SECTION 4.

30
LUBRICATION SYSTEM MAINTENANCE

OIL PREHEAT/PRELUBE PRELUBE (FOR AUTOMATIC START UNITS)

These engines can be equipped with a preheat and/or Oil is drawn from the crankcase drain by the prelube
prelube system (see Figure 4.30-1). This system con- pump and delivered to the oil heater (if equipped).
sists of the following component parts: From the heater, oil is directed to a pair of solenoid
valves; one of which controls the oil flow during pre-
Prelube pump (electric motor driven) heat and the other which controls the oil flow during
Oil heater (thermostatically controlled immersion- prelube. During the prelube mode, the preheat sole-
type) noid valve is closed and the prelube solenoid valve is
open. This allows oil flow from the pump, through the
Solenoid valves (two) heater (if equipped) and solenoid valve back to the
Check valve engine oil gallery.
A check valve is used between the engine oil gallery
OIL TO SUMP and the prelube solenoid valve to prevent flooding the
(PREHEAT) OIL TO ENGINE OIL turbocharger during the preheat cycle.
GALLERY (PRELUBE)
OIL PRESSURE GAUGE
It is recommended that an oil pressure differential
gauge be installed to monitor the oil pressure differen-
tial (P) between the oil inlet and outlet of the oil filter
assembly (see Figure 4.30-2). The engine must be
shut down to service the cleanable oil filters.

OIL FROM SUMP

Figure 4.30-1 Oil Prelube/Preheat Unit

OPERATION
Preheat the oil for startup at temperatures below 10 C
(50 F).
Oil is drawn from the crankcase drain plug outlet by PRESSURE GAUGE
the prelube pump and delivered to the oil heater. From
the heater, oil is directed to a pair of solenoid valves; Figure 4.30-2 Oil Pressure Differential Gauge
one of which controls the oil flow during preheat and Installation
the other which controls the oil flow during prelube.
During the preheat mode, the preheat solenoid valve
is open and the prelube solenoid valve is closed. This
allows oil flow from the pump, through the heater and
solenoid valve, back to the engine sump.

FORM 6284 Third Edition 4.30-1

LUBRICATION SYSTEM MAINTENANCE
OIL SPECIFICATIONS
The performance of a
CAUTION lubricant, like that of
any manufactured product, is the responsibility of
the refiner and supplier.
There are hundreds of commercial crankcase oils
marketed today. Engine manufacturers or users can-
not completely evaluate the numerous commercial
oils. The current edition of the EMA Engine Fluids
Data Book is available for purchase from:
Engine Manufacturers' Association
Two North LaSalle Street
Chicago, IL 60602
Phone (312) 827-8700
Fax (312) 827-8737
Email: ema@enginemanufacturers.org
www.enginemanufacturers.org
This section provides a tabulation of lubricant produc-
ers and marketers, together with the performance
classification for which the producers have indicated
their products are qualified.
The performance of a lubricant, like that of any manu-
factured product, is the responsibility of the refiner and
supplier.
The Waukesha Engine Warranty is limited to the repair
or replacement of parts that fail due to defective mate-
rial or workmanship during the warranty period. The
Waukesha Warranty does not include responsibility for
satisfactory performance of the lubricating oil.
With the exception of cogeneration and special or pro-
totype installations, Waukesha Engine has made it a
practice not to recommend oil by brand name.
OIL DESIGNATIONS
Oil is designated in several ways: American Petroleum
Institute (API), Society of Automotive Engineers
(SAE), American Society for Testing and Materials
(ASTM) performance classifications and Military Des-
ignation. Since no gas engine industry oil performance
designations exist, it is the responsibility of the engine
operator to verify with their oil supplier, that the oil they
select has proven field performance in their specific
engine make and model.
4.30-2
OIL ADDITIVES
Quality oils formulated specifically for natural gas
engines have sufficient additives to meet require-
ments. Waukesha does not recommend the addition of
oil additives to these quality oils.
OIL RECOMMENDATIONS
Waukesha recommends the use of oil formulated spe-
cifically for gas engines and meeting minimum ash
requirements based on engine makes and models
(see Table 4.30-1 and Table 4.30-2). The ash forming
constituents in oil formulations provide detergency,
corrosion protection and anti-wear protection. In addi-
tion, the ash produced during combustion of these
additives will provide protection against valve face and
seat recession.
Waukesha engines use
CAUTION specifically formulated
gas engine oils. Waukesha Engine does not rec-
ommend gasoline or diesel oil formulations for
use with its engines. Use of gasoline or diesel oil
formulations may cause severe engine damage.
CATALYST CONTAMINANTS
The following contaminants are known catalyst deacti-
vators and should be avoided when selecting lubricat-
ing oils for installations with catalysts since they
contribute to shortened catalyst life: heavy and base
metals such as lead, mercury, arsenic, antimony, zinc,
copper, tin, iron, nickel, chrome, sulfur and phospho-
rus. These individual elements should not exceed
1 ppm or collectively exceed 5 ppm at the catalyst
inlet. Specific exceptions: phosphorus or silicon com-
pounds at the catalyst inlet are not to exceed 1 ppm
and sulfur compounds at the catalyst inlet are not to
exceed 100 ppm.
Do not confuse the concentration of these elements
AT THE CATALYST INLET with the concentration of
these elements in the oil itself.
FORM 6284 Third Edition
 LUBRICATION SYSTEM MAINTENANCE

Table 4.30-1 Oil Recommendations By Model And Fuel

MODEL/FUEL OIL REQUIREMENTS

VGF F18, H24, G, GL, GLD Naturally Aspirated and NATURAL GAS - Oil with a nominal 1% sulfated ash by weight. This gas engine
Turbocharged/Natural Gas oil must use highly refined mineral oil base with a minimum of 0.5% and a maxi-
VGF L36, P48GL, GLD mum of 1.0% sulfated ash by weight, with both metallic and ashless additive sys-
Turbocharged/Natural Gas (1)(2)(3) tems. A maximum of 0.10% zinc is recommended.
NATURAL GAS Oil with a nominal 0.5% sulfated ash by weight. This gas engine
VGF F18, H24, L36, P48 GSID, oil must use highly refined mineral oil base with a minimum of 0.35% and a maxi-
Turbocharged/Natural Gas (1)(2)(3) mum of 0.5% sulfated ash by weight, with both metallic and ashless additive sys-
tems. A maximum of 0.10% zinc is recommended.
NOTE: (1) The quality of oil filtration will directly affect engine component life. Waukesha's basic filtration requirement is 90% efficient at
15 microns for all full flow elements, and 98% efficient at 25 microns for cleanable metal mesh elements. Waukesha's complete oil
filter performance specification is shown in Waukesha specification sheets S08486 and S08486-1.
(2) See Maintenance Schedule on page 4.60-1 in this manual for change intervals.
(3) See Table 4.30-5 for condemning limits.

