GE Energy

Gas Engines

Waukesha gas engines

AFM
Custom Engine Control
Air / Fuel Module
installation, operation
& maintenance
FORM 6286-2 This document contains proprietary and trade secret information. The receiver of this document
accepts it in confidence and agrees that, without the prior expressed written permission of GE’s
2nd edition Waukesha gas engines, it will (1) not use the document, its content or any copy thereof for any
purpose that may harm GE in any way; (2) not copy or reproduce the document in whole, or in
part; and (3) not disclose to others either the document or the confidential or trade secret
information contained therein.
All sales and information herein supplied is subject to the current version of the Standard Terms
of Sale, including limitation of liability.
All non-GE trademarks, service marks, logos, slogans, and trade names (collectively “marks”)
are the properties of their respective owners.
This manual complies with the European Union CE Mark/Machinery Directive in force at the
time of drafting.
Original Instructions (English)
The English version of this manual controls over any error in or conflicting interpretation of any
translation.

Waukesha gas engines

Waukesha, Wisconsin 53188
Printed in U.S.A.
© Copyright 2/2013
All rights reserved.
 California
Proposition 65 Warning
The engine exhaust from this product
contains chemicals known to the state of
California to cause cancer, birth defects
or other reproductive harm.
California
Proposition 65 Warning
Certain components in this product and its
related accessories contain chemicals
known to the state of California to cause
cancer, birth defects or other reproductive
harm. Wash hands after handling.

DISCLAIMERS:
All information, illustrations and specifications in this manual are based on the latest information available at the time
of publishing. The illustrations used in this manual are intended as representative reference views only. Products are
under a continuous improvement policy. Thus, information, illustrations and/or specifications to explain and/or
exemplify a product, service or maintenance improvement may be changed at any time without notice.

NOTICE
Review all applicable Service Bulletins and other documentation, and check with your Authorized Distributor for
updates that may supersede the contents of this manual.

ALL RIGHTS RESERVED:

No part of this publication may be reproduced or used in any form by any means – graphic, electronic or mechanical,
including photocopying, recording, taping or information storage and retrieval systems – without the written permission
of General Electric.

DIVERSION CONTROL STATEMENT:

Any technology, including technical data, or software contained herein were originally exported from the United States,
or the originating country of this transmission, in accordance with the U.S. Export Administration Regulations and/or
originating jurisdiction Export Regulations. Diversion (export, re-export, transfer, sale, review, use, disclosure, or
distribution) contrary to such law(s) is prohibited. This prohibition includes no diversion to Cuba, Iran, Myanmar, North
Korea, Sudan and Syria; plus any additional sanctioned country of the originating country of this transmission if not
originating from the United States.

DISPOSAL STATEMENT:
Disposal requirements for waste electrical and electronic equipment:

NOTICE
Electrical and electronic equipment can contain harmful substances which can affect the environment and human
health.

WEEE symbol (Waste of Electrical and Electronic Equipment): The symbol for the separated disposal of electrical
and electronic equipment is a crossed-out waste bin on wheels (Directive 2002/96/EC Waste Electrical and Electronic
Equipment).
You must not dispose any electrical and electronic equipment marked with this symbol (battery-operated electrical
appliances, measurement equipment, light-bulbs, etc.) in the domestic waste but dispose of these separately. Always
use the waste return and collection systems locally available and contribute to the reuse, recycling and all other forms
of use for waste electrical and electronic equipment.

FORM 6286-2
© 3/2012

HOW TO USE THIS MANUAL
CHAPTER 1 – SAFETY AND GENERAL
Section 1.00 – SAFETY
SAFETY INTRODUCTION ............................. 1.00-1
SAFETY LABELS ......................................... 1.00-5
EQUIPMENT REPAIR AND SERVICE .............. 1.00-5
ACIDS ....................................................... 1.00-5
BATTERIES ................................................ 1.00-5
BODY PROTECTION .................................... 1.00-5
CHEMICALS ............................................... 1.00-5
GENERAL ............................................ 1.00-5
CLEANING SOLVENTS........................... 1.00-5
LIQUID NITROGEN ................................ 1.00-6
COMPONENTS ........................................... 1.00-6
HEATED OR FROZEN ............................ 1.00-6
INTERFERENCE FIT .............................. 1.00-6
COOLING SYSTEM...................................... 1.00-6
ELECTRICAL .............................................. 1.00-6
GENERAL ............................................ 1.00-6
IGNITION ............................................. 1.00-6
EMERGENCY SHUTDOWN ........................... 1.00-6
EXHAUST .................................................. 1.00-6
FIRE PROTECTION...................................... 1.00-6
FUELS ....................................................... 1.00-7
GENERAL ............................................ 1.00-7
GASEOUS............................................ 1.00-7
LIQUIDS............................................... 1.00-7
INTOXICANTS AND NARCOTICS ................... 1.00-7
PRESSURIZED FLUIDS / GAS / AIR ................ 1.00-7
PROTECTIVE GUARDS ................................ 1.00-7
SPRINGS ................................................... 1.00-7
TOOLS ...................................................... 1.00-7
ELECTRICAL ........................................ 1.00-7
HYDRAULIC ......................................... 1.00-7
PNEUMATIC ......................................... 1.00-7
WEIGHT..................................................... 1.00-8
WELDING................................................... 1.00-8
Section 1.05 – GENERAL INFORMATION
ENGLISH / METRIC CONVERSIONS ............... 1.05-2
TORQUE VALUES ....................................... 1.05-4
GENERAL TORQUE
RECOMMENDATIONS ........................... 1.05-4
WIRING REQUIREMENTS............................. 1.05-9
POWER REQUIREMENTS FOR CUSTOM ENGINE
CONTROL PRODUCTS ...............................1.05-10
i © 3/2012
CONTENTS
CAPACITIVE DISCHARGE AND
GROUNDING .............................................1.05-10
STATIC PROTECTION OF CEC PRODUCT CIRCUIT
BOARDS ...................................................1.05-11
Section 1.10 – DESCRIPTION OF
OPERATION
WAUKESHA CUSTOM ENGINE CONTROL AIR / FUEL
MODULE SYSTEM....................................... 1.10-1
SYSTEM DESCRIPTION ......................... 1.10-1
ENGINES SERVED ................................ 1.10-1
COMPONENTS ..................................... 1.10-1
AFM FEATURES (SOFTWARE VERSION 4
SERIES)............................................... 1.10-3
OPERATOR INTERFACE ........................ 1.10-4
THEORY OF OPERATION ............................. 1.10-5
AFM SYSTEM OXYGEN SENSORS .......... 1.10-5
AFM SYSTEM CONTROL MODES ............ 1.10-7
DEFINITIONS.............................................. 1.10-9
Section 1.15 – GENERAL AFM
PROGRAMMING
INFORMATION
AFM PROGRAMMING INFORMATION............. 1.15-1
MINIMUM RECOMMENDED COMPUTER
EQUIPMENT FOR AFM SYSTEM
PROGRAMMING ................................... 1.15-1
OPERATING SYSTEM
REQUIREMENTS................................... 1.15-1
CONVENTIONS USED WITH AFM
PROGRAMMING ................................... 1.15-1
AFM USER INTERFACE PROGRAM LAYOUT AND
DESCRIPTION ............................................ 1.15-2
INFORMATION ON SAVING DATA-SETS TO RAM AND
ROM MEMORY ........................................... 1.15-4
Section 1.20 – AFM DISPLAY AND
KEYPAD INFORMATION
LED DISPLAY INFORMATION ........................ 1.20-1
LCD DISPLAY INFORMATION........................ 1.20-1
CATALYST CONTROL MODE
DISPLAYS ............................................ 1.20-2
BEST POWER / ECONOMY CONTROL MODE
DISPLAYS ............................................ 1.20-2
LEAN BURN CONTROL MODE
DISPLAYS ............................................ 1.20-3
AFM MODULE CONTROL MODES.................. 1.20-3
MANUAL CONTROL............................... 1.20-3
AUTOMATIC CONTROL ......................... 1.20-3
AFM MODULE KEYPAD FUNCTIONS.............. 1.20-5
FORM 6286-2
CONTENTS
CHAPTER 2 – AFM SYSTEM
INSTALLATION
Section 2.00 – MOUNTING AFM SYSTEM
COMPONENTS
AFM SYSTEM COMPONENTS ....................... 2.00-1
ESTABLISHING DESIRED GAS / AIR PRESSURE
SETTING (WITH OR WITHOUT AFM COMPONENTS
INSTALLED) ............................................... 2.00-1
MOUNTING THE AFM MODULE ..................... 2.00-2
MOUNTING STOICHIOMETRIC OXYGEN SENSOR
AND K-TYPE THERMOCOUPLE – RICH BURN
ONLY ........................................................ 2.00-3
MOUNTING STOICHIOMETRIC OXYGEN
SENSOR .............................................. 2.00-3
MOUNTING K-TYPE
THERMOCOUPLES ............................... 2.00-5
MOUNTING LEAN BURN OXYGEN SENSING
ASSEMBLY ................................................ 2.00-6
LEAN BURN OXYGEN SENSING ASSEMBLY
INSTALLATION ON VHP ENGINES ........... 2.00-7
LEAN BURN OXYGEN SENSING INSTALLATION
ON VGF ENGINES ................................. 2.00-9
LEAN BURN SENSOR INSTALLATION ON ATGL
ENGINES ............................................2.00-11
MOUNTING THE INTAKE MANIFOLD PRESSURE
TRANSDUCER WITH PRESSURE
SNUBBER .................................................2.00-18
MOUNTING THE STEPPER MOTOR(S) ..........2.00-18
DISASSEMBLING REGULATOR FOR STEPPER
MOTOR MOUNTING .............................2.00-18
VERIFYING STEPPER MOTOR
OPERATION ........................................2.00-20
INSTALLING STEPPER MOTOR TO
REGULATOR .......................................2.00-21
MAINTENANCE OF AFM SYSTEM
COMPONENTS ..........................................2.00-22
Section 2.05 – AFM SYSTEM
ELECTRICAL
CONNECTIONS
AFM SYSTEM ELECTRICAL
CONNECTIONS .......................................... 2.05-1
AFM SYSTEM WIRING DIAGRAMS........... 2.05-1
AFM POWER REQUIREMENTS................ 2.05-1
AFM POWER SUPPLY OSCILLOSCOPE
TESTING.............................................. 2.05-2
GROUND CONNECTIONS ...................... 2.05-4
ii
Section 2.10 – CONNECTING AUXILIARY
AFM INPUTS AND
OUTPUTS
CONNECTING AUXILIARY INPUTS AND
OUTPUTS .................................................. 2.10-1
ERROR OUT TERMINAL ......................... 2.10-1
REMOTE START TERMINAL ................... 2.10-2
ALTERNATE FUEL TERMINAL – DUAL-FUEL
APPLICATIONS ONLY ............................ 2.10-2
Section 2.15 – PRESTART INSTALLATION
CHECKLIST
PRESTART INSTALLATION CHECKLISTS ....... 2.15-1
CATALYST AND BEST POWER/ECONOMY
CONTROL MODE CHECKLIST................. 2.15-1
LEAN BURN CONTROL MODE
CHECKLIST.......................................... 2.15-2
CHAPTER 3 – CATALYST
PROGRAMMING
Section 3.00 – CATALYST
PROGRAMMING – SINGLE
FUEL APPLICATIONS
PROGRAMMING THE AFM MODULE FOR CATALYST
CONTROL .................................................. 3.00-1
OUTLINE OF SECTION 3.00 .................... 3.00-1
PREPROGRAMMING STEPS ......................... 3.00-2
USER INTERFACE PROGRAM START-UP
STEPS ....................................................... 3.00-2
INITIAL AFM MODULE PROGRAMMING .......... 3.00-5
SELECTING A PREPROGRAMMED SETUP
FILE .................................................... 3.00-6
EDITING ENGINE APPLICATION
INFORMATION...................................... 3.00-8
SAVING SETUP FILE TO RAM ................3.00-13
ESTABLISHING ENGINE START POSITION ....3.00-15
MONITORING SYSTEM OPERATION USING THE VIEW
SERIAL LINK SCREEN ................................3.00-17
FINE-TUNING AFM PROGRAMMING FOR CATALYST
APPLICATIONS ..........................................3.00-20
GATHERING DATA FOR VARIABLE OXYGEN
SENSOR SET-POINTS ..........................3.00-21
GATHERING DATA FOR CONSTANT OXYGEN
SENSOR SET-POINTS ..........................3.00-26
PROGRAMMING THE CATALYST CONTROL
VALUES....................................................3.00-32
CHECKING AFM SYSTEM PERFORMANCE AFTER
PROGRAMMING ........................................3.00-33
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SAVING DATA-SET TO ROM ........................3.00-34
SAVING DATA-SET TO DISK ........................3.00-37
RETRIEVING A SAVED DATA-SET ................3.00-39
POST-PROGRAMMING CHECKS ..................3.00-39
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM ..................................................3.00-39
CHECK 2: FINAL TEST OF AFM SYSTEM
SETUP................................................3.00-40
Section 3.05 – CATALYST
PROGRAMMING – DUAL
FUEL APPLICATIONS
PROGRAMMING THE AFM MODULE FOR CATALYST
CONTROL .................................................. 3.05-1
OUTLINE OF SECTION 3.05 .................... 3.05-1
PRIMARY FUEL PROGRAMMING............. 3.05-1
SECONDARY FUEL PROGRAMMING ....... 3.05-1
PREPROGRAMMING STEPS ......................... 3.05-2
USER INTERFACE PROGRAM START-UP
STEPS ....................................................... 3.05-2
INITIAL AFM MODULE PROGRAMMING .......... 3.05-6
SELECTING A PREPROGRAMMED SETUP
FILE .................................................... 3.05-6
EDITING ENGINE APPLICATION
INFORMATION...................................... 3.05-8
SAVING SETUP FILE TO RAM ................3.05-14
PRIMARY FUEL PROGRAMMING..................3.05-16
SWITCHING TO PRIMARY FUEL .............3.05-16
ESTABLISHING ENGINE START
POSITION ...........................................3.05-17
MONITORING SYSTEM OPERATION USING THE
VIEW SERIAL LINK SCREEN ..................3.05-19
FINE-TUNING AFM PROGRAMMING FOR
CATALYST APPLICATIONS....................3.05-22
SECONDARY FUEL PROGRAMMING ............3.05-34
SWITCHING TO SECONDARY FUEL........3.05-34
ESTABLISHING ENGINE START
POSITION ...........................................3.05-35
MONITORING SYSTEM OPERATION USING THE
VIEW SERIAL LINK SCREEN ..................3.05-38
FINE-TUNING AFM PROGRAMMING FOR
CATALYST APPLICATIONS....................3.05-40
PROGRAMMING THE CATALYST CONTROL
VALUES....................................................3.05-52
CHECKING AFM SYSTEM PERFORMANCE AFTER
PROGRAMMING ........................................3.05-55
SAVING DATA-SET TO ROM ........................3.05-56
SAVING DATA-SET TO DISK ........................3.05-58
RETRIEVING A SAVED DATA-SET ................3.05-60
iii
CONTENTS
POST-PROGRAMMING CHECKS ..................3.05-61
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM ..................................................3.05-61
CHECK 2: FINAL TEST OF AFM SYSTEM
SETUP................................................3.05-62
CHAPTER 4 – BEST POWER/ECONOMY
PROGRAMMING
Section 4.00 – BEST POWER/ECONOMY
PROGRAMMING – SINGLE-
FUEL APPLICATIONS
PROGRAMMING THE AFM MODULE FOR BEST
POWER/ECONOMY CONTROL...................... 4.00-1
OUTLINE OF SECTION 4.00 .................... 4.00-1
PREPROGRAMMING STEPS ......................... 4.00-2
USER INTERFACE PROGRAM STARTUP
STEPS ....................................................... 4.00-2
INITIAL AFM MODULE PROGRAMMING .......... 4.00-5
SELECTING A PREPROGRAMMED SETUP
FILE .................................................... 4.00-6
EDITING ENGINE APPLICATION
INFORMATION...................................... 4.00-8
EDITING “OFFSET STEPS” VALUE FOR BEST
ECONOMY APPLICATIONS....................4.00-12
SAVING SETUP FILE TO RAM ................4.00-12
ESTABLISHING ENGINE START
POSITION .................................................4.00-15
MONITORING SYSTEM OPERATION USING THE VIEW
SERIAL LINK SCREEN ................................4.00-18
FINE-TUNING AFM PROGRAMMING FOR BEST
POWER / ECONOMY APPLICATIONS ............4.00-21
PROGRAMMING THE BEST POWER / ECONOMY
CONTROL VALUES ....................................4.00-25
CHECKING AFM SYSTEM PERFORMANCE AFTER
PROGRAMMING ........................................4.00-27
SAVING DATA-SET TO ROM ........................4.00-28
SAVING DATA-SET TO DISK ........................4.00-31
RETRIEVING A SAVED DATA-SET ................4.00-33
POST-PROGRAMMING CHECKS ..................4.00-33
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM ..................................................4.00-33
CHECK 2: FINAL TEST OF AFM SYSTEM
SETUP................................................4.00-34
Section 4.05 – BEST POWER / ECONOMY
PROGRAMMING – DUAL-
FUEL APPLICATIONS
FORM 6286-2
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CONTENTS
PROGRAMMING THE AFM MODULE FOR BEST
POWER/ECONOMY CONTROL...................... 4.05-1
OUTLINE OF SECTION 4.05 .................... 4.05-1
PRIMARY FUEL PROGRAMMING............. 4.05-1
SECONDARY FUEL PROGRAMMING ....... 4.05-1
PREPROGRAMMING STEPS ......................... 4.05-2
USER INTERFACE PROGRAM STARTUP
STEPS ....................................................... 4.05-2
INITIAL AFM MODULE PROGRAMMING .......... 4.05-5
SELECTING A PREPROGRAMMED SETUP
FILE .................................................... 4.05-6
EDITING ENGINE APPLICATION
INFORMATION...................................... 4.05-8
EDITING “OFFSET STEPS” VALUE FOR BEST
ECONOMY APPLICATIONS....................4.05-13
SAVING SETUP FILE TO RAM ................4.05-14
PRIMARY FUEL PROGRAMMING..................4.05-16
SWITCHING TO PRIMARY FUEL .............4.05-16
ESTABLISHING ENGINE START
POSITION ...........................................4.05-17
MONITORING SYSTEM OPERATION USING THE
VIEW SERIAL LINK SCREEN ..................4.05-19
FINE-TUNING AFM PROGRAMMING FOR BEST
POWER / ECONOMY APPLICATIONS ......4.05-21
SECONDARY FUEL PROGRAMMING ............4.05-27
SWITCHING TO SECONDARY FUEL........4.05-27
ESTABLISHING ENGINE START
POSITION ...........................................4.05-27
MONITORING SYSTEM OPERATION USING THE
VIEW SERIAL LINK SCREEN ..................4.05-30
FINE-TUNING AFM PROGRAMMING FOR BEST
POWER / ECONOMY APPLICATIONS ......4.05-32
PROGRAMMING THE BEST POWER / ECONOMY
CONTROL VALUES ....................................4.05-37
CHECKING AFM SYSTEM PERFORMANCE AFTER
PROGRAMMING ........................................4.05-39
SAVING DATA-SET TO ROM ........................4.05-40
SAVING DATA-SET TO DISK ........................4.05-43
RETRIEVING A SAVED DATA-SET ................4.05-45
POST-PROGRAMMING CHECKS ..................4.05-45
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM ..................................................4.05-45
CHECK 2: FINAL TEST OF AFM SYSTEM
SETUP................................................4.05-46
CHAPTER 5 – LEAN BURN
PROGRAMMING
iv
Section 5.00 – LEAN BURN
PROGRAMMING – SINGLE
FUEL APPLICATIONS
PROGRAMMING THE AFM MODULE FOR LEAN BURN
CONTROL .................................................. 5.00-1
OUTLINE OF SECTION 5.00 .................... 5.00-1
PREPROGRAMMING STEPS ......................... 5.00-2
USER INTERFACE PROGRAM STARTUP
STEPS ....................................................... 5.00-2
INITIAL AFM MODULE PROGRAMMING .......... 5.00-5
SELECTING A PREPROGRAMMED SETUP
FILE .................................................... 5.00-6
EDITING ENGINE APPLICATION
INFORMATION...................................... 5.00-8
SAVING SETUP FILE TO RAM ................5.00-15
ESTABLISHING ENGINE START
POSITION .................................................5.00-16
MONITORING SYSTEM OPERATION USING THE VIEW
SERIAL LINK SCREEN ................................5.00-19
FINE-TUNING AFM PROGRAMMING FOR LEAN BURN
APPLICATIONS ..........................................5.00-22
GATHERING DATA FOR VARIABLE OXYGEN
SENSOR SETPOINTS ...........................5.00-23
GATHERING DATA FOR CONSTANT OXYGEN
SENSOR SETPOINTS ...........................5.00-29
PROGRAMMING THE LEAN BURN CONTROL
VALUES....................................................5.00-35
CHECKING AFM SYSTEM PERFORMANCE AFTER
PROGRAMMING ........................................5.00-37
SAVING DATA-SET TO ROM ........................5.00-38
SAVING DATA-SET TO DISK ........................5.00-40
RETRIEVING A SAVED DATA-SET ................5.00-43
POST-PROGRAMMING CHECKS ..................5.00-43
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM ..................................................5.00-43
CHECK 2: FINAL TEST OF AFM SYSTEM
SETUP................................................5.00-44
Section 5.05 – LEAN BURN
PROGRAMMING – DUAL-
FUEL APPLICATIONS
PROGRAMMING THE AFM MODULE FOR LEAN BURN
CONTROL .................................................. 5.05-1
OUTLINE OF SECTION 5.05 .................... 5.05-1
PRIMARY FUEL PROGRAMMING............. 5.05-1
SECONDARY FUEL PROGRAMMING ....... 5.05-1
PREPROGRAMMING STEPS ......................... 5.05-2
USER INTERFACE PROGRAM STARTUP
STEPS ....................................................... 5.05-2
FORM 6286-2
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 CONTENTS

