLEARANCES(CAMSHAFTAND CRANKSHAFT) BOUNCECHECKMAINANDCONNECTINGROD BEARINGSUSINGADIALINDICATOR POWERCYLINDER: CHECKCYLINDERTEMPERATURES CHECKALLPOWERCYLINDERCOMPRESSION PRESSURES CHECKCONDITIONOFPISTONSKIRTSANDLOWER PARTOFCYLINDERLINERS MAKEINTERNALINSPECTIONOFALLPOWER CYLINDERSWITHABORESCOPEINSERTEDTHROUGH THESPARKPLUGHOLE,CHECKCONDITIONOF EXHAUSTANDINLETVALVES STARTERSYSTEM: CHECKFORGASORAIRLEAKAGE CHECKOILLEVELOFSTARTERLUBRICATOR CHECKLUBRICATORSTRAINERS CLEANANDFILLLUBRICATORBOWLWITHA10WNON DETERGENTOIL(ASNEEDED) X X X X X X X X

X X X X X X

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MAINTENANCEOPERATION TURBOCHARGER: CHECKBLOWERWHEELFORCLEANLINESS CHECKTURBOCHARGERFORVIBRATION

DAILY

SEMI WEEKLY MONTHLY ANNUALLY

ANNUALLYOR ASNEEDED

X X

INSPECTFOROILLEAKAGEANDLOWPRESSURE INSPECTCOOLANTINLETANDOUTLETLINESFORLEAKS INSPECTANDCLEANIMPELLERANDDIFFUSER CLEANANDINSPECTTURBOCHARGERINCLUDING BEARINGS VALVETRAIN: LISTENFORUNUSUALNOISES CHECKENGINEVALVECLEARANCE REMOVECOVERSANDINSPECTCAMSHAFTDRIVE CHAINFORTIGHTNESSANDALIGNMENT

X X X

X X X

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LEGEND
A EXHAUSTOUTLETCONNECTION 18"125#FFFLANGEB 18"IDFLEXCONN B AIRINLETCONNECTION 6"150#FFFLANGE C JACKETWATERSUCTION 6"150#FFFLANGE D JACKETWATERDISCHARGE 4"150#FFFLANGE E INTERCOOLERWATERSUCTION 4"150#FFFLANGE F INTERCOOLERWATERDISCHARGE 3"NPT G LUBEOILOUTTOCOOLERANDFILTER 3"NPT H LUBEOILINFROMCOOLERANDFILTER LUBEOILSUMPFILLANDDIPSTICK 3"NPT I LUBEOILDRAIN 11/2"NPT J 11/4"NPT LUBEOILLINETOPRIMINGPUMP K 11/4"NPT LUBEOILLINEFROMPRIMINGPUMP L 2"NPT INLETFROMJWSURGETANK M 2"NPT INLETFROMIWSURGETANK N STARTINGMOTORINLET 11/2"NPT O STARTINGMOTOREXHAUST 21/2"NPT P WATEROUTLETTOCOMPRESSOR 11/2"NPT Q R GASINLET 2"150#FFFLANGE S GASSUPPLYSYSTEMVENT 3/4"NPT NOTE:CONNMAYVARYWITHEACHUNIT STANDARDPANEL(TUBINGCONN) CONN# GASVENTINJECTIONVALVES 3 3/8ODTUBING AIRSUPPLYWASTEGATEPOSITIONER 4 3/8ODTUBING STARTINGSYSTEMCONTROLSIGNAL 6 1/4ODTUBING IGNITIONGROUNDSWITCH 7 1/4ODTUBING VENTWASTEGATEASSEMBLY 8 1/2ODTUBING FUELGASMANIFOLDPRESSURE 3/8ODTUBING 9 WASTEGATECONTROLSIGNAL 10 1/4ODTUBING AIRMANIFOLDPRESSURE 12 1/4ODTUBING GOVERNORSSIGNAL 13 1/4ODTUBING NOTE:CONNMAYVARYWITHEACHUNIT AIR/LOADPANEL(TUBINGCONN) CONN# ENGINERUNNINGSIGNALFROMJWSWITCH 1/4ODTUBING 3 / ODTUBING AIRSUPPLYWASTEGATEANDJWSWITCH 3/8 4 1/4ODTUBING STARTINGSYSTEMCONTROLSIGNAL 6 1/4ODTUBING IGNITIONGROUNDSWITCH 7 10 WASTEGATECONTROLSIGNAL 1/4ODTUBING 12 AIRMANIFOLDPRESSURE 1/4ODTUBING

**

VentNote:Allventconnectionsmarkedwithan Note:Suitableflexibleexhaustconnectormustbe 'Asterisk'(*)mustbepipedtooutsideofbuilding.installedatexhaustoutletandinstallationrequiresan Thosemarkedwith(**)mustbepiped elbow.Elbowmustbeattacheddirectlytoexhaust separately. outletandflexibleconnectionattacheddirectlyto elbow.Installconnectionwithpreextensionof approximately1/4"perfootoflength. CERTIFIEDPRINTFOR CUSTOMER: RegisterNo. By: Date:

ALT. DESCRIPTION DATE ThisdrawingandtheconfidentialTradeSecret SUPERIOR informationonitisthepropertyofCameron CLEANBURNGASENGINE CompressionSystems.Possessiondoesnotgive MODEL:16SGTD anyrighttodisclose,reproduce,orusesamefor GENERALARRANGEMENTLEGEND anypurposeotherthanthatgrantedbyexpress writtenpermissionofCameronCompression Systems.Thisdrawingistobereturnedto CameronCompressionSystemsuponrequestor DWN: SAS completionofauthorizeduse. CHK: MMB APP: MEM 6/10/2009 DATE:
BARIVEN,S.A./INTEVEP P.O.5100070741(ITEM00001)/IT63032118 MATERIALPURCHASINGTEXT: GASENGINEFORWH66SUPERIOR RECIPROCATINGCOMPRESSOR RELEASEORDER:4620002107ITEM01614

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PRELIMINARYRELEASE 6/17/09

Levelno. .1 ..2 ...3 ...3 ...3 ...3 ...3 3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ....4 ....4 ....4

ItemNo.

3 4 6 7 1A

5 8 9 10 11

12 13 14 15 16

...3 ....4 ....4 ....4 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ...3 ...3 ...3 ...3 ...3

18

19 20 21 22 23 24 25 26 27 28 29 30 31 32

36 37 38

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z8600016 BED,CRANK,BLOCK,CAMSHAFT Z8600COMA200 COMMONPARTS16CYLINDER MAINBEARINGSFORBEDPLATE Z005375 PINDOWEL Z034738001 SHELLBEARING Z005241 WASHER Z913927053 STUD Z01EN1400PC NUTPLAINHEX Z034912 GASKETFLATRECT Z01PP0300SP PLUGPIPE LEVELINGSCREWSFORBEDPLATE Z04SS1640PC SCREWSET COVERDOORSBEDPLATE Z002403 COVERRECT Z002405 COVERRECT GASKETFLATRECT Z035393 Z03PP2400CA PLUGPIPE Z01CS0816PC BOLTHEXHEAD Z00FW0817P0 WASHERPLAIN Z002724 GUIDE Z011094 DIPSTICK Z011093 DIPSTICK ZH9149 STOP Z01RP081600 PINROLL SPROCKETASSEMBLY,SLINGER DAMPERANDHARDWARE Z002357 SPROCKETRLRCHAIN Z01CS1028PF BOLTHEXHEAD Z01EN1000PF NUTPLAINHEX Z01DP080800 PINDOWEL Z004190 KEYRECT Z002737 SLINGER ZH14252C DAMPERTORSVIBR ZR8610 BOLTHEXHEAD ZH14410 PINDOWEL Z004189 KEYRECT Z027250 HUBSPROCKET Z027251 SPROCKETRLRCHAIN Z027248 SHIMSOLID Z028169 DRIVEPUMP Z028166 PLATE SPRINGCOMPN Z026818 Z026806 SPACERSLEEVE Z028168 PLATE Z027249 RINGRETAINING Z01CS0614PC BOLTHEXHEAD Z01HN0600PC NUTPLAINHEX Z01CS0612PC BOLTHEXHEAD Z027518001 BOLTHEXHEAD Z026131 STRUT Z006679014 SEALSTRIP Z026129 STRUT