normal and extended oil drain, and oil filter element

Table 4.30-2 Oil Ash Content
change intervals.
VGF MODEL SULFATED ASH % (1)(2) It is recommended that oil analysis be used to deter-
F18, H24, L36, P48 G, GL, GLD 0.45 0.75 mine when condemning limits are reached.
F18, H24, L36, P48 GSID 0.35 0.50
NOTE: (1) Oils must be specifically formulated for gas engines WAUKESHA COGENERATION
using highly refined mineral oil base stocks. The ash INSTALLATIONS OIL RECOMMENDATIONS
requirements are a percentage by weight with both
metallic and ashless additive systems. A maximum of Waukesha Engine does not ordinarily recommend oils
0.10% zinc is recommended. by brand name. However, based on actual field experi-
(2) Oil with 0.35% ash or less may be used in naturally ence, the oils listed in Table 4.30-3 are specified for
aspirated and catalyst equipped naturally aspirated or
turbocharged engines with the understanding that valve
cogeneration installations with forced hot water cool-
recession may occur, thus shortening the normally ing systems 100 129 C (212 265 F) or ebullient
expected valve and seat life. cooling 121 C (250 F).

OIL FILTRATION REQUIREMENTS Table 4.30-3 Recommended Oils For Cogeneration

Applications (Using Pipeline Quality Gas)
The quality of oil filtration will directly affect engine
component life. PERCENT OF
BRAND TYPE
SULFATED ASH
Waukesha's basic filtration requirement is 90% effi-
Chevron HDAX Low Ash SAE 40 0.50
cient at 15 microns for all full flow sock and paper ele-
ments, and 98% efficient at 25 microns for cleanable Estor Super SAE 40 0.45
full flow metal mesh elements. Mesh or screen sizes Estor Elite (Synthetic) SAE 20 0.45
W40
larger than 25 microns are not acceptable.
Estor Select 40 SAE 40 0.95
Oil filter elements should be changed when the oil is Mobil Pegasus 1 SAE 15
(Synthetic) W40 0.48
changed or when the pressure drop across the oil filter
exceeds 24 psi (165 kPa). Mobil Pegasus 805 SAE 40 0.48
Mobil Pegasus 710 (89) SAE 40 0.99
Waukesha's complete oil filter performance specifica-
Petro Canada, CG40 SAE 40 0.92
tion is shown in Waukesha specification sheets
Q8 Mahler HA (Europe only) SAE 40 0.90
S08486 and S08486-1.
Q8 Mahler MA (Europe only) SAE 40 0.55
EXTENDED OIL DRAIN INTERVALS Shell Mysella MA SAE 40 0.90
SIPC (Outside USA only)
Extended oil drain intervals are not recommended
It is especially important that the oils used in cogenera-
unless a Waukesha Microspin centrifuge, as well as
tion applications utilize base stocks with good thermal
Waukesha supplied oil filtration components, are
stability. With a minimum of 4000+ hours of experi-
installed. The Microspin centrifuge, in conjunction with
ence, the oils listed in Table 4.30-3 are known to give
Waukesha supplied oil filtration components, will
satisfactory performance in high temperature cooling
remove spent additives, and other by-products of com-
systems' applications.
bustion, allowing an increase in scheduled oil drain, and
oil filter element change intervals. See Table 4.30-8 and Additions to the list of approved oils may be made if
Table 4.30-9 for the maximum number of hours between substantiating data is provided for an oil meeting the
following criteria:

FORM 6284 Third Edition 4.30-3

LUBRICATION SYSTEM MAINTENANCE
Used in similar applications 100 C (212 F) to
129 C (265 F) jacket water temperatures.
Minimum of 6 months operation. Documented with
engine inspection data.
No signs of oil degradation or lacquering problems
(based on normal oil change interval, the engine
should be clean).
SOUR GAS, DIGESTER GAS, AND
LANDFILL GAS OIL
RECOMMENDATIONS
WARNING
Waukesha Engine assumes no liability or respon-
sibility for damage to the environment, or personal
injury caused by using landfill gases or sour
gases. It is the customer's sole responsibility to
carefully analyze any gases they chose to use.
Use of these gases is at the customer's own risk.
Disregarding this information could result in
severe personal injury or death.
Alternate fuel sources are attracting increasing interest
today as a low cost fuel or because of environmental
concerns. Waukesha, being the leader in developing
engine systems to accommodate these alternate fuels,
is aware of problems due to sulfur compounds (H2S,
etc.), siloxanes and halide constituents in these fuels.
Hydrogen sulfide (H2S), siloxanes and total organic
halide as chloride (TOH/CI) bring with them totally dif-
ferent problems to the engine and lubricating oils.
Waukesha has limited fuel trace gases to the follow-
ing:
NOTE: Waukesha currently does not limit total
siloxane content in the fuel gas used in VGF engines.
Sulfur bearing compounds (H2S, etc.) content in fuel
gas to 0.1%, (1000 ppm) by volume. However, it is
not unusual to encounter biomass gas, or field gas,
with much higher percentages of sulfur bearing
compounds (H2S, etc.). Gas exceeding 0.1% sulfur
bearing compounds must be treated.
Maximum organic halide content, expressed as
chloride, (TOH/CI) in landfill gas is limited to
150 micrograms per litre (g/l).
Maximum liquid fuel hydrocarbons at the coldest
expected engine mounted regulator fuel outlet tem-
perature are limited to 2% total by gaseous volume.
Maximum permissible free hydrogen content is 12%
by volume.
4.30-4
When dealing with halogens or halogen compounds in
landfill gas, the subject becomes too complicated to
address here as it relates to the selection of a lubricat-
ing oil, used oil analysis, and drain interval. It follows
that those customers operating on landfill gas review
Waukesha Engine's Fuel Specification S7884-7 (or
current revision) to fully understand the ramifications
of operating an engine on landfill gas. This section, as
well as Service Bulletin 9-2701, prescribes specific
fuel gas sampling techniques, fuel gas analysis, han-
dling of abrasive fuel constituents, and limitations on
total organic halide as chloride, to achieve reasonable
engine life. Lubricating oil requirements change as the
TOH/CI increases.
RECOMMENDED OIL FOR LANDFILL GAS
APPLICATIONS
Table 4.30-4 Landfill Gas Applications Recommended
Oil
PERCENT OF
BRAND TYPE
SULFATED ASH
Mobil Pegasus 610 (446) SAE 40 0.98
Mobil Pegasus 605 (426) SAE 40 0.48
Chevron HDAX LFG SAE 40 0.71
Waukesha recommends lubricating oils specifically for-
mulated for landfill gas (see Table 4.30-4). However,
care must be taken that oils formulated for a particular
fuel type not be used beyond their recommendations.
When used outside of their recommendations, some
landfill gas formulated oils can cause excessive build-
up of abnormal ash deposits in the combustion cham-
ber. Landfill gas engine oils should only be used for
engines applied to landfill gas operation, not digester
gas operation.
The best approach would be to filter or absorb corro-
sives in the fuel gas before they reach the engine.
There are increasing claims for filtration and absorp-
tion by various companies manufacturing and promot-
ing these types of product. Waukesha makes no
endorsement of these products or services. Their per-
formance is solely the responsibility of their manufac-
turers.
FORM 6284 Third Edition