INITIAL AFM MODULE PROGRAMMING .......... 5.05-5 TROUBLESHOOTING AND DIAGNOSTIC

SELECTING A PREPROGRAMMED SETUP TABLES ..................................................... 6.00-4
FILE .................................................... 5.05-6
Section 6.05 – EPROM CHIP
EDITING ENGINE APPLICATION
REPLACEMENT
INFORMATION...................................... 5.05-9
REPLACING EPROM CHIPS .......................... 6.05-1
SAVING SETUP FILE TO RAM ................5.05-16
CORE EPROM CHIP REPLACEMENT ....... 6.05-1
PRIMARY FUEL PROGRAMMING..................5.05-18
DISPLAY EPROM CHIP
SWITCHING TO PRIMARY FUEL .............5.05-18
REPLACEMENT .................................... 6.05-4
ESTABLISHING ENGINE START
POSITION ...........................................5.05-18
MONITORING SYSTEM OPERATION USING THE CHAPTER 7 – AFM SYSTEM
VIEW SERIAL LINK SCREEN ..................5.05-21 MAINTENANCE
FINE-TUNING AFM PROGRAMMING FOR LEAN
Section 7.00 – MAINTENANCE
BURN APPLICATIONS...........................5.05-24
PROCEDURES
SECONDARY FUEL PROGRAMMING ............5.05-36
MAINTENANCE CHART................................ 7.00-1
SWITCHING TO SECONDARY FUEL........5.05-36
OXYGEN SENSORS .................................... 7.00-2
ESTABLISHING ENGINE START
OXYGEN SENSOR CHECK FOR CORRECT
POSITION ...........................................5.05-36
OPERATION ......................................... 7.00-2
MONITORING SYSTEM OPERATION USING THE
STOICHIOMETRIC SENSOR
VIEW SERIAL LINK SCREEN ..................5.05-39
REPLACEMENT .................................... 7.00-3
FINE-TUNING AFM PROGRAMMING FOR LEAN
LEAN BURN SENSOR
BURN APPLICATIONS...........................5.05-41
REPLACEMENT .................................... 7.00-3
PROGRAMMING THE LEAN BURN CONTROL
CLEANING EXHAUST SAMPLE FLOW PORT – LEAN
VALUES....................................................5.05-52
BURN ONLY ............................................... 7.00-4
CHECKING AFM SYSTEM PERFORMANCE AFTER
VHP / VGF LEAN BURN EXHAUST SAMPLE
PROGRAMMING ........................................5.05-54
PORT .................................................. 7.00-4
SAVING DATA-SET TO ROM ........................5.05-54
ATGL LEAN BURN EXHAUST TUBING AND LEAN
SAVING DATA-SET TO DISK ........................5.05-58
BURN SENSING ASSEMBLY MOUNTING
RETRIEVING A SAVED DATA-SET ................5.05-60
PORT .................................................. 7.00-5
POST-PROGRAMMING CHECKS ..................5.05-60
STEPPER MOTOR (ACTUATOR)
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
MAINTENANCE........................................... 7.00-7
ROM ..................................................5.05-60
AFM SYSTEM WIRING ................................. 7.00-7
CHECK 2: FINAL TEST OF AFM SYSTEM
SETUP................................................5.05-61
CHAPTER 8 – WORKSHEETS
CHAPTER 6 – TROUBLESHOOTING AND
DIAGNOSTICS CHAPTER 9 – APPENDIX
Section 6.00 – AFM SYSTEM
TROUBLESHOOTING AND
APPENDIX A – WARRANTY
DIAGNOSTICS
TROUBLESHOOTING .................................. 6.00-1
DIAGNOSTICS ............................................ 6.00-1
AFM MODULE LED DISPLAY ................... 6.00-2
VIEW SERIAL LINK SCREEN ALARM
MESSAGES.......................................... 6.00-2
AUXILIARY “ERROR OUT” ALARM
OUTPUT .............................................. 6.00-2
AFM MODULE LCD DISPLAY................... 6.00-3