Qty Unit 1 EA 1 EA 9 9 2 72 72 2 1 8 3 1 4 1 88 88 1 1 1 1 1 EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

1 4 4 2 1 1 1 8 2 1 1 1 7 1 1 6 6 2 1 6 6 6 16 6 12 2

EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

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Levelno. ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ...3 ...3 ...3 ...3

ItemNo. 39 40

41 42 43 44 45

60 61 62 63 64 65

66 67 68 69 70 71 72 73 74 75 76 77 78 69 70 71 72 73 74 75 76 79 80 81 82

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z026127 STRUT Z006679013 SEALSTRIP Z04CS0820PC SCREWSOCKETHD Z106350 PLUGEXPANSION Z913942027 STUDDOUBLEEND Z913928015 STUD Z033666 SHELLBEARING Z002802 PLATERETAINING Z02DP060600 PINDOWEL Z01RP241000 PINROLL Z04CS0820PC SCREWSOCKETHD Z01PP0400SP PIPEPLUG Z02PP1000CG PLUGPIPE Z02PP0600SP PLUGPIPE SPROCKETCOVERS,CHAINS&IDLERS Z007076 COVER Z035373 GASKETFLAT Z007078 COVER Z035373 GASKETFLAT Z035374 GASKETFLAT Z035378 GASKETFLAT Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z002354 CHAINROLLER Z005789 IDLER Z005756 BRACKET Z003112 SHAFT Z003120 COLLARPLAIN Z01EN1600PF NUTPLAINHEX ZH9497A SCREWADJUSTING Z01HN1000PF NUTPLAINHEX Z002362 SPROCKETRLRCHAIN Z003082 BEARINGROLLER Z003464 RETAINERBEARING Z003119 RETAINER ZH7886 BOLTHEXHEAD Z005790 IDLER Z005755 BRACKET Z003112 SHAFT Z003120 COLLARPLAIN Z01EN1600PF NUTPLAINHEX ZH9497A SCREWADJUSTING Z01HN1000PF NUTPLAINHEX Z002362 SPROCKETRLRCHAIN Z003082 BEARINGROLLER Z003464 RETAINERBEARING Z003119 RETAINER ZH7886 BOLTHEXHEAD Z003229003 BOLTHEXHEAD Z003229002 BOLTHEXHEAD Z003229001 BOLTHEXHEAD ZA10371 BOLTHEXHEAD

Qty 2 8 20 16 10 96 36 4 2 8 36 20 2 2 1 1 1 1 2 2 18 18 2 1 1 1 1 1 1 1 1 1 2 1 2 1 1 1 1 1 1 1 1 1 2 1 2 2 2 2 2

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

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PRELIMINARYRELEASE 6/17/09

Levelno. ...3 ...3 ...3 ....4 .....5 .....5 ....4 ....4 .....5 .....5 ....4 ....4 ....4 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ...3 ...3 ...3

ItemNo. 83 84 85 86

87 88 89 90 91 92 93 94 95 124

125 126 127 128 129 130 131 132 133 134 135 136 137 138 139

140 141 142 143 144 145 145 147

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z006679014 SEALSTRIP Z006679008 SEALSTRIP Z005004 IDLER Z004910 BRACKET Z004909 BASE Z004911 HUBSPROCKET Z002332 LOCKWASHERTAB Z002361 SPROCKETRLRCHAIN Z002360 SPROCKETRLRCHAIN Z002331 BUSHINGSLEEVE Z004947 COLLAR ZH7886 BOLTHEXHEAD Z01PP0100SP PLUGPIPE ZH5498 BOLTHEXHEAD ZT702 PINDOWEL Z035397 GASKETFLAT Z01HN1000PC NUTPLAINHEX Z01CS1040PC BOLTHEXHEAD Z01CS1042PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT Z01CS1024PC BOLTHEXHEAD ZT292 PINDOWEL PUMPDRIVECHAINS&IDLERS Z003893 CHAINROLLER Z002353 CHAINROLLER Z002937 IDLER Z002432 BRACKETANGLE Z003900 YOKEDRIVE Z003097 PIN Z01RP122400 PINROLL ZH14487A SCREWADJUSTING Z003099 PIN Z05LW1600P0 LOCKWASHERSTAR ZH14665 INSERT ZH14663 NUT Z111295 SEALORING Z019386 PLATERETAINING Z019387 INSERT Z01CS1018PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT Z002714 SPROCKETRLRCHAIN Z002936 BEARINGROLLER Z003081 RETAINER RACEBEARING Z003100 Z003098 SHAFT Z02EN1400PF NUTPLAINHEX Z909981051 GASKETFLATRD Z01EN1600PF NUTPLAINHEX Z035346 GASKETFLATRECT Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT FLYWHEELENDHOUSING

Qty 2 2 1 1 1 1 2 2 2 2 1 2 1 6 2 1 10 16 2 18 4 2 1 1 2 2 2 2 4 2 2 2 2 2 2 2 2 4 4 2 2 4 2 2 2 2 2 2 18 18

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

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PRELIMINARYRELEASE 6/17/09

Levelno. ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 3 ...3 3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3

ItemNo. 148 149 150 151

152 153

179 180 183 184

185 182

181

186 187 188 187

189 190 191 190

192 195

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z030094 HOUSING Z913942008 STUDDOUBLEEND Z035400 GASKETFLAT Z035399 GASKETFLAT ZT292 PINDOWEL Z003089 BOLTHEXHEAD Z01CS1036PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT Z01CS1010PC BOLTHEXHEAD Z01CS1014PC BOLTHEXHEAD Z03PP0100SP PLUGPIPE Z002420 SEALOIL Z035396 GASKETFLATRD Z02CS0810PC BOLTHEXHEAD Z026476 WASHERPLAIN COVERDOORSCYLINDERBLOCK Z029296 COVERDOORCASTIRON Z034473 GASKET Z006664 SEAL Z006669 WASHERSPECIAL Z01CS0814PC BOLTHEXHEAD Z00FW0817P0 WASHERPLAIN Z002740 COVERRECT Z033474 GASKETFLATRECT Z01CS0816PC BOLTHEXHEAD Z01CS0820PC BOLTHEXHEAD Z00FW0817P0 WASHERPLAIN Z022806 COVERRECT Z01CS0810PC BOLTHEXHEAD Z00FW0817P0 WASHERPLAIN Z006591 COVER Z035380 GASKETFLAT Z006589 COVER Z035380 GASKETFLAT Z01CS0830PC BOLTHEXHEAD Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z006595 COVER Z035381 GASKETFLAT Z006593 COVER Z035381 GASKETFLAT Z01CS0830PC BOLTHEXHEAD Z01CS0816PC BOLTHEXHEAD Z01CS0810PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z034656001 NAMEPLATEENGINE Z03MS4803PC SCREWMACHINE VIBRATIONSHUTDOWNMTGPLATE Z030488 PLATEMOUNTING Z04CS0406PC SCREWSOCKETHD Z003847 BRACKET Z003849 BRACKET

Qty 1 2 1 1 2 6 14 34 6 14 4 1 1 12 12 8 8 16 16 144 128 6 8 126 18 144 2 48 48 1 1 1 1 6 2 8 1 1 1 1 6 2 22 30 1 4 1 4 2 2

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

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Levelno. ...3 ...3 ...3 ..2 ...3 ...3 ...3 ..2 ...3 ..2 ...3 ....4 ....4 ...3 ..2 ...3 ....4 .....5 .....5 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ...3 ....4 .....5 .....5 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4