RECOMMENDATIONS FOR FUEL GAS
FILTRATION OF SOLIDS AND LIQUIDS
Solid Particulate Removal:
Coalescer shall have an absolute rating of 5 microns
(0.3 microns for landfill applications) for solid particu-
late removal.
Liquid And Aerosol Removal From Fuel Gas:
Coalescer shall remove entrained liquid and aerosol
contaminants of 0.3 m (micron) or larger.
Fuel gas compressor lubricating oil carryover must
be removed from the fuel stream. A coalescing filter
with a 0.3 micron rating is adequate in most cases.
Even though this oil is hydrocarbon based and com-
bustible, it contains an additive package with cal-
cium and other undesirable elements and
compounds. Failure to remove this carryover oil can
lead to fuel regulator problems, excessive spark
plug and combustion chamber deposits, cylinder
varnish, ring sticking, and other problems.
Liquid water is not allowed in the fuel because it fre-
quently results in fouling and corrosion. Particular
attention must be paid to landfill and digester gases
since these gases are commonly received saturated
with water. To insure that no liquid water forms in the
fuel system, Waukesha specifies that the dew point
of the fuel gas should be at least 11 C (20 F) below
the measured temperature of the gas before all
engine mounted regulators and engine remote regu-
lator pilot valves (if so equipped). On engines without
prechamber fuel systems, saturated fuel gas (100%
relative humidity) at the carburetor inlet is acceptable.
A 0.3 micron coalescing filter will remove any liquid
water droplets being carried along with the fuel
stream. The water content of the gas can then be
reduced to an acceptable level by several methods.
A. Condensation of excess moisture by refrigerat-
ing the fuel gas to no higher than 4 C (40 F)
followed by reheating of the gas to 29 35 C
(85 95 F). This process will also remove sig-
nificant amounts of halogenated and heavy
hydrocarbons and volatile siloxanes.
B. Selective stripping with a chemical process.
C. By heating: If the gas is 17 C (30 F) or more
above the ambient temperature, it can be
cooled by passing it through a heat exchanger
or refrigeration system, then reheated, in man-
ner similar to Step A. If the gas is 11 C (20 F)
or more below the ambient temperature, it can
be heated. In both cases, the fuel system after
the heating operation should be insulated. Heat-
ing of the fuel gas is limited to the maximum
allowable temperature of 60 C (140 F).
FORM 6284 Third Edition
LUBRICATION SYSTEM MAINTENANCE
Glycol is not permitted in fuel gas because it can
affect the engine in adverse ways. The lubricating
qualities of the oil may be reduced, resulting in bear-
ing failure, piston ring sticking, excessive wear, and
other problems. A 0.3 micron rated coalescing filter
will remove liquid glycol from the fuel stream.
Design Criteria:
Coalescer filter housing is to be of the cylindrical type,
vertically mounted. The housing shall contain two
sump chambers, such that the lower sump collects
heavier liquid dropouts immediately downstream of the
gas inlet, while the upper sump collects liquids drain-
ing off the coalescer cartridge(s).
The coalescer design shall utilize an inside to outside
gas flow path through the coalescer cartridge.
Recommended Coalescing Filter:
Pall Process Filtration Company
Model CC3LG7A
The following recommendations will minimize corro-
sion problems normally encountered with fuel gas con-
taining H2S and TOH/CI:
Recommendation #1
Select a gas engine lubricating oil with a high alkalinity
reserve, 7 to 13 Total Base Number (TBN). Alkalinity
reserve in the oil is measured in TBN. The higher the
TBN, the more reserve.
Contact your oil supplier or consult the EMA Engine
Fluids Data Book for an appropriate choice. Also fol-
low the appropriate ash content percent by weight for
the specific engine model.
Recommendation #2
Used oil analysis is mandatory for alternate fuel appli-
cations. Oil change periods are determined by TBN,
Total Acid Number (TAN), oxidation and nitration level
in the used oil samples. The user must change the oil
when the TBN level falls to 30% of the new oil value or
TAN increases by 2.5 3.0 above the new oil value.
The method of measuring TBN in used oil must be
ASTM-D2896.
DEXSIL Corporation, has developed the Q2000 field
test kit, as a test for chlorine contamination of engine
oil exposed to chlorine containing fuels, as in landfill
gas. This field test kit is highly accurate, and allows the
operator to obtain timely test results in the field. The oil
must be sampled every 50 hours, in order to establish
a trend. Waukesha has experienced good results
with this kit. Order information may be obtained from:
DEXSIL Corporation
One Hamden Park Drive
Hamden, CT 06517
4.30-5
LUBRICATION SYSTEM MAINTENANCE

TOH/CI does not affect Actual oil change inter-

CAUTION TBN levels the same as
sulfur compounds. Therefore, the 70% depletion
as an indicator of a change interval only applies to
the applications where fuel gas does not contain
halides. Disregarding this information could result
in product damage and/or personal injury.
Recommendation #3
Increase the jacket water temperature to 99 113 C
(210 235 F) and oil temperatures to 85 93 C
(185 200 F). Increased temperatures will reduce
condensation, which will reduce the concentration of
acids within the crankcase. High temperature thermo-
stats are available for most models.
If you have any question on lubricants to be used with
alternate fuel gases, contact the Field Service Depart-
ment or Sales Engineering Department prior to select-
ing a lubricating oil.
OIL CONDEMNING LIMITS
WARNING
Engine oil is extremely hot and is under pressure.
Use caution when sampling engine oil for analy-
sis. Failure to follow proper procedures could
cause severe personal injury or death.
CAUTION vals to be determined
by engine inspection and oil analysis in conjunc-
tion with the condemning limits. Disregarding this
information could result in product damage.
In the interest of developing a reasonable life expect-
ancy for Waukesha engines operating on fuel gas
laden with some level of halogens, our experience dic-
tates the following:
To achieve the life expectancy of an engine operat-
ing on pipeline quality natural gas, remove all halo-
gen compounds and abrasives from the fuel gas.
Reasonable life can be expected if Total Organic
Halide as Chloride Concentration (TOH/CI) of the
fuel does not exceed 150 micrograms per litre (g/l).
Total Organic Halide as Chloride (TOH/Cl) equals
the sum of all halogenated compounds expressed
as chloride in micrograms/litre as chloride (Cl/L) at
STP (Standard Temperature and Pressure). Rea-
sonable life can also be expected with increased
maintenance and operating adjustments to the
engine.
Typical changes in maintenance and operation at
this level are:
Decreased oil change interval (150 hours to
start).