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 HOW TO USE THIS MANUAL
Your purchase of a Custom Engine Control (CEC) Recommendations and data contained in the manual
Air/Fuel Module (AFM) system was a wise investment. are the latest information available at the time of this
In the industrial engine field, the name Waukesha stands printing and are subject to change without notice. Since
for quality and durability. With normal care and engine accessories may vary due to customer
maintenance, this equipment will provide many years of specifications, consult your local Waukesha Distributor
reliable service. or Waukesha Service Operations Department for any
information on subjects beyond the scope of this
Before placing the AFM system in service, read Chapter
manual.
1 very carefully. This chapter covers Safety and General
Information.
Section 1.00 – “Safety” – Provides a list of warnings,
cautions and notices to make you aware of the dangers
present during operation and maintenance of the
engine. READ THEM CAREFULLY AND FOLLOW
THEM COMPLETELY.
Section 1.05 – “General Information” – Provides wiring
requirements, programming conventions, definitions,
acronyms, conversion tables and torque values of metric
and standard capscrews.
Section 1.10 – “Description of Operation” – Provides
basic data on the AFM system such as: system
description, theory of operation and definitions.
Section 1.15 – “General AFM Programming Information”
– Provides computer system requirements,
programming conventions and a description of the AFM
User Interface Program.
Section 1.20 – “AFM Display and Keypad Information” –
Provides a description of the AFM LED display, LCD
display and keypad functions.
ALWAYS be alert for the special warnings within
the manual text. These warnings precede
information that is crucial to your safety as well as
to the safety of other personnel working on or near
the engine. Cautions, Notices or notes in the
manual contain information that relates to possible
damage to the product or its components during
engine operation or maintenance procedures.
This manual contains installation, operation and
maintenance instructions for the AFS system. There are
seven chapters within the manual, and each chapter
contains two or more sections. The title of each chapter
or section appears at the top of each page. To locate
information on a specific topic, see the Table of Contents
at the front of the manual.

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FORM 6286-2
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 SAFETY AND GENERAL
SECTION 1.00
SAFETY

SAFETY INTRODUCTION This safety alert symbol appears with

most safety statements. It means

!
The following safety precautions are published for your
information. Waukesha does not, by the publication of attention, become alert, your safety is
involved! Please read and abide by
these precautions, imply or in any way represent that
the message that follows the safety
they are the sum of all dangers present near industrial
alert symbol.
engines or fuel rating test units. If you are installing,
operating, or servicing a Waukesha product, it is your
responsibility to ensure full compliance with all ! DANGER
applicable safety codes and requirements. All
Indicates a hazardous situation which, if not
requirements of the Federal Occupational Safety and
avoided, will result in death or serious injury.
Health Act must be met when Waukesha products are
operated in areas that are under the jurisdiction of the
United States of America. Waukesha products operated
in other countries must be installed, operated and ! WARNING
serviced in compliance with any and all applicable safety
requirements of that country. Indicates a hazardous situation which, if not
avoided, could result in death or serious injury.
For details on safety rules and regulations in the United
States, contact your local office of the Occupational
Safety and Health Administration (OSHA).
! CAUTION
The words DANGER, WARNING, CAUTION and
NOTICE are used throughout this manual to highlight Indicates a hazardous situation which, if not
important information. Be certain that the meanings of avoided, could result in minor or moderate injury.
these alerts are known to all who work on or near the
equipment.
Follow the safety information throughout this manual in NOTICE
addition to the safety policies and procedures of your
employer. Indicates a situation which can cause damage to the
engine, personal property and/or the environment, or
cause the equipment to operate improperly.

NOTE: Indicates a procedure, practice or condition that

should be followed in order for the engine or component
to function in the manner intended.

FORM 6286-2
1.00-1 © 3/2012
SAFETY
Table 1.00-1: Safety Symbol Definitions
Symbol Description
Symbol Description

A black graphical symbol inside a yellow Burst/Pressure Hazard

triangle with a black triangular band
defines a safety sign that indicates a
hazard.

A black graphical symbol inside a red

circular band with a red diagonal bar Crush Hazard (Hand)
defines a safety sign that indicates that an
action shall not be taken or shall be
stopped.

A white graphical symbol inside a blue Crush Hazard (Side)

circle defines a safety sign that indicates
that an action that shall be taken to avoid
a hazard.

Warnings
Crush Hazard (Side Pinned)

! Safety Alert Symbol

Crush Hazard (Top)

Asphyxiation Hazard

Electrical Shock Hazard

Burn Hazard

Entanglement Hazard

Burn Hazard (Chemical)

Explosion Hazard

Burn Hazard (Hot Liquid)

Fire Hazard

Burn Hazard (Steam)

FORM 6286-2
1.00-2 © 3/2012
 SAFETY

Symbol Description Symbol Description

Prohibitions

Flying Object Hazard

Do not operate with guards removed

Hazardous Chemicals
Do not leave tools in the area

High-Pressure Hazard
Drugs and Alcohol Prohibited

Impact Hazard
Lifting/Transporting only by qualified
personnel

Pinch-Point Hazard
Welding only by qualified personnel

Mandatory Actions
Pressure Hazard

Read Manufacturer’s Instructions

Puncture Hazard

Wear Eye Protection

Sever Hazard

Wear Personal Protective Equipment

(PPE)

Sever Hazard (Rotating Blade)

Wear Protective Gloves

FORM 6286-2
1.00-3 © 3/2012
SAFETY

Symbol Description
Miscellaneous

ERGENC
M
E

Emergency Stop
STOP

Grounding Point

PE Physical Earth

Use Emergency Stop (E-Stop); Stop

Engine

FORM 6286-2
1.00-4 © 3/2012
 SAFETY

! WARNING ACIDS
Always read and comply with the acid
The safety messages that follow have WARNING
manufacturer’s recommendations for
level hazards. proper use and handling of acids.

SAFETY LABELS
All safety labels must be legible to alert BATTERIES
personnel of safety hazards. Replace any

! illegible or missing labels immediately.

Safety labels removed during any repair
work must be replaced in their original
Always read and comply with the battery
manufacturer’s recommendations for
procedures concerning proper battery
position before the engine is placed back use and maintenance.
into service.

EQUIPMENT REPAIR AND SERVICE Batteries contain sulfuric acid and

generate explosive mixtures of hydrogen
and oxygen gases. Keep any device that
Always stop the engine before cleaning,
may cause sparks or flames away from
servicing or repairing the engine or any
the battery to prevent explosion.
driven equipment.
• Place all controls in the OFF position Always wear protective glasses or
and disconnect or lock out starters to goggles and protective clothing when
prevent accidental restarting. working with batteries. You must follow
• If possible, lock all controls in the OFF the battery manufacturer’s instructions on
position and remove the key. safety, maintenance and installation
• Put a sign on the control panel warning procedures.
that the engine is being serviced.
• Close all manual control valves.
• Disconnect and lock out all energy BODY PROTECTION
sources to the engine, including all fuel,
electric, hydraulic and pneumatic Always wear OSHA-approved body,
connections. sight, hearing and respiratory system
• Disconnect or lock out driven protection. Never wear loose clothing,
equipment to prevent the possibility of jewelry or long hair around an engine.
the driven equipment rotating the
disabled engine.
Allow the engine to cool to room
temperature before cleaning, servicing or
CHEMICALS
repairing the engine. Some engine
components and fluids are extremely hot GENERAL
even after the engine has been shut
down. Allow sufficient time for all engine Always read and comply with the safety
components and fluids to cool to room labels on all containers. Do not remove or
temperature before attempting any deface the container labels.
service procedure.
Exercise extreme care when moving the
engine or its components. Never walk or
stand directly under an engine or CLEANING SOLVENTS
component while it is suspended. Always
consider the weight of the engine or the Always read and comply with the solvent
components involved when selecting manufacturer’s recommendations for
hoisting chains and lifting equipment. Be proper use and handling of solvents. Do
positive about the rated capacity of lifting not use gasoline, paint thinners or other
equipment. Use only properly maintained highly volatile fluids for cleaning.
lifting equipment with a lifting capacity that
exceeds the known weight of the object to
be lifted.

FORM 6286-2
1.00-5 © 3/2012
SAFETY
LIQUID NITROGEN
Always read and comply with the liquid
nitrogen manufacturer’s
recommendations for proper use and
handling of liquid nitrogen.
COMPONENTS
HEATED OR FROZEN
Always wear protective equipment when
installing or removing heated or frozen
components. Some components are
heated or cooled to extreme
temperatures for proper installation or
removal.
INTERFERENCE FIT
Always wear protective equipment when
installing or removing components with
an interference fit. Installation or removal
of interference components may cause
flying debris.
COOLING SYSTEM
Always wear protective equipment when
venting, flushing or blowing down the
cooling system. Operational coolant
temperatures can range from 180° –
250°F (82° – 121°C).
Do not service the cooling system while
the engine is operating or when the
coolant or vapor is hot. Operational
coolant temperatures can range from
180° – 250°F (82° – 121°C).
ELECTRICAL
GENERAL
Equipment must be grounded by qualified
personnel in accordance with IEC
(International Electric Code) and local
electrical codes.
Do not install, set up, maintain or operate
any electrical components unless you are
a technically qualified individual who is
familiar with the electrical elements
involved.
1.00-6
Disconnect all electrical power supplies
before making any connections or
servicing any part of the electrical system.
Always label “high voltage” on engine-
mounted equipment over 24 volts
nominal.
IGNITION
Avoid contact with ignition units and
wiring. Ignition system components can
store electrical energy, and if contacted,
can cause electrical shock.
Properly discharge any electrical
component that has the capability to store
electrical energy before connecting or
servicing that component.
EMERGENCY SHUTDOWN
An Emergency Shutdown must never be
used for a normal engine shutdown.
Doing so may result in unburned fuel in
the exhaust manifold. Failure to comply
increases the risk of an exhaust
explosion.
EXHAUST
Do not inhale engine exhaust gases.
Ensure that exhaust systems are leak-
free and that all exhaust gases are
properly vented to the outside of the
building.
Do not touch or service any heated
exhaust components. Allow sufficient
time for exhaust components to cool to
room temperature before attempting any
service procedure.
FIRE PROTECTION
See local and federal fire regulations for
guidelines for proper site fire protection.
FORM 6286-2
© 3/2012

FUELS
GENERAL
Ensure that there are no leaks in the fuel
supply. Engine fuels are highly
combustible and can ignite or explode.
GASEOUS
Do not inhale gaseous fuels. Some
components of fuel gas are odorless,
tasteless and highly toxic.
Shut off the fuel supply if a gaseous
engine has been cranked excessively
without starting. Crank the engine to
purge the cylinders and exhaust system
of accumulated unburned fuel. Failure to
purge accumulated unburned fuel in the
engine and exhaust system can result in
an explosion.
LIQUIDS
Use protective equipment when working
with liquids and related components.
Liquids can be absorbed into the body.
INTOXICANTS AND NARCOTICS
Do not allow anyone under the influence
of intoxicants and/or narcotics to work on
or around industrial engines. Workers
under the influence of intoxicants and/or
narcotics are a hazard to both themselves
and other employees.
PRESSURIZED FLUIDS / GAS / AIR
Never use pressurized fluids/gas/air to
clean clothing or body parts. Never use
body parts to check for leaks or flow rates.
Observe all applicable local and federal
regulations relating to pressurized fluids/
gas/air.
1.00-7
SAFETY
PROTECTIVE GUARDS
Provide guarding to protect persons or
structures from rotating or heated parts. It
is the responsibility of the engine owner to
specify and provide guarding. See OSHA
standards on “machine guarding” for
details on safety rules and regulations
concerning guarding techniques.
SPRINGS
Use appropriate equipment and
protective gear when servicing or using
products that contain springs. Springs,
under tension or compression, can eject
if improper equipment or procedures are
used.
TOOLS
ELECTRICAL
Do not install, set up, maintain or operate
any electrical tools unless you are a
technically qualified individual who is
familiar with them.
HYDRAULIC
Do not install, set up, maintain or operate
any hydraulic tools unless you are a
technically qualified individual who is
familiar with them. Hydraulic tools use
extremely high hydraulic pressure.
Always follow recommended procedures
when using hydraulic tensioning devices.
PNEUMATIC
Do not install, set up, maintain or operate
any pneumatic tools unless you are a
technically qualified individual who is
familiar with them. Pneumatic tools use
pressurized air.
FORM 6286-2
© 3/2012
SAFETY

WEIGHT ! CAUTION
Always consider the weight of the item
The safety message that follows has a CAUTION
being lifted and use only properly rated
lifting equipment and approved lifting
level hazard.
methods.

Ensure that all tools and other objects are

Never walk or stand under an engine or removed from the unit and any driven
component while it is suspended. equipment before restarting the unit.