ItemNo. 193 194

1 2

17 33 34 35

46 47

48 49 50 51 52 53 54

58 57

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z913940005 STUDDOUBLEEND Z913940007 STUDDOUBLEEND Z01EN1600PF NUTPLAINHEX Z8600T01A200 BEDPLATE16CYLINDER Z033597 BEDPLATEENGINE&BEARINGCAPS Z031962001 BOLTHEXHEAD Z031961 WASHER Z8600T02A200 CRANKSHAFT16CYLINDER Z024948001 CRANKSHAFTENGINE Z8600T03A200 CYLINDERBLOCK16CYLINDER Z033599004 BLOCKCYLINDER Z0261332 CAPBEARING Z0261322 CAPBEARING Z01PP0600CA PLUGPIPE Z8600T04A203 CAMSHAFTS16GTLB/SGTB Z031015 CAMSHAFTENGINERIGHTBANK Z031014 CAMSHAFTENGINE Z002385 HUBSPROCKET Z09TP384000 PINTAPER Z003150 CAMEXHAUST ZH4649A10 KEYRECT Z030503 CAMFUELINJ Z030090 CAMINTAKE Z13SS0806PC SCREWSET Z003129 COLLARTHRUST Z002359002 SPROCKETRLRCHAIN Z003128 RINGRETAINING ZH7181 BOLTHEXHEAD Z020665 GEARHELICAL ZA1109 BOLTHEXHEAD Z033815 CAMSHAFTENGINELEFTBANK Z033816 CAMSHAFTENGINE Z033812 HUBSPROCKET Z09TP384000 PINTAPER Z030090 CAMINTAKE ZH4649A10 KEYRECT Z030503 CAMFUELINJ Z003150 CAMEXHAUST Z003129 COLLARTHRUST Z13SS0806PC SCREWSET Z003128 RINGRETAINING Z002359002 SPROCKETRLRCHAIN

Qty 8 4 12 1 1 36 36 1 1 1 1 2 16 1 1 1 1 1 1 8 24 8 8 3 1 1 1 12 1 6 1 1 1 1 8 24 8 8 1 3 1 1

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

6of28

PRELIMINARYRELEASE 6/17/09

Levelno. ....4 ..2 ...3 ...3 ...3 ...3 ..2 ..2 ...3 ...3 ...3 ...3 ...3 ...3 ..2 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ..2

ItemNo. 59 154 155

121 122 123

97 98 99 100 101 102 103 104 105 106 107 108

109 110

111 112 113 114 115 116 117

119 120

118

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description ZH7181 BOLTHEXHEAD Z8600T05A000 COVERLOHEATEROPENING Z030096 COVER Z035307 GASKETFLAT Z01CS0608PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT Z8600T07A000 PLUGw/OUTSHUTDOWNEUTECTICSENSORS Z8600T08A000 COVERW/OSTUBSHAFT Z01CS0808PC BOLTHEXHEAD Z003837 COVER Z03PP0800CA PLUGPIPE Z035395 GASKETFLAT Z02CS0810PC BOLTHEXHEAD Z00FW0817P0 WASHERPLAIN Z8600T09A203 FRONTENDHOUSING Z031633 HOUSINGPUMPDRIVE Z001978 HOUSING Z026578 SHIMSOLID Z002718 SPROCKET Z034729 HUBSPROCKET Z4A1688 BOLTHEXHEAD Z002900 PLATESTEEL ZH2409 BOLTHEXHEAD Z111000 BEARINGBALL Z002899 SPACERSLEEVE Z106295 RINGRETAINING Z003370 LOCKWASHERTAB Z917371 NUTJAM Z026582 SPROCKETRLRCHAIN Z002835 HUBSPROCKET ZR6518 BOLTHEXHEAD Z026579 SHIMSOLID Z031371 SPROCKETRLRCHAIN Z003346 HUBSPROCKET ZR6518 BOLTHEXHEAD Z026579 SHIMSOLID Z111000 BEARINGBALL Z002843 SPACERSLEEVE Z003347 SPACERSLEEVE Z106295 RINGRETAINING LOCKWASHERTAB Z003370 Z917371 NUTJAM Z4A2099 COVEROVAL Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z03PP0400CA PLUGPIPE Z007468 COVER Z035344 GASKETFLAT Z01CS0810PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z035171 GASKETFLATOVAL Z8600T10B200 RTD'SFORMAINBEARINGS

Qty 12 1 1 1 3 3 1 1 8 1 1 1 13 13 1 1 1 3 1 1 8 1 4 2 1 2 1 1 1 1 8 6 1 1 8 6 4 1 1 4 2 2 1 8 8 1 1 1 3 3 1 1

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

7of28

PRELIMINARYRELEASE 6/17/09

Levelno. 3 3 3 3 3 3 3 ...3 ..2 ..2

ItemNo. 213 214 215 219 216 218

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z023726 RESISTANCETEMPERATUREDETECT Z061672002 CONNECTOR Z061581004 UNIONTUBE Z04TU040240 TUBIING Z060079 CLIPTUBE Z03MS5003CC SCREW Z061667004 CONNECTOR Z01PP0300SP PLUGPIPE Z8600T11A000 BEDPLATESHIMSNONE Z8600T13A000 PLUGw/oSHUTDOWNEUTECSENS(CONRODS)

Qty 9 9 9 15 9 9 9 9 1 1

Unit EA EA EA FT EA EA EA EA EA EA

8of28

PRELIMINARYRELEASE 6/17/09

Levelno. .1 ..2 ...3 ....4 ...3 ...3 ....4 ....4 ....4 ....4 ....4 ...3 ...3 ...3 ....4 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ....4 .....5 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3

ItemNo.

2 3 4 5 6 7 8 9 10 11 13 15 15A 34 35

36

38 42 43 44 45 46 47 40 41 59

60 61 62 63 64 81

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z8601016 POWERCYLINDER Z8601COMA000 COMMONPARTSPOWERCYLINDER Z033259003 PINPISTON ZH14652A PLUGPINEND Z024876 RINGRETAINING Z030082 CONNRODPOWER Z034694001 BUSHING Z030031 BOLTCONNROD Z01EN1400PF NutPlainHex Z02DP060800 PINDOWEL Z034575002 WASHERFINISHED Z034736001 SHELLBEARING Z030414 RINGSETPISTON Z034683001 GASKET Z040041001 SEAL Z034365 GASKET Z909981249 GASKETFLATRD Z026414 WASHERPLAIN Z033869 NUT WATERJUMPERCYLBLKTOCYLHEAD Z031488 JUMPERHEADWATER Z03CS0820PC SCREWSOCKETHD Z01CS0624PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT Z01CS0810PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z022615 SHAFTROCKER Z022558 ROCKERARM Z022559 BUSHINGSLEEVE Z4A1386 COLLARPLAIN Z4A1387 SHIMLAMINATED Z4A1398 BOLTHEXHEAD Z028768 SCREWADJUSTING Z01HN1000PF NUTPLAINHEX Z4A1385 SHAFTROCKER Z01RP163600 PINROLL Z013869 BRACKET Z01EN1000PC NUTPLAINHEX Z034589001 GASKETFLATRD Z04CS0507PC SCREWSOCKETHD CYLINDERHEADCOVERS HEADCOVERASSEMBLY Z040076001 Z040077001 COVERVALVE Z040081001 KNOB Z040082001 STUDADAPTER/COUPLING Z040083001 GASKET FOLLOWERASSEMBLYGASKET Z035403 GASKETFLATRECT Z02CS0836PC BOLTHEXHEAD Z02CS0820PC BOLTHEXHEAD Z02CS0828PC BOLTHEXHEAD ZH8260 WASHERPLAIN

Qty 16 16 16 32 32 16 32 64 64 32 64 16 16 16 16 16 16 96 96 16 32 32 32 16 16 16 32 32 32 32 32 32 32 16 16 16 64 16 48 16 16 16 32 32 16 64 32 64 160

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

9of28

PRELIMINARYRELEASE 6/17/09

Levelno. ..2 ...3 ..2 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 .....5 .....5 .....5 .....5 ..5 .....5 .....5 ..2 ...3 ....4 ....4 ..2 ...3 ...3 ..2 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ...3 ..2 ...3 ....4 ....4 .....5 .....5