Lubricating oil condemning limits are established by Condemn oil when 900 ppm chlorine level in
the engine manufacturer's experience and/or used oil used oil is reached. This will aid in establishing
testing. an oil change interval.

Laboratory testing will determine the used oil's suitabil- Lubricating oil analysis each 50 hours maximum.
ity for continued use. Used oil testing should cover the Elevated jacket water temperature 100 113 C
data shown in Table 4.30-5. (212 235 F).

Table 4.30-5 Used Oil Testing And Condemnation Elevated oil temperature to 85 93 C (185
200 F).
TEST CONDEMNING LIMIT
Use of high TBN oil (7.0 - 13.0).
Viscosity -20/+30% Change
Flash Point Below 180 C (356 F) Bypass lubrication oil filtration. Waukesha Engine
Total Base Number (TBN) 30% of New Oil Value has introduced the Microspin cleanable oil filter-
(ASTM-D2896) (Not applicable to TOH/Cl) ing system. The Microspin system utilizes the
Total Acid Number (TAN)
2.5-3.0 Rise Above New Oil cleaning capabilities of a centrifuge, coupled with
Value
cleanable filter elements. The Microspin system
Oxidation (Abs/Cm) 25 utilizes Waukesha's current oil filtration canister
Nitration (Abs/Cm) 25 for the cleanable elements. The centrifuge is
Water Content Above 0.10% Wt. installed as a bypass system, working in conjunc-
Glycol Any Detectable Amount tion with the cleanable filter elements. The
Wear Metals Trend Analysis Microspin centrifuge can also be used with stan-
Chlorine 900 ppm dard filter elements.
TOH/Cl above 150 micrograms chloride/litre require
pre-treatment of the fuel in order to make it suitable
for use in a reciprocating engine.

4.30-6 FORM 6284 Third Edition

 LUBRICATION SYSTEM MAINTENANCE

DEXSIL Corporation, has developed the Q2000 field
test kit, as a test for chlorine contamination of engine
oil exposed to chlorine containing fuels, as in landfill
gas. This field test kit is highly accurate, and allows the
operator to obtain timely test results in the field. The oil
must be sampled every 50 hours, in order to establish
a trend. Waukesha has experienced good results
with this kit. Order information may be obtained from:
DEXSIL Corporation
One Hamden Park Drive
Hamden, CT 06517
OIL VISCOSITY SELECTION
The operating temperature of the oil in the sump or
header is the best guide for selecting the proper SAE
grade of oil (see Table 4.30-6). When the oil tempera-
ture is unknown, add 67 C (120 F) to the ambient
temperature to obtain the estimated sump oil tempera-
ture.
Table 4.30-6 Sump Temperature And SAE Number
down are: exhaust valve stems, piston ring area, and
piston undercrown. Oil filter change intervals remain at
1000 to 1500 hours of operation.
Synthetic oils are not recommended for digester or
landfill gas applications.
LOW AMBIENT TEMPERATURE
OPERATION
At low ambient temperatures, use an oil which will pro-
vide proper lubrication when the engine is hot and
working. For engines of 16.4 L (1000 cu. in.) and
above, operating at ambients below 10 C (50 F) oil
and jacket water heaters are required to warm oil and
water for fast starting and loading of engines.
Waukesha Engine will supply information on these
starting devices upon request.
OIL CONSUMPTION RATES
Typical oil consumption rates have been updated for
all Waukesha engines (see Table 4.30-7).

16.4 L (1000 CU. IN.) DISPLACEMENT AND LARGER Table 4.30-7 Oil Consumption
Sump Header SAE LBS/ GRAMS/ GRAMS/
Temperatures Temperature Number HP-HR HP-HR kW-HR
71 110 C 71 91 C 40
(160 230 F) (160 195 F) 0.0002 0.002 0.091 0.910 0.121 1.22

Below 71 C (160 F) Below 71 C (160 F) 30 NOTE: Oil consumption rates given above are a general guide
and not meant to be used for Condemning Limits or determining
NOTE: Do not operate engines with an oil header temperature
overhaul requirements.
below 60 C (140 F). Engines that exceed 91 C (195 F)
header temperature or 102 C (215 F) sump temperature FORMULAS FOR DETERMINING OIL
should have reduced oil change intervals. CONSUMPTION RATES
MULTI-VISCOSITY OILS
The following formulas may be useful in determining
Use multi-viscosity oils only for engines in cold starting whether the oil consumption rate of the engine is nor-
applications. Multi-viscosity oil may deteriorate in con- mal.
tinuous operation, allowing the oil to lose viscosity
through shearing. In this state, the oil may not supply LBS 7.3 Number of Gallons of Oil Used
sufficient lubricating films and/or pressure. Therefore, ----------------------- = ------------------------------------------------------------------------------------------------
HP HR HP Hours of Operation
utilize an oil analysis program to determine the oil
change intervals.
LBS 1.82 Number of Quarts of Oil Used
SYNTHETIC OILS ----------------------- = -------------------------------------------------------------------------------------------------
HP HR HP Hours of Operation
Based on developments by Exxon Corporation and
Mobil Oil Corporation and the release of their synthetic Grams - 875 Number of Litres of Oil Used
---------------------- = --------------------------------------------------------------------------------------------
lubricating oils, Waukesha Engine now recognizes HP HR HP Hours of Operation
these products as being suitable for all Waukesha sto-
ichiometric and lean burn gas engines. Table 4.30-3
Grams 875 Number of Litres of Oil Used
lists the synthetic oils available. ----------------------- = ------------------------------------------------------------------------------------------------
kW HR kW (corrected) Hours of Operation
When synthetic lubricating oils are selected, it is sug-
gested that you contact Waukesha Engine for change
interval recommendations. Typically, synthetic oil
change intervals are 3 to 5 times longer than those of
mineral oils. Actual change intervals must be estab-
lished through oil analysis and visual inspection of
engine components. Typical areas to look for oil break-

FORM 6284 Third Edition 4.30-7

LUBRICATION SYSTEM MAINTENANCE

OIL CHANGE INTERVALS

The use of some types of oil, as well as dusty environment, marginal installa-
CAUTION tion, internal engine condition and/or operating the engine with malfunctioning
carburetion equipment may require more frequent oil changes. Waukesha Engine recommends the lubri-
cating oil be monitored with a professional oil analysis program. Extended oil change intervals may cause
varnish deposits, oil oxidation, or sludge conditions to appear in the engine, which an oil analysis cannot
detect. Disregarding this information could result in engine damage. Contact your local Waukesha Distrib-
utor for periodic engine maintenance.