WELDING
Comply with the welder manufacturer’s
recommendations for procedures
concerning proper use of the welder.

FORM 6286-2
1.00-8 © 3/2012
 SAFETY

NOTICE
The safety messages that follow have NOTICE level
hazards.

Ensure that the welder is properly grounded before

attempting to weld on or near an engine.
Disconnect the ignition harness and electronically
controlled devices before welding with an electric arc
welder on or near an engine. Failure to disconnect the
harnesses and electronically controlled devices could
result in severe engine damage.

FORM 6286-2
1.00-9 © 3/2012
SAFETY

This Page Intentionally Left Blank

FORM 6286-2
1.00-10 © 3/2012
 SECTION 1.05
GENERAL INFORMATION

FORM 6286-2
1.05-1 © 3/2012
GENERAL INFORMATION

ENGLISH / METRIC CONVERSIONS

Table 1.05-1: Metric Diameter to Hex-Head Wrench Size Conversion Table

METRIC STANDARD METRIC STANDARD

METRIC DIAMETER METRIC DIAMETER
WRENCH SIZE WRENCH SIZE
M3 6 mm M18 27 mm
M4 7 mm M20 30 mm
M5 8 mm M22 32 mm
M6 10 mm M24 36 mm
M7 11 mm M27 41 mm
M8 13 mm M30 46 mm
M10 16 or 17 mm M33 50 mm
M12 18 or 19 mm M36 55 mm
M14 21 or 22 mm M39 60 mm
M16 24 mm M42 65 mm

Table 1.05-2: English to Metric Formula Conversion Table

CONVERSION FORMULA EXAMPLE

Inches and any fraction in decimal equivalent
Inches to Millimeters 2-5/8 in. = 2.625 x 25.4 = 66.7 mm
multiplied by 25.4 equals millimeters.
Cubic inches multiplied by 0.01639 equals
Cubic Inches to Liters 9,388 cu. in. = 9,388 x 0.01639 = 153.9 L
liters.
Ounces to Grams Ounces multiplied by 28.35 equals grams. 21 oz = 21 x 28.35 = 595.4 grams
Pounds multiplied by 0.4536 equals
Pounds to Kilograms 22,550 lb = 22,550 x 0.4536 = 10,228.7 kg
kilograms.
Inch Pounds to Newton- Inch pounds multiplied by 0.11298 equals
360 in.-lb = 360 x 0.11298 = 40.7 N·m
meters Newton-meters.
Foot Pounds to Newton- Foot pounds multiplied by 1.3558 equals
145 ft-lb = 145 x 1.3558 = 196.6 N·m
meters Newton-meters.
Pounds per Square Inch to Pounds per square inch multiplied by 0.0690
9933 psi = 9933 x 0.0690 = 685 bar
Bars equals bars.
Pounds per Square Inch to
Pounds per square inch multiplied by 0.0703
Kilograms per Square 45 psi = 45 x 0.0703 = 3.2 kg/cm2
equals kilograms per square centimeter.
Centimeter
Pounds per Square Inch to Pounds per square inch multiplied by 6.8947
45 psi = 45 x 6.8947 = 310.3 kPa
Kilopascals equals kilopascal.
Fluid Ounces to Cubic Fluid ounces multiplied by 29.57 equals cubic
8 oz = 8 x 29.57 = 236.6 cc
Centimeters centimeters.
Gallons to Liters Gallons multiplied by 3.7853 equals liters. 148 gal = 148 x 3.7853 = 560.2 L

Degrees Fahrenheit to Degrees Fahrenheit minus 32 divided by 1.8

(212°F - 32) ÷ 1.8 = 100°C
Degrees Centigrade equals degrees Centigrade.

FORM 6286-2
1.05-2 © 3/2012
 GENERAL INFORMATION
Table 1.05-3: Metric to English Formula Conversion Table

CONVERSION FORMULA EXAMPLE

Millimeters multiplied by 0.03937 equals
Millimeters to Inches 67 mm = 67 x 0.03937 = 2.6 in.
inches.
Liters to Cubic Inches Liters multiplied by 61.02 equals cubic inches. 153.8 L = 153.8 x 61.02 = 9,384.9 cu. in.
Grams to Ounces Grams multiplied by 0.03527 equals ounces. 595 g = 595 x 0.03527 = 21 oz
Kilograms to Pounds Kilograms multiplied by 2.205 equals pounds. 10,228 kg = 10,228 x 2.205 = 22,552.7 lb

Newton-meters to Inch Newton-meters multiplied by 8.85 equals inch

40.7 N·m = 40.7 x 8.85 = 360 in.-lb
Pounds pounds.

Newton-meters to Foot Newton-meters multiplied by 0.7375 equals

197 N·m = 197 x 0.7375 = 145 ft-lb
Pounds foot pounds.
Bar to Pounds per Square Bar multiplied by 14.5 equals pounds per
685 bar = 685 x 14.5 = 9932.5 psi
Inch square inch.
Kilograms per Square
Kilograms per square centimeter multiplied by
Centimeter to Pounds per 3.2 kg/cm2 = 3.2 x 14.22 = 45.5 psi
14.22 equals pounds per square inch.
Square Inch (psi)
Kilopascals to Pounds per Kilopascals multiplied by 0.145 equals
310 kPa = 310 x 0.145 = 45 psi
Square Inch (psi) pounds per square inch.
Cubic Centimeters to Fluid Cubic centimeters multiplied by 0.0338
236 cc = 236 x 0.0338 = 7.98 oz
Ounces equals fluid ounces.
Liters to Gallons Liters multiplied by 0.264 equals gallons. 560 L = 560 x 0.264 = 147.8 gal
Degrees Centigrade to Degrees Centigrade multiplied by 1.8 plus 32
100°C = (100 x 1.8) + 32 = 212°F
Degrees Fahrenheit equals Degrees Fahrenheit.

Table 1.05-4: BHP or kWb to BMEP Formula

CONVERSION FORMULA
Brake Horse Power (BHP) to Brake Mean Effective
BMEP (psi) = [BHP x 792,000] divided by [Displacement (in.3) x rpm]
Power (BMEP) in Pounds Per Square inch (psi)
Kilowatts (kWb) to Brake Mean Effective Power
BMEP (bar) = [kWb x 1,200] divided by [Displacement (L) x rpm]
(BMEP) in Bar

FORM 6286-2
1.05-3 © 3/2012
GENERAL INFORMATION

TORQUE VALUES
GENERAL TORQUE RECOMMENDATIONS
The values specified in the following tables are to be
used only in the absence of specified torquing
instructions and are not to be construed as authority to
change existing torque values. A tolerance of ±3 percent
is permissible on these values, which are for oiled
threads.

Table 1.05-5: Metric Standard Capscrew Torque Values (Untreated Black Finish)

COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)

ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS

TORQUE TORQUE TORQUE TORQUE

SIZE
N·m in.-lb N·m in.-lb N·m in.-lb N·m in.-lb
M3 0.6 5 1.37 12 1.92 17 2.3 20
M4 1.37 12 3.1 27 4.4 39 5.3 47
M5 2.7 24 6.2 55 8.7 77 10.4 92
M6 4.6 41 10.5 93 15 133 18 159
M7 7.6 67 17.5 155 25 221 29 257
M8 11 97 26 230 36 319 43 380
M10 22 195 51 451 72 637 87 770
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 39 28 89 65 125 92 150 110
M14 62 45 141 103 198 146 240 177
M16 95 70 215 158 305 224 365 269
M18 130 95 295 217 420 309 500 368
M20 184 135 420 309 590 435 710 523
M22 250 184 570 420 800 590 960 708
M24 315 232 725 534 1,020 752 1,220 899
M27 470 346 1,070 789 1,510 1,113 1,810 1,334
M30 635 468 1,450 1,069 2,050 1,511 2,450 1,806
M33 865 637 1,970 1,452 2,770 2,042 3,330 2,455
M36 1,111 819 2,530 1,865 3,560 2,625 4,280 3,156
M39 1,440 1,062 3,290 2,426 4,620 3,407 5,550 4,093

FORM 6286-2
1.05-4 © 3/2012
 GENERAL INFORMATION

FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)

ISO PROPERTY
8.8 10.9 12.9
CLASS

TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 27 19 38 28 45 33
M10 x 1.25 52 38 73 53 88 64
M12 x 1.25 95 70 135 99 160 118
M14 x 1.5 150 110 210 154 250 184
M16 x 1.5 225 165 315 232 380 280
M18 x 1.5 325 239 460 339 550 405
M20 x 1.5 460 339 640 472 770 567
M22 x 1.5 610 449 860 634 1,050 774
M24 x 2 780 575 1,100 811 1,300 958
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.

FORM 6286-2
1.05-5 © 3/2012
GENERAL INFORMATION
Table 1.05-6: Metric Standard Capscrew Torque Values (Electrically Zinc Plated)

COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)

ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS

TORQUE TORQUE TORQUE TORQUE

SIZE
N·m in.-lb N·m in.-lb N·m in.-lb N·m in.-lb
M3 0.56 5 1.28 11 1.8 16 2.15 19
M4 1.28 11 2.9 26 4.1 36 4.95 44
M5 2.5 22 5.75 51 8.1 72 9.7 86
M6 4.3 38 9.9 88 14 124 16.5 146
M7 7.1 63 16.5 146 23 203 27 239
M8 10.5 93 24 212 34 301 40 354
M10 21 186 48 425 67 593 81 717
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 36 26 83 61 117 86 140 103
M14 58 42 132 97 185 136 220 162
M16 88 64 200 147 285 210 340 250
M18 121 89 275 202 390 287 470 346
M20 171 126 390 287 550 405 660 486
M22 230 169 530 390 745 549 890 656
M24 295 217 675 497 960 708 1,140 840
M27 435 320 995 733 1,400 1,032 1,680 1,239
M30 590 435 1,350 995 1,900 1,401 2,280 1,681
M33 800 590 1,830 1,349 2,580 1,902 3,090 2,278
M36 1,030 759 2,360 1,740 3,310 2,441 3,980 2,935
M39 1,340 988 3,050 2,249 4,290 3,163 5,150 3,798

FORM 6286-2
1.05-6 © 3/2012
 GENERAL INFORMATION

FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)

ISO PROPERTY
8.8 10.9 12.9
CLASS

TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 25 18 35 25 42 30
M10 x 1.25 49 36 68 50 82 60
M12 x 1.25 88 64 125 92 150 110
M14 x 1.5 140 103 195 143 235 173
M16 x 1.5 210 154 295 217 350 258
M18 x 1.5 305 224 425 313 510 376
M20 x 1.5 425 313 600 442 720 531
M22 x 1.5 570 420 800 590 960 708
M24 x 2 720 531 1,000 737 1,200 885
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.

FORM 6286-2
1.05-7 © 3/2012
GENERAL INFORMATION
Table 1.05-7: U.S. Standard Capscrew Torque Values

SAE
GRADE
NUMBER
GRADE 1 OR 2 GRADE 5 GRADE 8
SIZE/
THREADS TORQUE in.-lb (N·m) TORQUE in.-lb (N·m) TORQUE in.-lb (N·m)
PER INCH
THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4 – 20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 73 (8) 142 (16) 133 (15) 124 (14)
1/4 – 28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16 – 18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)
5/16 – 24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8 – 16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)
ft-lb (N·m) ft-lb (N·m) ft-lb (N·m)
3/8 – 24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16 – 14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16 – 20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2 – 13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2 – 20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)
9/16 – 12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)
9/16 – 18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)
5/8 – 11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)
5/8 – 18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)
3/4 – 10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)
3/4 – 16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8 – 9 160 (217) 144 (195) 128 (174) 429 (582) 386 (523) 343 (465) 605 (820) 545 (739) 484 (656)
7/8 – 14 175 (237) 158 (214) 140 (190) 473 (461) 426 (578) 379 (514) 675 (915) 608 (824) 540 (732)
910 819
1.0 – 8 235 (319) 212 (287) 188 (255) 644 (873) 580 (786) 516 (700) 728 (987)
(1,234) (1,110)
990 891 792
1.0 – 14 250 (339) 225 (305) 200 (271) 721 (978) 649 (880) 577 (782)
(1,342) (1,208) (1,074)
NOTE: Dry torque values are based on the use of clean, dry threads.
Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
Plated torque values have been reduced by 20% for new plated capscrews.
Capscrews which are threaded into aluminum may require a torque reduction of 30% or more.
The conversion factor from ft-lb to in.-lb is ft-lb x 12 equals in.-lb.