ItemNo. 14 17 18A 19 18 20 21 22 23 24 25 26 27 28 29 30 30F 30D 30B 30C 30E 30A 1

16 37 48 49 50 51 52 53 54 55 56 57 58 67 68 69 70 71

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z8601T01A000 CYLINDERLINER825'S Z030960 LINERPOWER Z8601T02A005 CYLINDERHEADCLEANBURN Z040001001 Head,PowerCleanburn Z034534001 CYLINDERHEAD&PLUGASSEMBLY Z010712 BUSHINGSLEEVEEXHAUST Z022457003 INSERTVALVESEATEXHAUST Z010785 BUSHINGSLEEVEINTAKE Z022457002 INSERTVALVESEATINTAKE Z913942020 STUDDOUBLEEND Z913925004 STUDDOUBLEEND Z023971 VALVEEXHAUST Z023972 VALVEINTAKE Z4A1388 RETAINERSPRING Z706800007 SEALORING Z4A1392A ValveSpringInner Z4A1393A ValveSpringOuter Z004675 COLLARKEEPER Z040003001 PRECHAMBERBOLTINASSY Z758614001 BodyPrechamber Z758603001 FlangePrechamber ZWW5F1#1 Stud825PRECHAMBER ZCSA1551024 NUTPLAINHEX ZCSA173024 FLATWASHER Z758600001 GASKET Z01RP060400 PINROLL Z8601T03A000 PISTON8.2:1STDT'CHGD Z034506 PISTON Z029522 PLUGOILHOLE Z01PP0200SP PLUGPIPE Z8601T04A000 ORINGSLINER&JUMPER Z4A1383A SEALRINGPWRLINER JWJUMPERBLKANDHEADORINGS Z900835026 SEALORING GASADMVALVESTDT'CHGD Z8601T05A006 Z029886001 VALVE Z029887 BODYVALVE Z022758 VALVEFUELINJ Z2C44P RETAINERSPRING Z4A2747 SPRINGCOMPN Z4A2746 RETAINERSPRING Z900835054 SEALORING Z029888 SPACERDISC Z029890 RINGBACKUP Z105770 RINGRETAINING Z900835038 SEALORING Z8601T06A006 PUSHRODS&CAMFOLLT'CHGD Z023090 FOLLOWERCAM Z023084 BRACKET Z026889003 ROLLERCAMFOLLOW Z019528003 PINROLLER Z032498 ROLLERCAMFOLLOW

Qty 16 16 16 16 16 16 16 16 16 160 64 16 16 32 16 32 32 64 16 16 16 48 48 48 16 16 16 16 16 32 16 48 32 16 16 16 16 32 16 16 32 16 16 16 16 16 16 16 32 32 32

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

10of28

PRELIMINARYRELEASE 6/17/09

Levelno. .....5 .....5 ....4 .....5 .....5 .....5 .....5 .....5 .....5 ...3 .1 ..2 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ..2 ...3

ItemNo. 72 73 74 75 76 77 78 79 80 82

2 3

4 5 6 7 8 9

10 11

21 22 23 24 79

46

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z014842002 GUIDEVALVE Z01RP102200 PINROLL Z022824 FOLLOWERCAM Z022759 FOLLOWERCAM Z023086 ROLLERCAMFOLLOW Z4A2287 PINDOWEL Z01RP092200 PINROLL Z022825 SCREWADJUSTING Z022826 NUTJAM Z033373002 PUSHRODENGINE Z8603016 LUBEOILSUPPLYSYSTEM Z8603COMA200 COMMONPARTS16CYLINDER Z061397033 ELBOWMTUBING Z10TU07T3161 TUBINGSTAINLESS OILLINETOSTATIONARYIDLER Z061397033 ELBOWMTUBING Z10TU07T3161 TUBINGSTAINLESS Z061557016 TEEMBRANCH OILLINETOCAMFOLLOWERR/B Z10TU07T3161 TUBINGSTAINLESS Z061397033 ELBOWMTUBING ROCKERSHAFTLUBRICATION Z02802130 NIPPLEPIPE Z061385009 ELBOWFMTUBING Z04TU0402401 TUBINGSTAINLESS Z061397007 ELBOWTUBECOMPN Z034136 MANIFOLDLUBEOIL Z035419006 GASKETFLATRECT Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z03PP0800SP PLUGPIPE Z03PP0600SP PLUGPIPE COVERLOMANIFOLDEND Z013091 COVERSQUARE Z035420022 GASKETFLATSQ Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX OILLINETOVIBRATIONDAMPER Z023005 TUBINGPREFAB Z900631003 CONNECTORBKHDFEM Z061369008 CONNECTORMALENPT Z04TU0402401 TUBINGSTAINLESS CRANKCSESIGHTGAUGE Z028929001 GAUGELEVEL Z11TB1612SP BUSHINGPIPEREDN Z13TE1200MA ELBOWPIPETHDED Z03PP1200CA PLUGPIPE Z03PP1000SP PLUGPIPE Z033468006 THERMOSTATSHIPPEDLOOSE Z8603T01A000 LUBEOILPUMP Z025098 STRAINEROIL

Qty 32 32 16 16 16 16 16 16 16 32 1 1 2 1 1 1 1 2 3 16 16 16 16 1 9 36 36 2 1 1 1 4 4 4 1 2 2 1 1 1 1 1 1 1 1 1

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA FT EA FT EA FT EA EA EA FT EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA FT EA EA EA EA EA EA EA EA

11of28

PRELIMINARYRELEASE 6/17/09

Levelno. ...3 ...3 ...3 ...3 ...3 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ..2 ..2 ...3

ItemNo. 47 48

49 50 51 52 56 54 55 58 59 61 57 60 62 53 64 63 65 66

67

68 69

70 71

72 73

72 74

75

12

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z035424005 GASKETFLATRD Z024700 PIPINGPREFAB Z01CS0814PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z035420034 GASKETFLATSQ Z033639 PUMP ZH15077A BODYRECPPUMP Z033631001 GEARPUMP ZH121418 BUSHINGFLANGED Z033633 ADAPTERPUMP Z002898 BUSHINGSTEPPED ZH121321 COVEROVAL Z034888 GASKETFLATOVAL Z909981008 GASKETFLATRD Z033630 GEARPUMP Z04CS0610PC BOLTHEXHEAD Z02CS0810PC BOLTHEXHEAD Z034887 GASKETFLATOVAL ZH8670 BOLTHEXHEAD Z04CS0810PC SCREWSOCKETHD ZH3691 BOLTHEXHEAD Z033632 RING Z01CS1014PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT Z035171 GASKETFLATOVAL Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z035420034 GASKETFLATSQ Z024711 CONNECTIONPUMP Z01CS1014PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT Z035420022 GASKETFLATSQ Z4A1704 FLANGEFFSQ Z01CS0820PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z035318 GASKETFLATRECT Z024765 VALVEREGULATING Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z035318 GASKETFLATRECT Z024705 PIPINGPREFAB Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z035344 GASKETFLAT Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z04CS0812PC SCREWSOCKETHD Z8603T02C000 LUBEOILHANDPUMPNONE Z8603T03A006 LOLINESCPSFITTINGS LOLINESTODRIVES&DAMPER Z11TB0804SP BUSHINGPIPEREDN

Qty 3 1 8 8 2 1 1 1 3 1 1 1 2 4 1 4 10 2 2 4 2 1 8 8 1 8 8 1 1 4 4 1 1 4 4 1 1 4 4 1 1 4 4 4 1 2 2 1 1 1 1

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

12of28

PRELIMINARYRELEASE 6/17/09

Levelno. ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ..2 ..2 ...3 .4 .4 .4 .4 .4 .4 .4 ...3 3 ...3 ...3 ...3 ..2 ...3 ..2 ...3 ..2 ...3 ...3 ..2 ...3 ..2 ...3 ..2 .1 ..2 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3