Table 4.30-8 Recommended Oil Change Intervals For Engines Receiving Normal Maintenance*

FOR ENGINES OPERATING WITH OIL HEADER TEMPERATURES 91 C (195 F) OR BELOW

EBULLIENT
COOLED OR HOT
ENGINES WATER SYSTEM
ISO STANDARD OR
ENGINE OPERATED IN LIGHT LOAD WITH ENGINE STANDBY
CONTINUOUS POWER
MODEL EXCESS OF OPERATION WATER DUTY
RATING
ISO STD POWER TEMPERATURE
93 C (200 F) OR
ABOVE
VGF G, GL, GLD 1000 hours 500 hours or
Natural Gas, (Extended 1250 hours**) 500 hours 1000 hours 720 hours annually
HD-5 Propane
VGF GSID 720 hours 500 hours or
Natural Gas, 500 hours 720 hours 500 hours
HD-5 Propane (Extended 900 hours**) annually

* Change fuel filter elements when oil is changed.

** Extended oil drain intervals listed are acceptable if a Microspin centrifuge, in conjunction with a Waukesha supplied oil filtration system is
used and an oil analysis program is followed.

Table 4.30-9 Recommended Oil Change Intervals For Engines Receiving Normal Maintenance And Using Gaseous
Fuel Containing H2S

FOR ENGINES OPERATING WITH ELEVATED OIL SUMP TEMPERATURE

EBULLIENT
COOLED OR HOT
ENGINES WATER SYSTEM
ISO STANDARD OR
ENGINE OPERATED IN LIGHT LOAD WITH ENGINE STANDBY
PRIME POWER
MODEL EXCESS OF OPERATION WATER DUTY
RATING
ISO STD POWER TEMPERATURE
93 C (200 F) OR
ABOVE
VGF Series 360 hours 250 hours 360 hours 360 hours 250 hours
NOTE: Change oil filter elements when oil is changed.

Table 4.30-10 Duty Cycle Definitions

The highest load and speed which can be applied 24 hours a day, 7 days a week, 365 days per
ISO STANDARD OR year, except for normal maintenance. It is permissible to operate the engine at up to ten percent
CONTINUOUS POWER RATING: overload or maximum load indicated by the intermittent rating, whichever is lower, for two hours in
each 24 hour period.

GENERATOR STANDBY In a system used as a backup or secondary source of electrical power, this rating is the output the
engine will produce continuously (no overload), 24 hours per day, for the duration of the prime
POWER RATING: power source outage.
INTERMITTENT POWER This rating is the highest load and speed that can be applied in variable speed mechanical system
RATING: application only. Operation at this rating is limited to a maximum of 3500 hours per year.

GENERATOR PEAK Peak shaving is operation of an engine for a limited time to meet short term peak power require-
ments. Speed, loading, and hours per year of operation will affect the recommended oil change
SHAVING: interval.
LIGHT LOAD OPERATION: Power levels less than 50% of the maximum continuous power rating.

4.30-8 FORM 6284 Third Edition

 LUBRICATION SYSTEM MAINTENANCE

The crankcase level should be checked prior to each 1. Remove drain plug (located on oil pan) and drain
day's engine operation. The engine oil should be oil while still warm.
changed, including the oil filter elements and draining
2. Remove oil filters (use filter wrench) (see Figure 4.30-3).
the oil cooler, every 1000 hours or sooner based on
the engine's use (see Table 4.30-8 and Table 4.30-9).
The condition of the oil on the dipstick (right or left front
corner of engine) should be observed carefully.
Replace oil at any time it is diluted, broken down,
thickened by sludge, or otherwise deteriorated. The
useful life of the oil will depend on the engine load,
temperature, fuel quality, atmospheric dirt, moisture
and maintenance. Where oil performance problems
rise or are anticipated, the oil supplier should be con-
sulted.
Oil change intervals should not be extended beyond
the recommendations (because of additive depletion)
without a good oil analysis program. However, labora-
tory analysis is intended primarily to detect engine OIL FILTERS
problems and will not predict the oil additive dump
out point precisely. Consequently, close attention to Figure 4.30-3 F18/H24 Oil Filters
engine conditions by the operator is required when
considering an alternate oil change interval. 3. Replace drain plugs.

Close attention to engine operating temperatures can 4. Apply small amount of oil onto the seal located at
extend the hours between oil drain intervals, if less bottom of filter. Install filter and tighten until seal con-
than 1000 hours. If engine jacket water and oil temper- tacts base. Turn filter another 3/4 of a turn. Hand
atures are maintained as specified by Waukesha, par- tighten filters only.
ticularly during periods of light load operation, the 5. Fill crankcase with proper grade and viscosity of
probability of condensation of corrosive vapors in the oil. Oil fill cap is located on front gear cover (see
engine is minimized (see Table 4.30-10). This reduces Figure 4.30-4).
the rate at which the alkalinity reserve total base num-
ber (TBN) in the oil is depleted, which increases the
OIL FILL CAP
length of time that the oil can be used.
When using an engine oil with which you have no pre-
vious operating experience, a well monitored mainte-
nance program should be instituted to observe the
engine's performance and external condition for the
first year's usage. This procedure will help in determin-
ing if the new oil is compatible to your type of opera-
tion.
NOTE: Refer to Service Bulletin 12-1880Y, or latest
revision, for complete information in lubricating oil
recommendations (Waukesha Engine Oil Specifications).

OIL CHANGE PROCEDURE F18/H24 Figure 4.30-4 Oil Fill Location

WARNING
Engine oil is hot and can burn if it contacts bare
skin. Disregarding this information could result in
severe personal injury or death.

FORM 6284 Third Edition 4.30-9

LUBRICATION SYSTEM MAINTENANCE

6. Prelube engine if equipped, or crank engine over

several times (without fuel or ignition), until oil pres- M12 FLANGE NUT
sure is indicated on oil pressure gauge. Recheck oil
level using dipstick and add more oil if required (see
Figure 4.30-5).

DRAIN PLUGS

Figure 4.30-6 Oil Filter Housing

5. Replace both oil filters located under oil filter cover

OIL LEVEL (see Figure 4.30-7).
DIPSTICK

Figure 4.30-5 Oil Dipstick OIL FILTER

7. Start engine and check for leaks around oil filters

and drain plugs. Re-tighten if necessary.