FORM 6286-2
1.05-8 © 3/2012

WIRING REQUIREMENTS
All electrical equipment and wiring shall comply with
applicable local codes. This Waukesha standard
defines additional requirements for Waukesha engines.
! WARNING
Do not install, set up, maintain
or operate any electrical
components unless you are a
technically qualified individual
who is familiar with the electrical
elements involved.
Disconnect all electrical power
supplies before making any
connections or servicing any
part of the electrical system.
• Whenever two or more wires run together, they should
be fastened together at no more than 4 – 6 in. (10 – 15
cm) intervals, closer where necessary, with tie wraps
or tape.
• All wires should be mounted off hot areas of the engine
with insulated clips, at intervals of no more than 12 in.
(30 cm), closer where necessary. Wires must never
be run closer than 6 in. (15 cm) to exhaust manifolds,
turbochargers or exhaust pipes.
• In cases where wires do not run over the engine, they
should be fastened to rigid, non-moving bodies with
insulated clips when possible or tie wraps. Fasteners
should be spaced at no more than 12 in. (30 cm)
intervals.
• When wires run through holes, rubber grommets
should be installed in holes to protect the wires. Wires
should never be run over rough surfaces or sharp
edges without protection.
• Each end of flexible metal conduit must have an
insulating sleeve to protect wires from chafing.
NOTICE
Do not use non-electrical grade RTV. Non-electrical
RTVs can emit corrosive gases that can damage
electrical connectors.
1.05-9
GENERAL INFORMATION
• An electrical-grade RTV should be applied around the
wires entering all electrical devices such as Murphy
Junction Boxes and gas valves, Syncro Start speed
switches, microswitch boxes used in conjunction with
safety equipment, solenoids, etc. An electrical-grade
RTV is to be applied immediately after wire installation
and prior to the engine entering the test room.
• A small “drip loop” should be formed in all wires before
entering the electrical devices. This drip loop will
reduce the amount of moisture entering an electrical
device via the wires if an electrical-grade RTV does
not seal completely.
• The following procedures should be followed for wires
entering engine junction boxes:
– Bottom entrance is best, and side entrance is
second best.
– Insert grommet in opening to protect wires.
– Wires should contain “drip loop” before entering
box, except where bottom entrance is used.
– When installing flexible conduit, use straight
connector for side entrance. If top entrance is
required, use elbow connector.
• If wire harness has a covering, clamp harness so
openings of covering are downward.
• The routing of wires should be determined for reliability
and appearance and not by shortest distance.
• Installation connection wire must be coiled and
secured to provide protection during shipment.
! WARNING
Always label “HIGH VOLTAGE”
on engine-mounted equipment
over 24 volts nominal.
• All engine-mounted electrical equipment over 24 volts
nominal shall have “HIGH VOLTAGE” safety label.
Safety label is to be attached to all the equipment and
junction boxes on visible surface (vertical surface
whenever possible).
• Wiring that is routed in rigid or flexible conduit shall
have all wire splices made only in junction boxes,
outlet boxes or equipment boxes. Wire splices shall
not be located in the run of any conduit.
FORM 6286-2
© 3/2012
GENERAL INFORMATION

POWER REQUIREMENTS FOR CUSTOM The average ignition system current remains low (1 or 2
ENGINE CONTROL PRODUCTS amps depending on the number of cylinders, engine
speed and supply voltage) since the high current only
Table 1.05-8 provides you with the power requirements flows for the short period of time and virtually no current
for Waukesha’s Custom Engine Control (CEC) flows the rest of the time. However, the wiring must be
products. An oscilloscope must be used to verify ripple sized for the high instantaneous currents. In addition, the
limitations. All power connections must be in grounding, particularly where the ground is “referenced,”
accordance with the applicable electrical codes. becomes more critical when electronic controls are used
See AFM SYSTEM ELECTRICAL CONNECTIONS on on engines having this type of CD ignition system.
page 2.05-1 for AFM-specific wiring diagrams With ignition power supply currents of approximately 30
and information on AFM power requirements, amps, the resistive voltage drop of the wiring can easily
power supply testing and grounding. reach a volt or two. As a result, it is necessary to
NOTE: To power the CEC Ignition Module, a nominal reference all of the grounds to the same point. Since
supply of 24 VDC with less than a 2-volt peak-to-peak many electronic sensors are internally grounded, the
ripple is recommended for compatibility with other CEC engine crankcase has been chosen as THE GROUND
products. reference to minimize problems with sensor signals. By
following the recommended wiring and grounding
procedures, the concerns associated with the ignition
CAPACITIVE DISCHARGE AND power supply wiring voltage drops can be greatly
GROUNDING reduced or eliminated.
A Capacitive Discharge (CD) ignition system, such as
the CEC Ignition Module, requires an external power
source and special wiring requirements.
This ignition system contains several large energy
storage capacitors. When firing a spark plug, the energy
stored in one of these capacitors is rapidly discharged
into an ignition coil which converts it to the high-tension
ignition voltage. Having been discharged, the energy
storage capacitor must then be recharged to be ready to
fire again. The storage capacitor is typically recharged
by drawing energy from the power supply as quickly as
possible, resulting in a high current flow (typically 30
amps or more) in the power supply wiring for a short
period of time.

FORM 6286-2
1.05-10 © 3/2012
 GENERAL INFORMATION
Table 1.05-8: Power Requirements for Waukesha Custom Engine Control Products

NOMINAL OPERATING PEAK-TO-PEAK

OPERATING CURRENT
CEC PRODUCT VOLTAGE RANGE RIPPLE
(amps)
(volts DC) (VDC) (Vp-to-p)

Ignition Module (IM) 24* 10.0 – 32.0** less than 2** 2 (typical)
Detonation Sensing Module
(DSM) System 24* 21.6 – 30.0 less than 2 1 (typical)

DSM Filter 24* 21.6 – 30.0 less than 2 0.5 (typical)

2.5
(all rich burn applications)
18.0
(lean burn applications on
Air/Fuel Module (AFM) VHP*** 6-cylinder and all
System 24* 21.6 – 30.0 less than 2
VGF*** engines)
32.0
(lean burn applications on
all AT*** and VHP 12- and
16-cylinder engines)
Turbocharger Control Module
(TCM) System I and II 24* 21.6 – 30.0 less than 2 1.5

Knock Detection
Module (KDM) System 24* 12.0 – 36.0 less than 2 0.2

* The voltage specifications provided in this table apply to the power that is to be supplied to the CEC modules. The CEC
modules will supply the correct voltage specification(s) to other system components if required, such as oxygen sensors used
in the AFM system.
** For compatibility with other CEC products, a nominal supply of 24 VDC with less than a 2-volt peak-to-peak ripple is
recommended to power the IM.
*** Trademark of General Electric Company

NOTE: See AFM SYSTEM ELECTRICAL

CONNECTIONS on page 2.05-1 for AFM specific
wiring diagrams and information on AFM power
requirements, power supply testing and grounding.
STATIC PROTECTION OF CEC PRODUCT
CIRCUIT BOARDS
Static electrical charge protection is required for CEC
product circuit boards when they are stored, handled or
shipped separate from the complete control module.
NOTE: If caution is not taken, CEC product circuit
boards can also sustain damage when kept installed in
the modules. Whenever touching or handling circuit
boards still in enclosure (for example: replacing an
EPROM chip), static electrical charge protection is
required.
NOTICE
Use a properly grounded static mat and a properly
grounded electrical wrist strap when repairing or
replacing CEC product circuit boards. Static charges
can permanently damage circuit boards.
When repairing or replacing circuit boards, use a
properly grounded static mat and a properly grounded
electrical wrist strap. Place circuit boards on a properly
grounded static mat when doing repairs or
replacements. The technician must use a properly
grounded electrical wrist strap to reduce the possibility
of static charges being applied to the circuit boards.
When storing CEC product circuit boards, place the
circuit boards in a conductive plastic bag or completely
wrap in aluminum foil. Store in a dry location.
NOTE: The use of a conductive plastic bag is preferred.
If, however, you use aluminum foil, the circuit board must
be completely wrapped.

FORM 6286-2
1.05-11 © 3/2012
GENERAL INFORMATION
When shipping CEC product circuit boards, place the
circuit boards in a conductive plastic bag or completely
wrap in aluminum foil and ship in a well-padded box.
Mark “FRAGILE” on the outside of the shipping box to
prevent damage.

FORM 6286-2
1.05-12 © 3/2012
 SECTION 1.10
DESCRIPTION OF OPERATION
WAUKESHA CUSTOM ENGINE CONTROL
AIR / FUEL MODULE SYSTEM
SYSTEM DESCRIPTION
The Custom Engine Control (CEC) Air/Fuel Module
(AFM) system is designed to control the air/fuel ratio of
Waukesha’s gaseous-fueled, industrial engines (see
Figure 1.10-1). An engine’s air/fuel ratio defines the
amount of air in either weight or mass in relation to a
single amount of fuel supplied to an engine for
combustion. Air/fuel ratio influences engine power,
emissions and fuel economy. By controlling an engine’s
air/fuel ratio with the AFM system, you will benefit in fuel
savings, emissions control and/or peak engine
performance. The AFM system regulates and maintains
the engine’s air/fuel ratio even with changes in engine
load, fuel pressure and fuel quality.
Figure 1.10-1: Air / Fuel Module*
* The Custom Control logo is a trademark of the General
Electric Company
1.10-1
ENGINES SERVED
The AFM system is designed to function with
Waukesha’s gaseous-fueled ATGL, VHP and VGF
engines including rich burn and lean burn; naturally
aspirated and turbocharged; and in-line and vee models.
Basic information about the engine model and
application is programmed to the AFM module using a
personal computer (PC). The minimum recommended
computer equipment for AFM system programming is
listed in GENERAL AFM PROGRAMMING
INFORMATION on page 1.15-1.
The AFM module is programmed with a PC to run in one
of four control modes: catalyst, best power, best
economy or lean burn. Catalyst and best power/
economy modes apply to rich burn engines. Lean burn
mode only applies to lean burn engines.
NOTE: This manual includes installation and
programming for rich burn and lean burn applications.
COMPONENTS
NOTE: Many of the system components are the same
in rich burn and lean burn applications; however, the
oxygen sensors used are different.
The basic AFM system consists of an oxygen sensing
system, intake manifold pressure transducer with
pressure snubber (catalyst and lean burn only),
atmospheric pressure transducer (lean burn only),
electronic control module (AFM module), actuator, and
exhaust thermocouple. The oxygen sensor continually
reports the concentration of oxygen in the exhaust to the
AFM module. Based on this signal, the AFM module then
determines if a correction to the air/fuel ratio is required.
If a change is needed, a command is sent to an actuator
(installed on the fuel regulator) which influences the fuel
flow to the engine. The exhaust thermocouple ensures
exhaust temperatures are high enough to permit correct
system operation.
FORM 6286-2
© 3/2012
DESCRIPTION OF OPERATION
A diagram of the AFM system’s inputs and outputs is
shown in Figure 1.10-2. A block diagram of the AFM
system for rich burn applications is shown in Figure
1.10-3. A block diagram of the AFM system for lean burn
applications is shown in Figure 1.10-4.

Figure 1.10-2: AFM System Inputs and Outputs

NOTE: An actuator is installed on each regulator. Within the actuator resides a stepper motor.

Figure 1.10-3: AFM System Block Diagram for Rich Burn Applications

FORM 6286-2
1.10-2 © 3/2012

Figure 1.10-4: AFM System Block Diagram for Lean Burn Applications
AFM FEATURES (SOFTWARE VERSION 4 SERIES)
Dual Fuel Capability
The AFM allows for dual fuel applications. Dual fuel
capability allows for control of air/fuel ratio on engines
that have two discrete fuel sources. Dual fuel engine
applications can either be designed to be a “simple” fuel
system or “complex” fuel system.
• Simple Fuel Systems: A “simple” fuel system is
defined as a single fuel pipe connected to the engine.
– On VHP inline, all VGF and all ATGL engines, the
primary and secondary fuels are regulated by one
actuator and one regulator.
– On VHP vee engines, one actuator is used on each
engine bank (a total of two actuators installed on the
engine). On each engine bank, the primary and
secondary fuels are regulated by one actuator and
one regulator.
When operating a simple fuel system, a different data-
set for each fuel is programmed but the AFM User
Interface Program only keeps track of one actuator
position. Because only one position is tracked, the
engine will have to be shut down and the START
position re-initiated when switching fuels.
1.10-3
DESCRIPTION OF OPERATION
• Complex Fuel Systems: A “complex” fuel system is
defined as two discrete fuel pipes connected to the
engine.
– On VHP inlines, all VGF and all ATGL engines, two
actuators are used: one actuator for primary fuel and
one for secondary fuel.
– On VHP vee engines, four actuators are used on the
engine. Two actuators are used per engine bank. On
each bank, one actuator regulates primary fuel and
one regulates secondary fuel.
When operating a complex fuel system, a different
data-set for each fuel is programmed and the AFM
User Interface Program keeps track of each actuator
position. Because two positions are tracked, there is
no need to shut down the engine or re-initiate the
START position when switching fuels (as long as the
START positions were initiated once before starting
the engine).
Remote Start Capability
The AFM offers remote start capability that allows an
operator to activate certain AFM functions from a remote
location. The operator can operate the AFM’s control
logic remotely over telephone lines or a network using
on-site logic controls. Instead of being at the engine and
using the manual mode to start the engine with AFM, the
START position can be set for auto mode and closed
loop control.
FORM 6286-2
© 3/2012
DESCRIPTION OF OPERATION
Atmospheric Pressure Transducer – The yellow “Alarm” LED is lit anytime the AFM
system’s diagnostic functions are activated or when
An atmospheric pressure transducer is installed in the
AFM system execution has been stopped by the
AFM module to improve overall system accuracy when
operator (such as during the saving of a data-set).
using lean burn control mode.
The yellow alarm LED will remain lit until either the
Intake Manifold Pressure Transducer Range alarm condition is acknowledged by pressing the
<ALARM ACK> button on the keypad or the fault is
The intake manifold pressure transducer range is 0 – 100 corrected on the engine.
psi. Maps in the AFM User Interface Program are
designed to run at high pressures (up to 60 psia),
allowing for greater loads on the engine. With this
pressure range, engines with higher intake manifold
pressure requirements can be accommodated. The
intake manifold pressure transducer is used in catalyst
and lean burn applications only.
In addition, a pressure snubber is installed between the
intake manifold pressure transducer and the intake
manifold to protect the transducer from exposure to
excessive pressures that can result from intake manifold
explosions or surges.