ItemNo. 13 14 16 17 18 19 20 76 77

80 80A 80B 80C 80D 80E 80G 80H 81

20

24 25 26

28 27

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z12TN0412SP NIPPLEPIPE Z11TT0800MA TEEPIPETHDED Z061397028 ELBOWMTUBING Z08TU0502401 TUBINGSTAINLESS Z061369030 CONNECTORMALENPT Z061629012 TEEMRUN Z08TU0502401 TUBINGSTAINLESS LOLINETOREGULATINGVALVE Z06TU0402401 TUBINGSTAINLESS Z061397022 ELBOWMTUBING Z8603T04C000 VENTw/oENGINEMOUNTEDFILTERS Z8603T05F000 PIPINGW/OFFMOUNTEDSINORFILTER Z040004001 OILFILTERSW/MOUNTINGBRACKETASSEMBLY Z040084001 FILTERELEMENT Z040083001 GASKET Z909981338 GASKET Z033450006 VALVERELIEF Z034691001 FILTER Z401J006001 GAUGE Z040075 ELBOW Z035420022 GASKETFLATSQ Z909981338 GASKET Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z8603T06A000 PLUGW/OLOLEVELREGULATOR Z03PP1600SP PLUGPIPE Z8603T07A000 PLUGSW/OLINESFORREGULATOR Z03PP0200SP PLUGPIPE Z8603T08A000 PLUGW/OLOWLOPRESSURES/D Z061369010 CONNECTORMALENPT Z061171004 PLUGTUBING Z8603T09A000 PLUGW/OHILOTEMPS/D Z03PP0800SP PLUGPIPE Z8603T10A006 LUBEOILCOOLER Z029952001 COOLERSHIPPEDLOOSE Z8603T11A000 AUTOPRIMINGPUMPNONE Z8604016 WATERSUPPLYSYSTEM Z8604COMA200 COMMONPARTS16CYLINDER Z035424025 GASKETFLATRD Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z03PP2000CA PLUGPIPE Z0261690142 WELDOLET Z033784 PIPINGPREFAB Z035420031 GASKETFLATSQ Z024097 HEADERWATER Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z004322 FLANGEBLIND Z035420031 GASKETFLATSQ

Qty 1 1 1 3 1 1 1 2 1 1 1 1 8 2 1 1 1 2 1 1 1 4 4 4 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 8 8 2 1 2 2 2 8 8 8 2 2

Unit EA EA EA FT EA EA FT FT EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

13of28

PRELIMINARYRELEASE 6/17/09

Levelno. ...3 ...3 ...3 ...3 ...3 ...3 ...3 ..2 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ..2 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ..2 ...3 ..2 ...3

ItemNo.

29

3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

19 1 2

21 22 23

50 49

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z035343 GASKETFLAT Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z03PP1200CA PLUGPIPE Z8604T01A000 JACKETWATERPUMPSTD Z024139 PUMPCENT Z024022 SPACER Z035424040 GASKETFLATRD Z023986 CASINGCENTPUMP Z01CS0810PC BOLTHEXHEAD Z024048 SHAFTPUMP Z002904 BEARINGBALL Z024053 SPACERSLEEVE Z002905 BEARINGBALL Z060910 LOCKWASHERTAB Z060909 NUTSELFLOCK Z002841 RETAINERBEARING Z4A2437 BOLTHEXHEAD Z109500 SEALWATER Z024003 IMPELLERPUMP Z022293 NUTPLAINHEX Z024033 COVERCASING Z01CS0810PC BOLTHEXHEAD Z03PP0400CA PLUGPIPE Z01LW0800P0 LOCKWASHERSPLIT ZH7953B KEY Z8604T02A006 JWCONNECTIONSIN&OUTSTD Z030492 CONNECTIONWATER Z035424017 GASKETFLATRD Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z03PP0800SP PLUGPIPE Z03PP1600SP PLUGPIPE Z035420043 GASKETFLATSQ Z028283 CONNECTIONWATER Z031380 PIPINGPREFAB Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z031100 CONNECTIONSHIPPEDLOOSE Z03PP0400SP PIPEPLUGSHIPPEDLOOSE Z035424043 GASKETFLATRDSHIPPEDLOOSE Z01CS1224PC BOLTHEXHEAD Z01LW1200P0 LOCKWASHERSPLIT Z01HN1200PC NUTPLAINHEX Z8604T03A000 PLUGW/OHIJWTEMPS/D Z03PP1200CA PLUGPIPE Z8604T04A006 JWTHERMOSTAT170DEGF Z033189003 VALVETHERMOSHIPPEDLOOSE

Qty 8 8 8 8 24 24 1 1 1 1 2 1 8 1 1 1 1 1 1 1 6 1 1 1 1 8 4 16 1 1 1 1 8 8 2 1 2 1 1 8 8 8 1 1 1 8 8 8 1 1 1 1

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

14of28

PRELIMINARYRELEASE 6/17/09

Levelno. ..2 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ..2 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4

ItemNo. 78 79

69

80 81

82 83 84

82 85 84

86 84

82 85 84

53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 55

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z8604T05A203 INTERCOOLERWATERSYSSTD Z031386 CONNECTIONPUMP Z035420043 GASKETFLATSQ Z01CS0810PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z03PP0800SP PLUGPIPE Z03PP1600SP PLUGPIPE Z035424025 GASKETFLATRD Z01CS0814PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z031378 CONNECTIONWATER Z035420035 GASKETFLATSQ Z01CS0810PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z031863019 JOINT Z031377 CONNECTIONWATER Z035420022 GASKETFLATSQ Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z031863019 JOINT Z023101 CONNECTIONWATER Z035420022 GASKETFLATSQ Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z029397 CONNECTIONWATER Z035420022 GASKETFLATSQ Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z031863019 JOINT Z023101 CONNECTIONWATER Z035420022 GASKETFLATSQ Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z8604T06A203 INTERCOOLERWATERPUMP Z031458 PUMPCENT Z024043 SPACER Z035424028 GASKETFLATRD Z010146 CASINGCENTPUMP Z01CS0608PC BOLTHEXHEAD Z024047001 SHAFTPUMP Z024125 BEARINGROLLER Z024054 SPACERSLEEVE Z024126 BEARINGROLLER Z060910 LOCKWASHERTAB Z060909 NUTSELFLOCK Z002841 RETAINERBEARING Z4A2437 BOLTHEXHEAD Z109500 SEALWATER Z016879 IMPELLERPUMP Z022293 NUTPLAINHEX Z010139 COVERROUND Z035424028 GASKETFLATRD

Qty 1 1 1 4 4 2 1 1 8 8 1 1 4 4 1 1 1 4 4 1 1 1 4 4 1 1 4 4 1 1 1 4 4 1 1 1 1 1 8 1 1 1 1 1 1 1 6 1 1 1 1 1

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

15of28

PRELIMINARYRELEASE 6/17/09

Levelno. ....4 ....4 ..2 ...3 ..2

ItemNo.

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z01CS0608PC BOLTHEXHEAD Z03PP0200SP PLUGPIPE Z8604T07A203 INTRCOOLRWTRT'STAT130DEGF Z033469001 VALVETHERMOSHIPPEDLOOSE Z8604T08A003 JACKETWATERHEATERNONE

Qty 8 3 1 1 1

Unit EA EA EA EA EA

16of28

PRELIMINARYRELEASE 6/17/09

Levelno. .1 ..2 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3

ItemNo.