OIL CHANGE PROCEDURE L36/P48

WARNING
Engine oil is hot and can burn if it contacts bare
skin. Always wear protective equipment when
changing engine oil. Disregarding this information
could result in severe personal injury or death.

1. Remove drain plug (located on oil pan) and drain

oil while still warm. Figure 4.30-7 Oil Filters
2. Open drain plug and drain oil from bottom of 6. Install oil filter cover using new O-rings (see
engine mounted oil cooler. Figure 4.30-8). Secure with M12 flange nuts and
3. Drain oil from oil filter housing by removing two tighten to 50 ft-lb (68 Nm).
drain plugs (see Figure 4.30-6).
4. Remove ten M12 flange nuts and remove oil filter O-RINGS
cover.

Figure 4.30-8 Filter Housing O-rings

4.30-10 FORM 6284 Third Edition

 LUBRICATION SYSTEM MAINTENANCE

7. Replace drain plugs in filter cover. Tighten drain MICROSPIN CLEANABLE OIL FILTERING
plugs to 25 ft-lb (34 Nm). SYSTEM
8. Fill crankcase with proper grade and viscosity of The Microspin centrifuge is available in two sizes, the
oil. Oil filler cap is located directly above oil filter hous- P/N 489189 for all Vee model VGF engines, and a
ing (see Figure 4.30-9). smaller Microspin centrifuge P/N 489300 for Inline
VGF engines.
OIL FILLER CAP
The Microspin system consists of two major compo-
nents, a centrifuge using a removable paper insert (see
Figure 4.30-11), and cleanable oil filter elements. The
Microspin system cleanable filter elements are installed
in the existing oil filtration canister. The cleanable filter
elements remove particles as small as 25 microns. The
centrifuge is installed as a bypass system, working in
conjunction with the cleanable filter elements. The cen-
trifuge is driven by the engine's oil pressure. The spin-
ning action of the centrifuge's internal turbine assembly
develops a force that exceeds 2000 Gs, which com-
pacts the contaminants against the turbine housing.
The centrifuge will remove oil contaminating particles
as small as 0.5 microns. The Microspin system is more
Figure 4.30-9 Oil Filler Cap environmentally friendly than systems that utilize dis-
posable elements. Cleaning the elements eliminates
9. Prelube engine if equipped, or crank engine over the expense of replacement elements and the cost of
several times (without fuel or ignition), until oil pres- hazardous waste disposal. Table 4.30-11 and
sure is indicated on oil pressure gauge. Recheck oil Table 4.30-12 lists the available Microspin kits and
level with dipstick and add more oil if required (see maintenance parts available.
Figure 4.30-10).
Table 4.30-11 Microspin Cleanable Oil Filter Kits
OILLEVEL
OIL LEVEL
DIPSTICK
DIPSTICK
DESCRIPTION P/N
Maintenance Kit (P/N 489300 Centrifuge) G-962-1620
Maintenance Kit (Cleanable Filter Assembly) G-962-1621

Table 4.30-12 Microspin (P/N 489189) Cleanable Oil

Filter Component Parts

DESCRIPTION P/N
Maintenance Kit (Centrifuge) G-962-1600*
489237
Cleanable Filter Element (Replaces
305351B)
Crankcase Door A200024G
NOTE: *Microspin Maintenance Kit (contains Nut O-ring Rotor O-ring
[1], Base O-ring [1], Paper Inserts [4]).
Figure 4.30-10 Oil Dipstick

10. Start engine and check for oil leaks around filters
and drain plugs. Retighten if necessary.

FORM 6284 Third Edition 4.30-11

LUBRICATION SYSTEM MAINTENANCE

INITIAL MICROSPIN CENTRIFUGE INSPECTION

BELL KNOB 1. Inspect Microspin centrifuge for shipping damage.
2. Remove plastic plugs from 12.7 mm (0.5 in.) sup-
BELL
HOUSING ply port and 50.8 mm (2 in.) drain port.

ROTOR ASSEMBLY
WARNING
(SEE BELOW) Use caution during initial inspection of the
Microspin centrifuge prior to the unit being
installed. The rotor vanes are sharp and could
cause severe personal injury. Disregarding this
BELL information could result in severe personal injury
CLAMP
ASSEMBLY or death.
DIAGRAM
3. Prior to installation of Microspin centrifuge, verify
O-RING rotor is not binding. Insert index finger into drain port
and lift rotor to ensure end play. Turn rotor and verify
rotor spins freely. If restriction is felt, disassemble cen-
trifuge and correct problem.

BASE 4. Inspect cleanable filter elements for holes or dam-

SHAFT/BODY age to filter screens.
STARTING MICROSPIN CENTRIFUGE
CAN NUT, To start unit, open oil supply valve. It will take a few
(TOP MARKED
TOP OR UP) minutes for the rotor to come up to speed.
SERVICING MICROSPIN CENTRIFUGE
Initial servicing should occur approximately four weeks
ROTOR CAN after startup, sooner if the oil is heavily contaminated.
A maximum buildup of 19.05 mm (0.75 in.) is allowed
on the centrifuge paper insert. Documenting the
amount of buildup will help in establishing a cleaning
PAPER INSERT
interval.
Centrifuge
SUB ASSEMBLY
BAFFLE SCREEN DIAGRAM
ASSEMBLY
WARNING
Solvents may be flammable and give off danger-
O-RING
ous fumes. Read and follow the manufacturer's
recommendations to avoid serious personal injury
or death.
ROTOR TURBINE
Under normal operating conditions the centrifuge
should be cleaned and its paper insert removed at
every scheduled oil change or as experience dictates.
Figure 4.30-11 Service And Cleaning Of Microspin The centrifuge can be cleaned while the engine
Centrifuge (P/N 489189) remains running provided the oil supply valve is shut
off (See Disassembly Of Microspin P/N 489300 Cen-
trifuge on page 4.30-13 for proper procedures).