Engine Loaded Precaution

If the intake manifold pressure is greater than 17 psia,
the operator cannot set the actuator(s) to the START
position. If the operator presses <F1> and then <STRT
POS> on the AFM module keypad, a message will be
displayed on the AFM LCD telling the operator that the
request was ignored because the engine is loaded. This
prevents errant shutdowns and damage to engine
components that might occur should the engine be
loaded and the <F1> <STRT POS> command used. Figure 1.10-5: AFM Front Panel’s Operator Interface
• A sealed membrane keypad located on the front of the
Actuator Design AFM module
The actuator was designed for operator convenience. • An alpha-numeric liquid crystal display (LCD) visible
The proximity switch is located inside the actuator from the front of the AFM module allows the operator
housing to prevent accidental breakage. The small size to monitor important system parameters.
and weight of the actuator results in less chance of
vibration damage to engine components and makes it Information displayed on the LCD display on the AFM
easier to package the actuator to the engine. module includes exhaust temperature (rich burn),
sensor block temperature (lean burn), oxygen sensor
OPERATOR INTERFACE output, oxygen sensor target, intake manifold pressure,
stepper (actuator) position, stepper (actuator) travel
The AFM module is equipped with several features to limits, heater output percentage and any system faults
inform site personnel of system status. These features that might be present.
include:
NOTE: On the LCD display, the term “stepper” means
• “Power” and “Alarm” lights (LED display) on the front
the same as “actuator.” The stepper motor resides in the
panel of the AFM module (see Figure 1.10-5)
actuator.
– The green “Power” LED is lit anytime power is
applied to the AFM module.

FORM 6286-2
1.10-4 © 3/2012
 DESCRIPTION OF OPERATION

THEORY OF OPERATION The oxygen sensor provides continuous feedback of

oxygen levels to the AFM module. The AFM module
The AFM system controls engine air/fuel ratio and makes the necessary actuator adjustments to correctly
consists of three basic components: an oxygen sensor, control the engine’s air/fuel ratio.
actuator and AFM module. The AFM system is a closed-
loop process that looks at system outputs and adjusts AFM SYSTEM OXYGEN SENSORS
system inputs according to preprogrammed
instructions. Depending on your engine, the AFM system will either
utilize the stoichiometric (rich burn) sensor or the lean
The AFM system functions by monitoring oxygen levels burn sensor. The stoichiometric sensor is used for
in the exhaust gases with an oxygen sensor located in stoichiometric or rich burn engines. The lean burn
the engine’s exhaust stream (see Figure 1.10-6). The sensor is used for lean burn engines only.
oxygen level, detected by the sensor, is then fed to the
AFM module through an electrical signal. If the oxygen Stoichiometric Oxygen Sensor
level detected by the sensor is different than the
Stoichiometric or rich burn engines are served by the
programmed oxygen setpoint, the AFM module directs
AFM system’s catalyst, best power or best economy
the actuator to adjust the gas over air (gas/air) pressure
mode. Stoichiometric sensor applications for catalyst
of the fuel regulator.
and best power/economy modes are based on the
The actuator adjusts the fuel regulator setting, within output characteristics of the stoichiometric sensor.
programmed limits, by increasing or decreasing the Figure 1.10-7 illustrates the sectional view of a sensor.
spring pressure acting on the regulator diaphragm. The
design gives very accurate positioning capability. This
assembly essentially automates the “manual” adjusters
that are sold with many Waukesha engines. The
regulator adjustment richens or leans out the air/fuel
ratio.
A thermocouple is used to assure that temperatures are
high enough for correct operation of the sensor. A
programmed minimum temperature must be achieved
before “closed-loop” control is enabled. A programmed
maximum temperature is also incorporated as a safety
to shut down operation on high exhaust temperature
conditions for rich burn applications or high sensor block
temperature conditions for lean burn applications.

Figure 1.10-6: AFM System’s Closed-Loop Process

FORM 6286-2
1.10-5 © 3/2012
DESCRIPTION OF OPERATION
Figure 1.10-7: Sectional View of the Stoichiometric
Sensor
The sensor is constructed such that one part of the
ceramic body is located in the path of the exhaust, the
other part being in contact with the ambient air. The
surface of the sensor’s ceramic body (zirconium dioxide)
is coated with an electrode (catalyst material) composed
of a thin, gas-permeable platinum layer. In addition, a
porous ceramic outer layer is provided at the end
exposed to the exhaust gases to guard against
contamination caused by combustion residues.
In the exhaust gas of internal combustion engines, there
are still residual proportions of oxygen present, even
when combustion takes place with excess fuel. The
residual oxygen content is largely dependent on the
composition of the air/fuel mixture supplied to the engine
for combustion. The residual oxygen permits use of
oxygen content of the exhaust gas to measure the air/
fuel ratio.
Operation of the sensor is based on the fact that the
ceramic material is oxygen-ion conductive above
temperatures of approximately 567°F (300°C). If the
oxygen proportions at the two ends of the probe differ, a
voltage is generated between the two interfaces due to
the special properties of the material used. This voltage
is an indication of the difference in the proportions of
oxygen at the two ends of the probe. Characteristics of
the sensor include: an output range of 0.1 – 0.9 volts
when above 662°F (350°C), a very large change in
output near stoichiometry and a very small change in
output away from stoichiometry (see Figure 1.10-8).
NOTE: If the sensor temperature is not above 662°F
(350°C), the sensor will not provide correct feedback to
the AFM module.
1.10-6
Figure 1.10-8: Typical Stoichiometric Sensor Output
Curve – Rich Burn ONLY
NOTE: This curve was plotted for laboratory data.
Actual sensor response will depend slightly upon fuel
composition and engine conditions. Air/fuel ratio values
are also fuel-dependent.
The particular sensitivity of the stoichiometric sensor in
the range around stoichiometry permits the sensor
output signal to be fed as an actual value to the AFM
module. Any mixture deviation from the preset value is
sensed by the stoichiometric sensor from the residual
oxygen content of the exhaust gas, and transmitted to
the AFM module in the form of an electrical signal. The
AFM module determines whether a correction to the air/
fuel ratio is required and adjusts the actuator
accordingly.
Service life of the stoichiometric sensor is typically 2,000
– 3,000 hours. Since the sensor has no wearing parts,
theoretical life is indefinite. However, oil additives, fuel
contaminants, compounds released from certain RTV
gasket materials, incorrectly applied thread anti-seize
and overtemperature can result in shortened sensor life.
FORM 6286-2
© 3/2012

NOTICE
Always use “OXYGEN SENSOR SAFE/NEUTRAL
CURE” RTV gasket materials on engines with oxygen
sensors. Disregarding this information will result in
reduced sensor life or sensor failure.
NOTE: See MOUNTING AFM SYSTEM
COMPONENTS on page 2.00-1 for sensor
installation information.
Lean Burn Oxygen Sensor
All lean burn sensor applications are based on the linear
output characteristics of the lean burn sensor (see
Figure 1.10-9).
Figure 1.10-9: Oxygen Sensor Response vs. Exhaust
Oxygen Concentrations for Various Air / Fuel Ratios –
Lean Burn ONLY
As with rich burn engines, the exhaust oxygen content
of lean burn engines can be used as an indicator of the
air/fuel mixture supplied to the engine for combustion.
The signal from the lean burn oxygen sensor is fed into
the AFM module. Any mixture deviation is sensed and
transmitted to the AFM module in the form of an electrical
signal. The AFM module determines whether a
correction is required and adjusts the actuator
accordingly. Service life of the lean burn sensor is
minimally 10,000 hours. Oil additives, fuel
contaminants, compounds released from certain RTV
sealants, incorrectly applied anti-seize and
overtemperature can attribute to shortened sensor life.
1.10-7
DESCRIPTION OF OPERATION
NOTICE
Always use “OXYGEN SENSOR SAFE/NEUTRAL
CURE” RTV gasket materials on engines with oxygen
sensors. Disregarding this information will result in
reduced sensor life or sensor failure.
NOTE: See MOUNTING AFM SYSTEM
COMPONENTS on page 2.00-1 for sensor
installation information.
AFM SYSTEM CONTROL MODES
The AFM system is programmed to operate in one of four
control modes. Rich burn engines are served by the AFM
system’s catalyst, best power or best economy mode.
Lean burn engines are served by the AFM’s lean burn
mode. The following sections explain the AFM system
control modes.
Catalyst Control Mode
The primary task of the AFM system is to accurately
control the air/fuel ratio of an engine. Control should be
maintained through load variations above 60 BMEP.
Three-way catalysts are used to oxidize carbon
monoxide (CO) and hydrocarbons (HC), and to reduce
oxides of nitrogen (NOx) on rich burn applications.
These processes require high temperature and precise
air/fuel ratio control. Best performance for emissions
reduction is achieved when operating near the
stoichiometric air/fuel ratio.
The stoichiometric air/fuel ratio is the theoretical balance
where exactly the required amount of air (O2) is present
to completely burn all of the fuel with no excess air. In an
ideal case, the only products of this combustion would
be water (H2O) and carbon dioxide (CO2). However,
because engine combustion is not perfect, typical
emission by-products include O2, HC, NOx and CO. The
catalyst then converts most of these to H2O, CO2 and
nitrogen (N).
FORM 6286-2
© 3/2012
DESCRIPTION OF OPERATION

Figure 1.10-10: Air / Fuel Ratio and Actuator Limits vs. Load

A stoichiometric sensor in the exhaust stream provides Because sensor voltage output is not linear with air/fuel
feedback to the AFM module. The signal provides a ratio, it would not be practical to adjust the system faster
means of controlling air/fuel ratio slightly rich of when the signal is further from the setpoint. Therefore,
stoichiometry. This is the range required to obtain best in order to optimize the control response, the actuator
catalyst efficiencies for methane-based fuels. Figure adjustments become larger as the error persists longer.
1.10-8 illustrates a typical sensor output curve versus air/ This method provides rapid reaction characteristics as
fuel ratio. well as good stability.
An actuator is installed onto each regulator. Within the Control target voltages must be determined with the use
actuator resides a stepper motor which adjusts the of an exhaust analyzer to locate the operating point of
regulator setting by increasing or decreasing the spring lowest stack emissions. These values are programmed
pressure acting on the regulator diaphragm. Actuator to the AFM module with a PC. The resulting system
movement is confined between two programmable provides accurate and stable control of air/fuel ratio
“electronic limits” (rich and lean limits) at all times. These across a broad power range. This, in turn, results in high
limits may vary with engine load. Movement between the catalyst efficiencies and reduced stack emissions.
programmable limits is governed by the stoichiometric
sensor and the programmed air/fuel ratio curve (see
Figure 1.10-10).
The AFM module adjusts the actuator to maintain a
specific input voltage from the stoichiometric sensor.
When the sensor voltage is above the oxygen target
voltage, the system is richer than desired, and the
actuator position is decreased to reduce gas/air and fuel
flow to the carburetor. This will be indicated on both the
PC and the AFM module LCD display as a lower
“stepper” count. Conversely, when the sensor voltage is
below the oxygen target voltage, the system is leaner
than desired, and the actuator position is increased to
provide more fuel.
NOTE: On the PC screens and LCD display, the term
“stepper” means the same as “actuator.” The stepper
motor resides in the actuator.