8 7

9 10

23 24 25 26 27

28 29

28

23 24 25 26 27

28 29

28

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z8605016 INTAKEANDEXHAUSTSYSTEMS Z8605COMA203 COMMONPARTS16GTLB/SGTB Z035398 GASKETFLAT Z01CS1016PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT Z027630 BRACKETANGLE Z027632 BRACKETANGLE Z01CS1014PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT Z003141 SHIMLAMINATED Z003142 SHIMSOLID Z01CS1016PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT Z032377002 HOSE Z034052014 CLAMPHOSE Z031362 ADAPTER Z035360 GASKETFLATRECT Z031363 ADAPTERCOOLING Z03PP0600CA PLUGPIPE Z03PP0400CA PLUGPIPE Z01CS0614PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT Z01HN0600PC NUTPLAINHEX Z031399 GASKETFLATRECT Z031263 INTERCLR Z01CS0610PC BOLTHEXHEAD Z01CS0616PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT Z01HN0600PC NUTPLAINHEX Z031399 GASKETFLATRECT Z01CS0610PC BOLTHEXHEAD Z01CS0616PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT Z01HN0600PC NUTPLAINHEX Z032377002 HOSE Z034052014 CLAMPHOSE Z031362 ADAPTER Z035360 GASKETFLATRECT Z031363 ADAPTERCOOLING Z03PP0600CA PLUGPIPE Z03PP0400CA PLUGPIPE Z01CS0614PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT Z01HN0600PC NUTPLAINHEX Z031399 GASKETFLATRECT Z031263 INTERCLR Z01CS0610PC BOLTHEXHEAD Z01CS0616PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT Z01HN0600PC NUTPLAINHEX Z031399 GASKETFLATRECT Z01CS0610PC BOLTHEXHEAD

Qty 1 1 1 32 32 1 1 8 8 2 6 4 4 1 2 1 1 1 2 1 22 22 22 1 1 20 12 32 12 1 20 12 32 12 1 2 1 1 1 2 1 22 22 22 1 1 20 12 32 12 1 20

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

17of28

PRELIMINARYRELEASE 6/17/09

Levelno. ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ....4 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ....4 ....4 ....4 ....4 ....4

ItemNo.

31 32 33 34

35 36

52 53

54 55 56 57

58 59 60

68 69

70 71 72 73

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z01CS0616PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT Z01HN0600PC NUTPLAINHEX Z031397 MANIFOLDINTAKE Z031398 MANIFOLDINTAKE Z034983001 GASKETFLAT Z030396 DEFLECTOR Z01CS0816PC BOLTHEXHEAD Z01CS0810PC BOLTHEXHEAD Z01CS0812PC SCREWCAP,12PT Z00FW0817P0 WASHERPLAIN Z01LW0800P0 LOCKWASHERSPLIT Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z03PP0400CA PLUGPIPE Z03PP0600CA PLUGPIPE Z029421 COVERROUND Z035424046 GASKETFLATRD Z01CS0818PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z03PP1200CA PLUGPIPE Z031356 CONNECTIONINTAKEAIR Z035424046 GASKETFLATRD Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z032377003 HOSE Z034052012 CLAMPHOSE Z026331 ADAPTERINLET Z035426004 GASKETFLATRD Z01CS1012PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT INLETAIRCONNECTORKIT Z017657 KITSHIPPEDLOOSE Z034690001 MANIFOLDEXHAUST Z033756 GASKET Z027302 ELBOWENGINEEXH Z08PP0800CS PLUGPIPE Z034501 BOLTHEXHEAD Z026476 WASHERPLAIN Z03PP0600CA PLUGPIPE Z03PP2400CA PLUGPIPE Z031357 EXTENSIONBREATHER Z035345 GASKETFLATRD Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z021365 BREATHER Z021360 HOUSING Z021362 COVERROUND Z035423028 GASKETFLATRD Z01CS0810PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT

Qty 12 32 12 1 1 32 16 64 55 9 9 64 64 64 2 2 2 2 16 16 16 2 2 2 16 16 2 4 1 1 12 12 1 1 32 16 16 128 128 2 2 1 1 8 8 1 1 1 1 6 6

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

18of28

PRELIMINARYRELEASE 6/17/09

Levelno. ....4 ....4 ....4 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3

ItemNo. 74 75 76 77

78

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z021363 ELEMENTOILSTR Z14TJ1608MA COUPLINGPIPEREDN Z021364 TRAP Z035423014 GASKETFLATRD Z01CS0812PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z11TN1214SP NIPPLEPIPE Z111351 VALVEGATE Z13TE1200MA ELBOWPIPETHDED Z12TN1238SP NIPPLEPIPE Z11TE1200MA ELBOWPIPETHDED Z02800746 NIPPLEPIPE Z031863010 JOINT Z02800735 NIPPLEPIPE Z13TE1200MA ELBOWPIPETHDED CRANKCASEMANOMETER Z002473010 MANOMETER Z02MS0412CC SCREWMACHINE

Qty 1 1 1 1 6 6 1 1 1 1 1 1 1 1 1 1 2

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

19of28

PRELIMINARYRELEASE 6/17/09

Levelno. ..2 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4

ItemNo. 1 3 4 5

11 12

11 22

101

61 84

83

85 83 87 83 88 111

118 114 119 110 117

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z8605T01J203 ELLIOTTURBO&PARTS16SGTD Z031352 BRACKETANGLE Z0312220022 PLATEMOUNTING ZELBHB37044 TURBO,BC370HIB805SD0HX193LA75NTACH Z023163 SHIMSOLID Z023164 SHIMSOLID Z01CS1020PC BOLTHEXHEAD Z00FW1028P0 WASHERPLAIN Z01LW1000P0 LOCKWASHERSPLIT Z4A1777 SHIMLAMINATED Z01CS1020PC BOLTHEXHEAD Z00FW1028P0 WASHERPLAIN Z01LW1000P0 LOCKWASHERSPLIT Z035314 GASKETFLATOVAL Z031315 ADAPTERTURBOCHGR Z01CS0812PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z035314 GASKETFLATOVAL Z031366 ADAPTERTURBOCHGR Z01CS0812PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z031029 SPOOL Z01CS1026PC BOLTHEXHEAD Z01HN1000PC NUTPLAINHEX Z01CS0812PC SCREWCAP,12PT Z023160 CONNECTIONEXHAUST Z01CS0812PC SCREWCAP,12PT Z031465 PIPINGPREFAB Z01CS1020PC BOLTHEXHEAD Z01HN1000PC NUTPLAINHEX Z01LW1000P0 LOCKWASHERSPLIT Z02WF320015 FLANGERAISEDF Z034229003 GASKETSPIRALWND Z01CS1020PC BOLTHEXHEAD Z01HN1000PC NUTPLAINHEX Z01LW1000P0 LOCKWASHERSPLIT Z031286 JOINTEXPANSION Z034229003 GASKETSPIRALWND Z031464 PIPINGPREFAB Z034229003 GASKETSPIRALWND Z040040001 INSULATIONBLANKETKIT Z040035001 WASTEGATEKIT Z040035002 LEVERWASTEGATERELOCATION Z040035003 PACKINGGLANDWASTEGATE Z040035004 BUSHINGWASTEGATE Z040035005 BRACKETWASTEGATECONVERSION Z040035006 RODWASTEGATECONTROL(26") Z040035007 BRACKETWASTEGATEACTUATOR Z040035008 ACTUATORVITONWASTEGATE Z040035009 LEVERWASTEGATE Z00FW0613P0 WASHERPLAIN Z00FW1028P0 WASHERPLAIN

Qty 1 1 1 1 1 12 4 4 4 2 2 2 2 1 1 4 4 1 1 4 4 1 12 12 12 1 10 1 8 8 8 1 1 4 4 4 1 2 1 1 1 1 1 2 2 1 1 1 1 1 5 10

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

20of28

PRELIMINARYRELEASE 6/17/09

Levelno. ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ....4 ...3

ItemNo.

115 112 116 113 86

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z01CS0408PC BOLTHEXHEAD Z01CS0508PC BOLTHEXHEAD Z01CS0608PC BOLTHEXHEAD Z01CS0612PF BOLTHEXHEAD Z01CS0618PC BOLTHEXHEAD Z01CS1016PC BOLTHEXHEAD Z01EN0600PC NUTPLAINHEX Z01HN0600PC NUTPLAINHEX Z01LW0400P0 LOCKWASHERSPLIT Z01LW0500P0 LOCKWASHERSPLIT Z01LW0600P0 LOCKWASHERSPLIT Z01LW1000P0 LOCKWASHERSPLIT Z653431000 PACKING Z011498 RODEND Z011499 RODEND Z01HN0600PF NUTPLAINHEXRH Z09HN0600PF NUTPLAINHEXLH Z757883 VALVEWASTE

Qty 1 5 5 2 2 1 2 2 1 5 7 1 2 1 1 1 1 1

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

21of28

PRELIMINARYRELEASE 6/17/09

Levelno. ..2

ItemNo.