4.30-12 FORM 6284 Third Edition


Cleanable Filter Elements
Do not use high pres-
CAUTION sure or high tempera-
ture water on one part of the filter element for
prolonged periods of time. Prolonged exposure to
high pressure or heat may damage the filter ele-
ment.
The cleanable oil elements (see Figure 4.30-12 and
Figure 4.30-13), should be removed from the oil filtra-
tion canister and cleaned at every other regularly
scheduled oil change or when the oil pressure differ-
ential between the canister inlet and outlet exceeds
165 kPa (24 psi). Two methods of cleaning the filter
element are recommended:
NOTE: Before moving or drying with compressed air,
allow filter to cool to room temperature.
NOTE: Do not bang or bounce filter ends to dislodge
water or solvent.
Immerse filter in a parts washer and flood inside and
outside of filter with cleaning solution. Drain filter
and dry with compressed air.
Spray inside and outside of filter with a Steam Jenny
or common water spray. Drain filter and dry with
with compressed air.
CLEANABLE
OIL FILTER
Figure 4.30-12 Microspin Cleanable Oil Filters
Figure 4.30-13 Cleanable Oil Filter Assembly (Inline)
FORM 6284 Third Edition
LUBRICATION SYSTEM MAINTENANCE
Disassembly Of Microspin P/N 489300 Centrifuge
WARNING
The oil supply valve must be shut off before ser-
vicing the Microspin centrifuge. Allow two minutes
before proceeding with servicing the Microspin
centrifuge to allow the rotor to stop spinning and
the oil pressure to drop to zero. Failure to shut off
the oil supply valve can cause severe oil burns.
1. Shut off oil supply valve. Wait two minutes for oil
pressure to drop to zero and rotor to stop spinning.
WARNING
Oil and parts may be extremely hot. Always use
caution when servicing the unit to avoid severe
personal injury.
2. Loosen 3/4 in. (19 mm) nut and remove top cover
(see Figure 4.30-14). Separate cover from base and
expose turbine assembly.
3. Remove and replace O-ring.
4. Lift rotor assembly up 25.4 to 50.8 mm (1 to 2 in.)
and allow oil to drain from rotor turbine into body base.
Once oil stops draining from rotor assembly, lift it
straight up until it clears base shaft.
5. Turn knurled can nut counterclockwise until it is
above bronze bushing located in rotor turbine assem-
bly. Can nut will protect bushing from damage if rotor
can is difficult to separate from the shaft.
Use caution during dis-
CAUTION assembly to avoid
damage to the top brass bushing.
4.30-13
LUBRICATION SYSTEM MAINTENANCE

Cleaning Of Microspin Centrifuge (P/N 489300)

COVER 1. Remove paper insert from rotor can by inserting a
narrow flat tool between paper insert and rotor can.
Run tool around inside of can and remove paper
insert. Clean contaminant build up in rotor can and
OIL RING insert a new paper insert.

ROTOR
ASSEMBLY WARNING
ASSEMBLY Solvents may be flammable and give off danger-
DIAGRAM
ous fumes. Read and follow the manufacturer's
recommendations to avoid serious personal injury
or death.
BASE
Remove O-rings prior
CAUTION to placing parts in the
solvent tank to prevent damage to equipment.

CAN NUT, 2. Clean baffle screen assembly, rotor turbine, rotor

(TOP MARKED can, covers and jets, in a suitable solvent tank.
HAND TIGHTEN)
Assembly Of Microspin Centrifuge (P/N 489300)
1. Install baffle screen and new O-ring onto turbine.
ROTOR CAN
The knurled can nut
CAUTION must be tightened
PAPER
hand tight only, or damage to equipment could
INSERT result.

2. Position rotor can with a new paper insert onto tur-

BAFFLE SCREEN SUB ASSEMBLY
ASSEMBLY bine rotor (see Figure 4.30-14). Secure with knurled
DIAGRAM
can nut hand tighten only.
3. Position turbine rotor assembly onto base (over
O-RING base shaft). Verify rotor spins freely.
4. Install top cover onto base using a new O-ring.
Secure with hex nut and tighten to 19.05 mm (3/4 in.).
ROTOR
TURBINE 5. Open oil supply valve to start centrifuge. Check for
oil leaks.
Disassembly Of Microspin Centrifuge (P/N 489189)

Figure 4.30-14 Service And Cleaning Of Microspin

Centrifuge (P/N 489300)
WARNING
The oil supply valve must be shut off before ser-
6. Invert rotor assembly and place it on a clean work vicing the Microspin centrifuge. Allow two minutes
table. before proceeding with servicing the Microspin
centrifuge to allow the rotor to stop spinning and
7. Holding rotor can with both hands, press down
the oil pressure to drop to zero. Failure to shut off
until can separates from rotor turbine.
the oil supply valve can cause severe oil burns or
8. Turn knurled can nut counterclockwise until it is death.
free.
9. Remove turbine and baffle screen from turbine
can.
10. Remove and replace rotor O-ring.

4.30-14 FORM 6284 Third Edition

 LUBRICATION SYSTEM MAINTENANCE

2. Clean baffle screen assembly, rotor turbine, rotor

WARNING can, covers and jets, in a suitable solvent tank.

Oil and parts may be extremely hot. Always use Assembly Of Microspin Centrifuge
caution when servicing the unit to avoid severe 1. Install baffle screen and new O-ring on turbine
personal injury. rotor.
1. Loosen and remove side bell clamp (see The knurled can nut
Figure 4.30-11). CAUTION must be tightened
2. Clean baffle screen assembly, rotor and jets. hand tight only, or damage to equipment could
Replace O-ring if necessary. result.

3. Turn bell knob counterclockwise until it is free. 2. Position rotor can with new paper insert on turbine
rotor (see Figure 4.30-11). Verify side of knurled can
4. Grasp top bell knob and remove bell housing from
nut marked TOP or UP is on top (see
base (this will expose rotor assembly).
Figure 4.30-15). Secure rotor can with knurled can nut
5. Lift rotor assembly up 25.4 to 50.8 mm (1 to 2 in.) hand tight only.
and allow oil to drain from rotor turbine into body base.
Once oil stops draining from rotor assembly, lift it
straight up until it clears base shaft.
6. Position unit on a clean work table and remove MARKED BEVEL
TOP OR UP
knurled can nut from rotor assembly.
Use caution during dis-
CAUTION assembly to avoid
damage to the brass bushings.

7. Invert rotor assembly and place it on a clean work

table.
8. Holding rotor can with both hands, press down Figure 4.30-15 Can Nut Side View
until can separates from rotor.
3. Position turbine rotor assembly onto base (over
Cleaning Microspin Centrifuge (P/N 489189) base shaft). Verify rotor spins freely.
1. Remove paper insert from rotor can by inserting a 4. Install bell housing onto base (use new O-ring).
narrow flat tool between paper insert and rotor can. Secure with bell knob hand tighten only.
Run tool around inside of can and remove paper
5. Install and hand tighten bell housing clamp finger
insert. Clean contaminant build up in rotor can and
tight.
insert a new paper insert.
6. Retighten bell knob hand tighten only.
WARNING 7. Open oil supply valve to start centrifuge. Check for
oil leaks.
Solvents may be flammable and give off danger-
ous fumes. Read and follow the manufacturer's
recommendations to avoid severe personal injury
or death.

Remove rubber O-
CAUTION rings prior to placing
parts in the solvent tank, to prevent damage to
equipment.