FORM 6286-2
1.10-8 © 3/2012

Best Power / Best Economy Control Modes
As with catalyst applications, the primary task of the AFM
system in the best power/economy control mode of
operation is to precisely control the engine’s air/fuel
ratio. A stoichiometric sensor provides feedback about
the exhaust constituents, a thermocouple assures that
the stoichiometric sensor is at operating temperature
and an actuator adjusts the fuel flow to the engine.
However, unlike the catalyst mode of control, one air/fuel
ratio setpoint is not maintained continually. Rather, the
AFM module will periodically seek out stoichiometry
then move, either rich or lean, a preprogrammed number
of “steps.” The programmed movement, rich or lean,
results in operation in the “best power” or “best
economy” range. The AFM module then waits until a
“delay time” expires, and searches for stoichiometry
again. This method of operation permits control of rich
burn engines at best power or best economy with
standard stoichiometric sensors.
Lean Burn Control Mode
As with rich burn applications, the primary task of the
AFM system in the lean burn mode of operation is to
control the engine’s air/fuel ratio. The lean burn sensor
is installed in an assembly consisting of a sensor, heater
(two for ATGL engines) and thermocouple. The lean
burn oxygen sensing assembly provides feedback
about the exhaust oxygen content, the thermocouple
assures it is operating at the correct temperature and an
actuator adjusts the fuel flow to the engine. As with the
catalyst mode of control, one setpoint is maintained
continuously. There is no “step-off” operation. Also
similar to the catalyst control mode, the set-point can be
“mapped” to change with engine load. Control will be
maintained as long as the combustion process is stable.
This is typically true when the engine is loaded to 60
BMEP or more.
DEFINITIONS
NOTE: The terms defined in this manual are defined as
they apply to Waukesha’s CEC AFM system ONLY.
Definitions are not general definitions applicable to all
situations.
The icon “P” (shown left) appears in
different sections within this manual. The
icon indicates that the information
associated with the icon is only applicable
to primary fuel in dual fuel applications.
The icon “S” (shown left) appears in
different sections within this manual. The
icon indicates that the information
associated with the icon is only applicable
to secondary fuel in dual fuel applications.
1.10-9
DESCRIPTION OF OPERATION
Actuator: An actuator is installed onto each regulator to
adjust the fuel flow to the engine. Within the actuator
resides a stepper motor which adjusts the regulator
setting by increasing or decreasing the spring pressure
acting on the regulator diaphragm. On the AFM User
Interface Program screens and LCD display, the term
“stepper” means the same as “actuator.”
Air/Fuel Ratio: Air/Fuel Ratio (AFR) is a term used to
define the amount of air (in either weight or mass) in
relation to a single amount of fuel. Typical values are:
RICH BURN
Best Power Setting 15.50 : 1 AFR
Catalyst Setting (Typical) 15.95 : 1 AFR
Stoichiometric Setting 16.09 : 1 AFR
Best Economy 17.00 : 1 AFR
LEAN BURN
ATGL (11.2% O2) 32.00 : 1 AFR
ATGL & VHP (9.8% O2) 28.00 : 1 AFR
VGF (7.8% O2) 24.50 : 1 AFR
Best Economy: The air/fuel ratio of rich burn engines
which will give the lowest fuel consumption while
maintaining normal engine stability, load response and
continuous power capability. The air/fuel ratio is lean of
stoichiometry.
Best Power: The air/fuel ratio of rich burn engines which
will give the highest maximum power level at wide-open
throttle. This air/fuel ratio is rich of stoichiometry.
Catalyst Setting: The air/fuel ratio of rich burn engines
which will give the best performance with a three-way
catalyst. This air/fuel ratio is slightly rich of stoichiometry.
Closed-Loop Control: Closed-loop control is a method
of controlling a process. It looks at the process’ output
and adjusts the process’ inputs according to some
preprogrammed instructions. In the AFM system, the
oxygen sensor provides “feedback” about the
combustion process and “closes the loop.” This is an
accurate form of process control.
Combustion Stability Limit: As engine load is reduced
from manufacturer’s rated load, combustion pressure
within the engine diminishes. Below some power output,
combustion is no longer stable, and exhaust oxygen is
not a good indicator of air/fuel ratio. This is the
combustion stability limit. The actuator travel limits (rich
and lean limits) are employed at loads below this point
to prevent driving the engine into either rich or lean
misfire.
FORM 6286-2
© 3/2012
DESCRIPTION OF OPERATION
Data-Set: This is the group of site-specific data points Map: A table of values which are referred to when
which are created and stored within the AFM control as determining a setting. In the case of the AFM module, a
part of the setup process (PC-programmable). map of intake manifold pressure versus oxygen sensor
output is used in catalyst and lean burn control modes.
Dead-Band: This is the oxygen sensor target (setpoint)
The intake manifold pressure points are
“tolerance” or control window within which the actuator
preprogrammed based on engine model selected. The
position remains constant. This parameter is only used
AFM User Interface Program interpolates between each
on catalyst applications of the AFM system. (PC
set-point for determining intermediate control values.
programmable)
Offset Steps: The number of “steps” the stepper motor
Delay Time: This is the amount of time the AFM module
(actuator) will move away from stoichiometry, either rich
waits before searching for stoichiometry when operating
or lean, when the AFM is being operated in the best
in the best power/economy control mode. The unit of
power/economy control mode. If the “Offset Steps” value
measure for the displayed delay time is minutes.
is positive, the air/fuel ratio will be adjusted rich of
Acceptable values range from 0.1 – 25 minutes (PC-
stoichiometry. If the “Offset Steps” value is negative, the
programmable)
air/fuel ratio will be adjusted lean of stoichiometry (PC
EPROM: Erasable Programmable Read Only Memory. programmable).
This is the same as ROM (permanent memory) when
PC:Personal Computer. Refers to the IBM compatible
speaking about programming the AFM module. The
personal computer used for monitoring and
term EPROM is used to describe an electrical chip that
programming the AFM system.
resides in the AFM module. The contents of ROM
memory are NOT lost when power is removed. psia:pounds per square inch absolute. Psia equals
gauge pressure plus the site barometer.
Error Out Terminal: A labeled terminal inside the AFM
module that is a sinking circuit used to provide a PWM:Pulse Width Modulation. It is a technique
connection to ground to be used as a trigger to drive employed to regulate the flow of things by turning
remote devices such as alarms, lights, and relays. When something ON and OFF (see square wave below). In the
the AFM system is operating correctly the circuit AFM system it is used to regulate the voltage to the
provides a connection to ground. Any AFM system fault heater(s) (PC-programmable).
will disconnect the circuit. Also see the definition for
“Sinking Circuit.”
Gain: Gain is a term that implies an “increase” in
something. In the AFM system gain is a “multiplier.” It
influences how large a change is made to the actuator RAM:Random Access Memory. Temporary AFM
position when the oxygen sensor signal is not within the system memory used to evaluate “test” data-sets before
specified tolerance of the sensor target (set-point). A storing to ROM. The contents of RAM are lost whenever
larger gain will result in a larger change. (PC power to the AFM module is removed.
programmable) Rich AFR: When an engine has more fuel than required
LCD:Liquid Crystal Display. Alpha-numerical display to achieve the desired setpoint.
visible from the front of the AFM module, that informs the Rich Limit: The most “advanced” actuator position or
system operator of current AFM system status. highest gas/air that is programmed at which the engine
Lean AFR: When an engine has less fuel than required can be safely operated. Since a more extended actuator
to achieve the desired set-point. position results in more fuel being delivered to the
engine, this is the “maximum fuel” position or “rich limit.”
Lean Limit: The most “retracted” actuator position or The rich limit is programmable with a PC and is used to
lowest gas/air that is programmed at which the engine prevent rich misfire and detonation in the engine.
can be safely operated. A more retracted actuator Actuator operation is only permitted between the rich
position allows less fuel to pass to the engine. Thus, the and lean limits (PC-programmable).
“minimum fuel” position is called the “lean limit.” It is used
to prevent under-fueling of the engine. Actuator
operation is only permitted between the rich and lean
limits. (PC programmable)
LED:Light Emitting Diode. A semiconductor that emits
light (not a light bulb) and is used as power and alarm
indicators, located on the front of the AFM module.

FORM 6286-2
1.10-10 © 3/2012
 DESCRIPTION OF OPERATION
ROM:Read Only Memory. ROM is computer memory in • Stoichiometry for pure Propane (C3H8) is 15.6:1.
which completed AFM system data-sets are
• Waukesha defines local pipeline natural gas
permanently stored on an electronic chip (EPROM chip).
stoichiometry as 16.09:1.
When the AFM module configures data-sets to ROM,
the data-set information is not lost when power to the User Interface Program: The personal computer
AFM module is removed. The AFM module allows a program that is used to create data-sets and
limited number of saves to ROM (five saves to ROM are communicate with the AFM system.
possible) before core EPROM chip replacement is
required.
Search Delay: This is the amount of time, in minutes,
that the AFM module waits between searches for
stoichiometry when programmed in the best power/
economy control mode (PC programmable).
Sinking Circuit: An electronic switching circuit used to
provide a connection to ground. This mechanism can be
used as a trigger to drive remote devices such as alarms,
lights and relays. Specifically in an AFM application,
when the AFM system is operating correctly the circuit
provides a connection to ground. Any AFM system fault
will disconnect the circuit. The circuit is designed to
handle a maximum current of 1 amp and a maximum
voltage of 50 VDC (no AC voltages are allowed). Also
see the definition for “Error Out Terminal.”
START Position: This is a programmable stepper
(actuator) position used to set gas/air at a value that is
favorable for starting. Requires remote or manual
initiation prior to starting (PC-programmable).
Step: In the AFM system, one “step” of the stepper motor
inside the actuator equals 1/400 of 1 revolution of the
stepper motor. This small change in position results in
0.00025 in. of linear travel of the adjusting nut within the
actuator. This increases or decreases the fuel regulator
spring pressure and correspondingly changes the gas/
air pressure to the carburetor.
Stepper Motor: This specially designed electric motor
that resides in the actuator produces a precise “step-
wise” rotation of the motor shaft instead of the
“traditional” continuous rotation of most electric motors.
On the AFM User Interface Program screens and LCD
display, the term “stepper” means the same as
“actuator.”
Stoichiometric AFR: The stoichiometric air/fuel ratio is
the theoretically correct air/fuel ratio for complete
combustion. That is, there is just enough air to burn all
of the fuel with no air or fuel left over. The stoichiometric
air/fuel ratio is determined by the chemical composition
of the fuel. Thus it will differ for each fuel mixture, or BTU
rating.
Example:
• Stoichiometry for pure Methane (CH4) is 17.1 parts of
air for every one part of fuel => 17.1:1 (on a weight, or
mass, basis).

FORM 6286-2
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DESCRIPTION OF OPERATION

This Page Intentionally Left Blank

FORM 6286-2
1.10-12 © 3/2012
 SECTION 1.15
GENERAL AFM PROGRAMMING INFORMATION
AFM PROGRAMMING INFORMATION
MINIMUM RECOMMENDED COMPUTER
EQUIPMENT FOR AFM SYSTEM PROGRAMMING
The AFM system is customized for each engine
application based on site-specific information with a
personal computer (PC). The following is a list of the
minimum recommended computer equipment for AFM
system programming:
• IBM PC or Compatible Computer
• 80286-12 Mhz Microprocessor
• 640K RAM (512K RAM free)
• Single 3.5 inch High Density (1.44 MB) Floppy Drive
NOTE: Although the AFM User Interface Program is
provided on a floppy disk, it is intended to be executed
from the hard drive. A minimum of 1 megabyte of free
disk space on the hard drive is required.
• RS-232 Serial Port
• Microsoft MS-DOS 3.3
• DB-9 Serial Cable (male to female)
• Optional: Portable Printer (Printouts of PC screens can
be used to aid in troubleshooting and filed for future
reference.)
NOTE: Other CEC products may have different
minimum recommended computer requirements.
OPERATING SYSTEM REQUIREMENTS
The AFM User Interface Program will install and operate
in Microsoft DOS 3.0 and above, Windows 3.1x,
Windows For Workgroups, Windows 95 and 98, and
Windows NT 3.5x and 4.0. The AFM User Interface
Program can also be run directly from the installation
disk.
1.15-1
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
CONVENTIONS USED WITH AFM PROGRAMMING
The following is a list of conventions used in the AFM
User Interface Program and documentation:
• All commands enclosed in brackets, [ ], are to be found
on the PC keyboard.
• All commands enclosed in modified parenthesis, < >,
are to be executed from the AFM module keypad.
• If an errant keystroke is made with the PC, simply
press [Esc] to return to the previous menu.
• You can highlight menu options by using the arrow
keys or mouse.
• Highlighting and then pressing [Enter] accesses a
menu choice.
• If you have a portable printer connected to your PC,
press [Print Screen] to make a printout of the screen
you are viewing.
• The [Return] key is the same as the [Enter] key (on
some keyboards [Return] is used instead of [Enter]).
NOTE: This manual assumes you are already familiar
with basic MS-DOS commands for viewing directories,
copying files and other MS-DOS concepts. If you need
more information on these subjects, refer to an MS-DOS
instruction manual.
NOTE: For more information on how to use the AFM
keypad and an explanation on display information, see
AFM DISPLAY AND KEYPAD INFORMATION on page
1.20-1. For troubleshooting information, see AFM
SYSTEM TROUBLESHOOTING AND DIAGNOSTICS
on page 6.00-1.
FORM 6286-2
© 3/2012
GENERAL AFM PROGRAMMING INFORMATION
AFM USER INTERFACE PROGRAM
LAYOUT AND DESCRIPTION
See Figure 1.15-1 for an illustrated menu layout of the
AFM User Interface Program.
1. Communications Menu
Asks user to identify which communication port the
AFM module is connected to on the computer by a
DB-9 serial cable.
2. Main Menu
a. Edit/Create Setup
i. Retrieve from AFM
Retrieves program currently running in the
AFM module to the Edit Screen. The memory
location where the data is stored will be
indicated on the PC screen (RAM or ROM
location). If there is no data-set saved on the
EPROM chip, an error message is displayed
since no data-set can be retrieved.
ii. Retrieve from Filename
Displays a list of AFM system data-sets
previously saved to the same directory on
the hard drive or disk as the AFM User
Interface Program. Permits user to select a
file to be retrieved into the Edit Screen.
iii. Create New Data-Set
b. Edit Screen
After selecting “Retrieve from AFM,” “Retrieve
from Filename” or “Create New Data-Set” from
the Edit/Create Setup Menu, the appropriate
data-set will be displayed on the Edit Screen.
This allows the user to view and edit the system
parameters.
NOTE: Editing values on the Edit Screen will not affect
the performance of the AFM system. The edited data-
set must be saved to RAM or ROM to change the AFM
system operating parameters.
1.15-2
c. Save Menu
i. Save Date to Filename
Saves the data-set displayed on the Edit
Screen to disk. The filename can be up to
eight characters and is saved to the hard
drive or disk where the AFM User Interface
Program was accessed.
ii. Test Data on AFM
Allows user to save data-set to RAM
(temporary memory within the AFM module).
This enables the user to evaluate data-sets
on the AFM system before saving to ROM
(permanent memory within the AFM
module). The contents of RAM are lost when
power is disconnected from the AFM
module. Make sure to save the final data-set
to ROM.
iii. Configure AFM Memory
Allows user to save the data-set to ROM
(permanent memory within the AFM). The
previous data-set configured to ROM will be
“replaced” with the new data-set. The
contents of ROM are not lost when power is
disconnected from the AFM module.
NOTE: The AFM system allows five saves to ROM
(permanent memory). All data-sets should be carefully
evaluated in RAM (temporary memory) before
configuring to ROM. Once ROM has been fully
configured, the core EPROM chip in the AFM module
must be replaced to permit further saves to permanent
memory. See EPROM CHIP REPLACEMENT on page
6.05-1 for EPROM chip replacement instructions.
iv. View Serial Link
Allows operator to monitor current system
performance. The View Serial Link Screen
aids in troubleshooting.
FORM 6286-2
© 3/2012
 GENERAL AFM PROGRAMMING INFORMATION