...3 ...3 ...3 ...3 ...3 3 3 ...3 ...3 3 3 3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ..2 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3

89 90 91

93 95

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z8605T02G203 OIL&WTRLINESELLIOTTCPSFTGS CRANKCASEMANOMETERFITTINGS ANDTUBING Z061397022 ELBOWMTUBING Z061397018 ELBOWMTUBING Z06TU0502401 TUBINGSTAINLESS Z061369022 CONNECTORMALENPT LOSUPPLYLINETOTURBOCHARGER Z22TN0832SP NIPPLEPIPE Z401V010001 VALVESWINGCHECK Z061369047 CONNECTORMALENPT Z061410018 ELBOWMTUBING Z16TU07T3161 TUBINGSTAINLESS Z11TT0800MA TEEPIPETHDED Z01PP0800SP PLUGPIPE Z22TN0838SP NIPPLEPIPE LODRAINLINEFROMTURBOCHGR 401H003102 FITTING45DEGREE 401H003013 FLEXIBLEHOSE Z023165 FLANGEFFDMD Z035421053 GASKETFLATOVAL Z01CS1012PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT JWSUPPLYLINETOTURBOCHARGER 401H003102 FITTING45DEGREE 401H003012 FLEXIBLEHOSE Z023603 FLANGE Z035377 GASKET Z03PP1000CA PLUGPIPE Z04CS0810PC SCREWSOCKETHD Z01CS1010PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT JWLINESOUTOFTURBOCHARGER 401H003101 FITTINGSTREETELBOWADAPTOR 401H003100 FITTINGSTRAIGHTADAPTOR 401H003011 FLEXIBLEHOSE THERMOCOUPLESTYPEJ Z8605T04A202 Z3A2627 TEECONDUIT Z005168 ELBOWCONDUIT Z3A2644 COVEROUTLETBDY Z3A2630 BUSHINGCONDUIT Z02804404 NIPPLECONDUIT Z02804413 NIPPLECONDUIT Z02804426 NIPPLECONDUIT Z02804410 NIPPLECONDUIT Z11TB1006MA BUSHINGPIPEREDN Z004193 TEECONDUIT Z010649 UNIONCONDUIT Z104345 STRAPPIPE Z01CS0406PC BOLTHEXHEAD Z00FW0309P0 WASHERPLAIN Z01LW0400P0 LOCKWASHERSPLIT

Qty Unit 1 EA

1 1 1 1 1 1 2 2 10 1 1 1 2 1 1 1 2 2 2 1 1 1 1 2 2 2 2 2 2 1 15 2 17 17 13 2 1 1 2 1 1 10 10 10 10

EA EA FT EA EA EA EA EA FT EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA FT EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

22of28

PRELIMINARYRELEASE 6/17/09

Levelno. ...3 ...3 ..2 ..2

ItemNo. 96 97

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z006093 THERMOCPLE Z028510 THERMOCPLE Z8605T05A000 FILTERAIRNONE Z8605T06A000 FLEXIBLEEXHAUSTCONNECTIONNONE

Qty 16 3 1 1

Unit EA EA EA EA

23of28

PRELIMINARYRELEASE 6/17/09

Levelno. .1 ..2 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3

ItemNo.

24

28

29

30

31

10

32 10

10

33 10

34

10

35

36

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z8606016 GASSUPPLYSYSTEM Z8606COMA203 COMMONPARTS16CLY.T'CHGD. Z034767001 GOVENOR&FUELCONTROLVALVE Z040039001 HEADERGAS(CROSSOVER) Z01CS1024PC BOLTHEXHEAD Z01LW1000P0 LOCKWASHERSPLIT Z01HN1000PC NUTPLAINHEX Z030197 BRACKETHEADER Z01CS0810PC BOLTHEXHEAD Z00FW0817P0 WASHERPLAIN Z01LW0800P0 LOCKWASHERSPLIT ZR4933 BOLTU Z01LW0600P0 LOCKWASHERSPLIT Z00FW0616P0 WASHERPLAIN Z01HN0600PC NUTPLAINHEX Z030212 BRACKETANGLE Z01CS0810PC BOLTHEXHEAD Z00FW0817P0 WASHERPLAIN Z01LW0800P0 LOCKWASHERSPLIT ZH13265 BOLTU Z00FW0616P0 WASHERPLAIN Z01LW0600P0 LOCKWASHERSPLIT Z01HN0600PC NUTPLAINHEX Z035420009 GASKETFLATSQ Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z031276 PIPESUPPLY Z035420009 GASKETFLATSQ Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z035420009 GASKETFLATSQ Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z031275 PIPESUPPLY Z035420009 GASKETFLATSQ Z01CS0816PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z031277 MANIFOLDGAS Z007102 FLANGEBLIND Z031196 FLANGEFFSQ Z035420009 GASKETFLATSQ Z01CS0816PC BOLTHEXHEAD Z01HN0800PC NUTPLAINHEX Z01LW0800P0 LOCKWASHERSPLIT Z027972 GASKETFLATRECT Z01CS0828PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z031087 JUMPERGASHEADER

Qty 1 1 1 1 8 8 8 1 3 3 3 1 2 2 2 1 2 2 2 2 4 4 4 1 4 4 4 1 1 4 4 4 1 4 4 4 1 1 4 4 4 2 2 2 2 8 8 8 16 32 32 16

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

24of28

PRELIMINARYRELEASE 6/17/09

Levelno. ...3 ...3 ...3 ..2 ..2 ...3 ..2 ...3 ...3 ...3 ...3 ...3 ...3 3 ...3 ...3 ...3 ...3

ItemNo. 37 37

38

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z034228 GASKET Z034228 GASKET Z04CS0608PC SCREWSOCKETHD Z8606T03A001 GASSHUTOFFVALVENONE Z8606T04A203 GASORIFICESSTD Z031905008 ORIFICEPLATE Z8606T05A203 CONTROLTUBINGCPSFITTINGS GASVENTHEADER Z040086001 HEADERGAS Z03PP0200SP PLUGPIPE Z023416 STRAPPIPE Z01CS0404PC BOLTHEXHEAD Z01LW0400P0 LOCKWASHERSPLIT Z061369008 CONNECTORMALENPT Z061397007 ELBOWMTUBING Z04TU0402401 TUBINGSTAINLESS Z061369022 CONNECTORMALENPT Z061416010 TEEUNION Z06TU0402401 TUBINGSTAINLESS

Qty 16 16 32 1 1 16 1 2 2 8 8 8 16 16 16 2 1 6

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA FT EA EA FT

25of28

PRELIMINARYRELEASE 6/17/09

Levelno. ..2 ...3 ...3 3 3 ...3 ...3 ...3 ....4 ....4 ....4 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ....4 ....4 ....4 ...3 .1 ..2 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 3 ...3 ...3 ...3 ..2 ...3 ...3 ...3 3 3 3 ...3 ...3 ...3

ItemNo.