FORM 6284 Third Edition 4.30-15

LUBRICATION SYSTEM MAINTENANCE
TUBE BUNDLE
ASSEMBLY
FLAT GASKET
INLET
BONNET
TUBESHEET
OUTER OIL
COOLER SHELL
Figure 4.30-16 Oil Cooler Assembly
SHELL AND TUBE OIL COOLER
MAINTENANCE
Inspect the oil cooler regularly. Plugged tubes or scale
deposits inhibit the flow of coolant which reduces oil
cooling effectiveness. Clean the oil cooler if an
increase in oil temperature cannot be traced to a mal-
functioning auxiliary water pump, a faulty thermostat
or excessive engine load.
Using clean, softened water in the cooling systems will
reduce the need to periodically clean the oil cooler.
Clean the oil cooler whenever the cooling system is
cleaned. Drain the oil at each oil change.
The oil cooler can be completely disassembled for ser-
vice (see Figure 4.30-16). The major parts consist of:
Outer shell with welded oil connections.
Inlet bonnet with water connections.
Rear bonnet to reverse the water flow.
Tube bundle assembly.
4.30-16
FLAT
GASKET
DRAIN PLUG
REAR BONNET
PACKING SEALS
DRAIN PLUG
The tube bundle assembly fits inside the outer shell of
the oil cooler. The tubes are water passageways
secured to a fixed tubesheet at the inlet bonnet end.
The tubesheet is held in place between the inlet bon-
net and a protruding flange on the oil cooler shell at
the inlet bonnet end. The opposite end of the tube
bundle is held in place by pressure between the rear
bonnet and the packing seals, which encircle the rear
tubesheet.
1. To ensure proper reassembly mark flanges on inlet
and rear bonnets, both ends of outer shell and tube
sheet.
2. Remove both inlet and rear bonnets to provide
access to tube bundle.
3. Avoid damaging tube bundle assembly when
removing it from outer shell. Protect tube ends from
damage. After removal from outer shell, support tube
bundle on tubesheets.
4. Protect all gasket and seal surfaces.
FORM 6284 Third Edition

5. Clean oil cooler by either mechanical or chemical
means. Selected method largely depends upon type of
deposit and materials available. Any of the following
methods may be considered:
Backflushing.
Circulate hot oil wash or light distillate to remove
sludge or other soft deposits.
Circulate hot fresh water to remove soft salt depos-
its.
Commercial cleaning compounds may be used to
remove sludge or scale not removed by above
methods. If such compounds are used, check mate-
rial compatibility to avoid possible damage.
WARNING
High pressure water jets can be dangerous. Never
point the jet in the direction of a person. Avoid
spraying loose objects. They may become pro-
pelled by the force of the jet. Wear appropriate
protective safety equipment, such as face shield,
coveralls, gloves, head gear, and steel-toed shoes.
Failure to take adequate precautions can result in
severe personal injury or death.
Use a high pressure water jet.
WARNING
Use of mechanical removal equipment may cause
flying debris. Wear protective eye and face
shields, gloves and coveralls. Failure to take ade-
quate precautions can result in severe personal
injury or death.
Use scrapers, rotating brushes or other mechanical
means. Nylon brushes are preferred over wire
brushes if mechanically cleaning copper alloy tubes.
If drills are used to
CAUTION open up tubes that are
completely plugged, use extreme caution to avoid
drilling into the wall of the tube. Disregarding this
information could result in product damage.
6. Use only cold fluid for pressure testing. Hydraulic
pressure may be used to locate split tubes or leaking
tubesheet joints. Test rings are required on removable
tube bundles in order to locate leaks.
FORM 6284 Third Edition
LUBRICATION SYSTEM MAINTENANCE
7. Use a suitable roller type tube expander to tighten
loose tube joints. Do not roll tubes that are not leaking,
otherwise the tube wall will be unnecessarily thinned.
Do not blow steam
CAUTION through individual
tubes; localized overheating can result in expan-
sion strain. Disregarding this information could
result in product damage and/or personal injury.
NOTE: Fractured tubes or those that cannot be
sealed on the ends may be plugged, although some
cooling performance will be lost.
8. When reassembling oil cooler use new flat gaskets
(P/N 209089 and 209088) and new packing seals
(P/N 209095) (see Figure 4.30-16). Be sure that the
gaskets and seals are properly positioned before any
attempt is made to retighten bonnet bolts.
All external bolting may require retightening after
installation and when oil cooler first reaches its normal
operating temperature. Bolted joints should be tight-
ened uniformly and in pattern shown in
Figure 4.30-17.
1 7
3
6
4
5
8 2
Figure 4.30-17 Oil Cooler Bonnet Bolt Tightening
Sequence
Tighten bolts on inlet bonnet side to 81 Nm (60 ft-lb)
lubricated. The required torque on rear bonnet bolts is
24 Nm (18 ft-lb) lubricated; apply only sufficient
torque to stop weeping. Over tightening may damage
packing seals.
4.30-17
LUBRICATION SYSTEM MAINTENANCE

TEMPERATURE
CONTROL VALVE

A
T-CONNECTION B

ENGINE
C

OIL COOLER

ENGINE OIL
HEADER
OIL
PUMP

OIL
FILTER
ENGINE OIL
SUMP

PRELUBE/POSTLUBE
PUMP

CHECK
VALVE
T-CONNECTION

Figure 4.30-18 External Oil Schematic

PRELUBE/POSTLUBE SYSTEM 2. Run prelube system for a full 5 minutes before

The prelube function is necessary to purge the lubrica-
tion system of air and to ensure that all moving parts,
especially the turbochargers, are properly lubricated
before the engine is started. The postlube function
ensures that sufficient heat is removed from the
engine after shutdown; important in preventing dam-
age to the turbochargers. Figure 4.30-18 depicts the
recommended configuration of the Prelube/Postlube
Systems.
each engine start to ensure that all moving parts,
especially turbochargers, are properly lubricated (spe-
cial attention must be given to new turbochargers or
those that have been stored).
3. Postlube engine for a full 5 minutes after every
shutdown. Sufficient heat must be removed from the
turbochargers so carbon coking damage does not
occur. Postlube function should be automatically initi-
ated upon main gas shutdown.

PRELUBE/POSTLUBE SPECIFICATIONS ELECTRIC PRELUBE MOTOR

1. Verify prelube/postlube system complies with the Electric prelube motors are permanently lubricated
following specifications: and do not require periodic lubrication.

Pressure: 34.5 kPa (5 psi)

Flow: 21.2 l/min (5.6 GPM)
NOTE: With standby engines used for emergency
power generation, set the timer so that the automatic
prelube system runs for a full 5 minutes every hour
that the engine is not running.

4.30-18 FORM 6284 Third Edition