39C 39B 39A 39 40

41 42

44 43

5 6

28 15

1 3 7

22

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z8606T06G203 PRECHAMBERTUBINGCPSFITTINGS Z061397028 ELBOWMTUBING Z08TU0502401 TUBINGSTAINLESS Z040080 FLANGETAP Z658532002 BOOSTERRELAY Z031829015 ORIFICEPLATE Z031904 FILTERGAS Z033154001 HEADERGAS Z061369012 CONNECTORMALENPT Z061171004 PLUGTUBING Z061369010 CONNECTORMALENPT Z10TR0804MA REDUCERPIPETHDED Z030901 SUPPORTANGLE Z002120 BOLTU Z01HN0400PC NUTPLAINHEX Z01LW0400P0 LOCKWASHERSPLIT Z01CS0810PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z04TU0402401 TUBINGSTAINLESS Z034220 VALVECHECK Z034219 VALVECHECK Z031666 NUTFUELLINE Z031667 CONNECTIONFUELLINE Z909981104 GASKETFLATRD Z8607016 IGNITIONSYSTEM(16SGTD) Z8607COMA202 COMMONPARTS16CYLINDER Z035389 GASKETFLAT Z01CS0810PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z03PP0400CA PLUGPIPE Z035389 GASKETFLAT Z01CS0810PC BOLTHEXHEAD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z4A2629 PLATE Z035420005 GASKETFLATSQ Z01CS0608PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT Z019601 COVERROUND Z035352 GASKETFLAT Z01CS0808PC SCREWCAP,12PT Z01LW0800P0 LOCKWASHERSPLIT Z8607T01G203 CPU95IGNITION(16CYL.) Z033105001 COVER Z009652002 PLATEADAPTER Z034684015 CONTROLTIMING Z01CS0512PC CAPSCREW Z01LW0500P0 LOCKWASHERSPLIT Z01HN0500PC NUTPLAINHEX Z034685001 MODULEDISPLAYSHIPPEDLOOSE Z040011001 BRACKET Z01CS0818PC BOLTHEXHEAD

Qty 1 1 2 1 L 1 1 1 1 1 16 1 4 4 8 8 8 8 16 16 16 16 16 16 1 1 1 10 10 1 1 6 10 4 2 2 8 8 1 1 4 4 1 1 1 1 4 4 4 1 1 4

Unit EA EA FT EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA FT EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

26of28

PRELIMINARYRELEASE 6/17/09

Levelno. ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 ...3 3 3 3 ...3 3 3 ...3 ...3 3

ItemNo. 19 20 17 18

8 9

24

10 11

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z01LW0800P0 LOCKWASHERSPLIT Z033792002 PICKUPMAGNETIC Z034072003 CABLESHIELDED Z032616 MAGNET Z034214001 PICKUP Z034224003 CABLESHIELDED Z033794 PINRESET Z02HN0400PC NUTPLAINHEX Z040013001 Cable(CPU95TOJBox) Z040018001 JunctionBoxEZRail(16SGTD) Z01CS0512PC CAPSCREW Z01LW0500P0 LOCKWASHERSPLIT Z01HN0500PC NUTPLAINHEX Z040009001 Bracket(JboxMounting) Z01CS0810PC CAPSCREW Z01LW0800P0 LOCKWASHERSPLIT Z040014001 Cable(JBoxtoEZRail) Z040019001 HeaderEZRail(16SGTD) Z08VS0508PC BOLTCARRAIGE

Qty 4 2 2 1 1 1 1 1 1 1 4 4 4 1 2 2 2 2 16

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

27of28

PRELIMINARYRELEASE 6/17/09

Levelno. 3 ...3 3 3 3 ...3 ...3 ...3 ...3 ...3 3 ..2 ...3 ...3 3 3 3 3 3 .1 ..2 ...3 ...3 ...3 ...3 ...3 ..2 ...3 ....4 ...3 ...3 3 3 ..2 ...3 3 3 ...3 ...3 ..2 ...3 ...3 ...3 ...3 ..2 ...3 ...3 ..2 3 3 3

ItemNo. 25

12 23

13 14 16 26 27

4 5

32 1 3 6 6

7/8 11/13 12/14

18 19

20 21 22

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z01EN0500PC NUTSTOPELASTIC Z040010001 Bracket(EZRailtoUnit) Z01CS0816PC CAPSCREW Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAINHEX Z040017001 CablePrimaryIgnition(Shielded) Z040012001 Bracket(MagneticPickup,Gov.10) Z913942010 STUD Z01LW0800P0 LOCKWASHERSPLIT Z01HN0800PC NUTPLAIN Z028989001 COIL Z8607T02G203 ShieldedSecondaryIgintionModule Z040020001 Lead,SparkPlug,Shielded Z040021001 SparkPlug,Shielded Z031183 COVER Z035384 GASKET Z01CS0816PC CAPSCREW Z01CS0814PC CAPSCREW Z01LW0800P0 LOCKWASHERSPLIT Z8608016 FLYWHEELANDSTARTINGSYSTEM Z8608COMA000 COMMONPARTSVEE Z003821 BOLTFITTED Z003822 WASHERPLAIN Z01CS0606PC BOLTHEXHEAD Z01LW0600P0 LOCKWASHERSPLIT ZH7611A LEVERBARRING Z8608T01A000 FLYWHEELENGINEMTDSTARTER Z033301 FLYWHEEL Z025997 GEARRING Z034087004 POINTER Z034087002 POINTER Z01CS0606PC BOLTHEXHEAD Z01LW0606P0 LOCKWASHERSPLIT Z8608T02A000 BRKTS2ENGINEMTDIRSTARTERS Z031186 BRACKETANGLE Z026012 SHIMSOLID Z026037 SHIMLAMINATED Z01CS1226PC BOLTHEXHEAD Z01LW1200P0 LOCKWASHERSPLIT STARTERS2ENGMTDIR Z8608T03A000 Z031839 MOTORSTARTING Z031834 MOTORSTARTING Z01CS1018PC BOLTHEXHEAD Z01EN1000PC NUTPLAINHEX Z8608T04A000 VLVS2IRSTARTRS Z030034 STRAINERINLINESHIPPEDLOOSE Z033193001 VALVEAIRSTGSHIPPEDLOOSE Z030421 LUBRICATORSHIPPEDLOOSE Z8608T05B000 BARRINGDEVICESKIDMTD Z026010 STUDDOUBLEEND Z01HN1200PC NUTPLAINHEX Z01LW1200P0 LOCKWASHERSPLIT

Qty 16 8 8 8 8 16 1 2 2 2 16 1 16 16 2 2 6 6 12 1 1 10 10 4 4 1 1 1 1 1 1 4 4 1 2 8 4 4 4 1 1 1 6 6 1 2 2 2 1 2 2 2

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

28of28

PRELIMINARYRELEASE 6/17/09

Levelno. 3 .4 ....4 .4 .4 .4 .4 .4 .4 3 3 .1 ..2 ..2 ..2 .1 ..2 ..2 ..2 ..2 ..2 .1 ..2 ..2

ItemNo. 23 24 25 26 27

PDVSA (2)16SGTD'sSuperiorGasEngines SerialNumbers:355319E&355329E PartNumber Description Z040043001 BARRINGDEVICEASSY Z025838 SUPPORTBARRING ZT241 PINPIVOT Z08CP0800SP PINCOTTER ZT240 LEVERSTRAIGHT ZBM10046 FITTINGGREASE ZT242A PINDOWEL Z01RP163600 PINROLL ZH62371 DOG Z01CS1224PC BOLTHEXHEAD Z01LW1200P0 LOCKWASHERSPLIT Z8609016 PLATFORMRAILSLADDERS Z8609T01A001 BRACKETSNONE12&16CYLINDER Z8609T02A000 RAILSETCNONE12&16CYLINDER Z8609T03A000 PLATFORMSNONE12&16CYLINDER Z8610016 ENGINETOOLS Z8610T01B000 ENGINETOOLSVee Z8610T02B000 TORQUEWRENCHWithExtensions Z8610T03B000 WEBDEFLECTIONGAUGE Z8610T04C003 PRECHAMBERTOOLS Z8610T05C006 TURBOTOOLSElliott Z8698016 ENGINETESTS Z8698T01A006 TESTVARIABLESPEEDES401412&16CYL Z8698T02A000 TESTSPECIAL12&16CYLINDER

Qty 1 1 1 2 1 1 1 1 1 2 2 1 1 1 1 1 1 1 1 1 1 1 1 1

Unit EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA EA

8600SERIESSKETCHES

8601SERIESSKETCHES

8603SERIESSKETCHES

8604SERIESSKETCHES

8605SERIESSKETCHES

8606SERIESSKETCHES

8607SERIESSKETCHES

8608SERIESSKETCHES