Figure 1.15-1: AFM User Interface Program Layout

FORM 6286-2
1.15-3 © 3/2012
GENERAL AFM PROGRAMMING INFORMATION

INFORMATION ON SAVING DATA-SETS

TO RAM AND ROM MEMORY
The AFM system is designed to be used with many
engine families of various configurations. Consequently,
it must be tailored to work with site specific information.
This is achieved by creating and installing a “data-set”
that is appropriate for your specific site application.
Data-sets are developed on the PC with the AFM User
Interface Program at the engine site. Once a data-set is
created, the data-set can be saved to a hard/floppy disk
for later recall, tested on the AFM system in RAM
(temporary AFM memory) or used to configure AFM
ROM (permanent AFM memory).
RAM (temporary memory) is used to evaluate “test”
data-sets before storing to permanent memory. There is
no limit to the number of data-sets that can be evaluated
in temporary memory. The contents of RAM are lost
whenever power to the AFM module is removed. Be sure
to save values to ROM after a “test” data-set is carefully
evaluated and is found acceptable.
If you want to save a data-set but do not want to save to
ROM (permanent memory), you have an option to save
the data-set to a hard/floppy disk for later recall.
Data-sets are assigned filenames and saved on disk so
you can retain and retrieve the data-set later. When
saving to disk, the data-set will be saved to the drive and
directory where the AFM User Interface Program was
accessed.
NOTE: The term EPROM is used to describe an
electrical chip that resides in the AFM module. The core
EPROM chip houses ROM memory.
When saving to ROM (permanent memory), five data-
sets can be saved before the core EPROM chip must be
replaced. Once a data-set is stored to ROM, the
previous save to ROM is not accessible/retrievable. The
AFM module can only access the most recently saved
data-set. When the AFM module saves a data-set to
ROM, the data-set information is not lost when power to
the AFM module is removed.
NOTE: The core EPROM chip has six locations for
ROM saves; however, the first location is
preprogrammed for testing purposes. Five ROM
locations are available to AFM system programmers.
NOTE: See EPROM CHIP REPLACEMENT on page
6.05-1 for EPROM chip replacement instructions.

FORM 6286-2
1.15-4 © 3/2012
 SECTION 1.20
AFM DISPLAY AND KEYPAD INFORMATION
LED DISPLAY INFORMATION
The AFM module is equipped with “Power” and “Alarm”
lights (LED display) on the front panel of the AFM module
(see Figure 1.20-1). The LED display assists site
personnel in determining overall system status.
• The green “Power” LED is lit anytime power is applied
to the AFM module.
• The yellow “Alarm” LED is lit anytime the AFM
system’s diagnostic functions are activated or when
AFM system execution has been stopped by the
operator (such as during the saving of a data-set). The
yellow alarm LED will remain lit until either the alarm
condition is acknowledged by pressing the <ALARM
ACK> button on the keypad or the fault is corrected on
the engine.
Figure 1.20-1: AFM Front Panel
1.20-1
LCD DISPLAY INFORMATION
An alpha-numeric liquid crystal display (LCD) is visible
from the front of the AFM module. The LCD display
provides the operator important information on system
parameters and alarm conditions.
Information displayed on the LCD display on the AFM
module includes exhaust temperature (rich burn),
sensor block temperature (lean burn), oxygen sensor
output, oxygen sensor target, intake manifold pressure,
stepper (actuator) position, stepper (actuator) travel
limits, heater output percentage and any system faults
that might be present.
NOTE: On the LCD display, the term “stepper” means
the same as “actuator.” The stepper motor resides in the
actuator.
To “scroll through” the list of system displays, press
<DISP SEL> on the AFM module keypad. If an alarm
condition is present, you must press <ALARM ACK> to
acknowledge the alarm and wait for the “WORKING”
message on the LCD display to disappear before
pressing <DISP SEL>.
If an alarm condition occurs, a diagnostic message is
displayed on the LCD display. See AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 for additional information.
Each of the four control modes (catalyst, best power,
best economy, and lean burn) has a unique list of
messages that are displayed on the LCD display. The
following three sections list and describe the different
LCD display messages for each control mode.
FORM 6286-2
© 3/2012
AFM DISPLAY AND KEYPAD INFORMATION
CATALYST CONTROL MODE DISPLAYS
Listed below are the messages displayed on the AFM
module for catalyst control mode. The LCD display
information is in bold.
• System Status:
BEST POWER / ECONOMY CONTROL MODE
DISPLAYS
Listed below are the messages displayed on the AFM
module for best power/economy control mode. The LCD
display information is in bold.
• System Status (when waiting for delay to expire):

• Oxygen Sensor Voltage:

O2Sensor = X.XXv • System Status (when searching for stoichiometry):
• Oxygen Sensor Target Voltage:
O2Target = X.XXv
• Intake Manifold
Pressure:
Intake Manifold Pressure= XXXpsiA
• Stepper (Actuator) Position:
STEPPER = XXXXX
• Stepper (Actuator) Minimum and Maximum Limits:
mn XXXXX mx XXXXX
• Oxygen Sensor Temperature: • Oxygen Sensor Voltage:
O2 TEMP = XXXX°C O2Sensor = X.XXv
• Oxygen Sensor Target Voltage:
O2Target = X.XXv
• Delay Time Remaining:
DlyTimer X.Xm
• Programmed Delay Time:
DlyTime X.Xm
• Offset Steps:
OffSteps ± XXX
• Stepper (Actuator) Position:
STEPPER = XXXXX
• Stepper (Actuator) Minimum and Maximum Limits:
mn XXXXX mx XXXXX
• Oxygen Sensor Temperature:
O2 TEMP = XXXX°C

FORM 6286-2
1.20-2 © 3/2012
 AFM DISPLAY AND KEYPAD INFORMATION
LEAN BURN CONTROL MODE DISPLAYS AFM MODULE CONTROL MODES
Listed below are the messages displayed on the AFM
module for lean burn control mode. The LCD display MANUAL CONTROL
information is in bold. NOTE: If an alarm condition exists, the AFM module
• System Status: keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
The AFM module must be in manual control when AFM
system adjustments are made. Manual control mode
can be used during system setup, troubleshooting or
when a sensor failure has occurred.
For VHP inline, all VGF and all ATGL engines, press
<LEFT MAN> on the AFM module keypad to put the
module in manual control. For VHP vee engines, press
<LEFT MAN> to put the left engine bank into manual
control and press <RIGHT MAN> to put the right bank
into manual control. The AFM module can be operated
with one bank in manual control and the other bank in
• Oxygen Sensor Voltage:
automatic control.
O2Sensor = X.XXv
In manual control, large manual adjustments to the air/
• Oxygen Sensor Target Voltage: fuel ratio can be made. One press of the <LEFT/RIGHT
O2Target = X.XXv LEAN> or <LEFT/RIGHT RICH> buttons moves stepper
• Intake Manifold (actuator) position 25 steps. By pressing <LEFT/RIGHT
Pressure: FAST> prior to pressing the lean or rich buttons, a 400
step change is made to stepper (actuator) position.
Intake Manifold Pressure= XXXpsiA
• Stepper (Actuator) Position: AUTOMATIC CONTROL
STEPPER = XXXXX When system adjustments are complete, put the AFM
• Stepper (Actuator) Minimum and Maximum Limits: module in automatic control mode by pressing <AUTO
OPER>.
mn XXXXX mx XXXXX
• Oxygen Sensor Temperature: NOTE: For VHP vee engines, when <AUTO OPER> is
pressed, both engine banks will be returned to automatic
O2 TEMP = XXXX°C operation. If you only want one engine bank in automatic,
• Oxygen Sensor Heater Duty Cycle: press <AUTO OPER>, then the appropriate <LEFT/
HEATER at XXX% RIGHT MAN> button.

NOTE: Execution of keypad commands does not

happen instantaneously. Whenever a command is being
carried out by the AFM module, the message
“WORKING” is displayed on the LCD display. To be sure
any subsequent commands will be accepted, wait until
the “WORKING” message has cleared from the AFM
module display. The keypad functions in a “press-and-
release” manner. Continuously depressing a keypad
button will either result in the desired action only being
executed once or not at all.

FORM 6286-2
1.20-3 © 3/2012
AFM DISPLAY AND KEYPAD INFORMATION

Figure 1.20-2: AFM Module Keypad Detail

FORM 6286-2
1.20-4 © 3/2012
 AFM DISPLAY AND KEYPAD INFORMATION

AFM MODULE KEYPAD FUNCTIONS KEY DESCRIPTION

Table 1.20-1: Key Functions Enriches the air/fuel ratio of VHP inline, all
VGF and all ATGL engines; or the left
KEY DESCRIPTION bank of VHP vee engines. Stepper
<LEFT RICH>
(actuator) position will increase 25 steps
Changes the mode of operation from
<AUTO OPER> (1/16 turn) for each depression of this
manual to automatic for all engines.
button.
Used to set the actuator(s) to a position
Leans the air/fuel ratio of VHP inline, all
that is designated for starting the engine.
VGF, and all ATGL engines; or the left
For safety reasons, <F1> must be
bank of VHP vee engines. Stepper
pressed prior to pressing <STRT POS> <LEFT LEAN>
(actuator) position will decrease 25 steps
on the keypad.
(1/16 turn) for each depression of this
NOTE: The operator cannot set the
button.
stepper motor inside the actuator(s) to the
<STRT POS> START position if the intake manifold Enriches the air/fuel ratio of the right bank
pressure is greater than 17 psia. If the of VHP vee engines. The right stepper
<RIGHT RICH>
operator presses <F1> and then <STRT (actuator) position will increase 25 steps
POS> when the intake manifold pressure (1/16 turn) for each depression of this key.
is greater than 17 psia, a message will be
Leans the air/fuel ratio of the right bank of
displayed on the LCD telling the operator
VHP vee engines. The right stepper
that the request was ignored because the
<RIGHT LEAN> (actuator) position will decrease 25 steps
engine is loaded.
(1/16 turn) for each depression of this
Reactivates the keypad whenever an button.
alarm condition has occurred. All
Safety key that must be pressed prior to
keystrokes will be ignored until the alarm
<F1> <STRT POS> to move the actuator(s) to
is acknowledged. Attempting to use the
<ALARM ACK> the programmed “starting position.”
keypad prior to acknowledging the alarm
condition will result in the LCD display <F2> – <F4> None are used at this time.
message: “ALARMS MUST BE
ACKNOWLEDGED.” NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
Permits scrolling through the various
<DISP SEL> of system components. For VHP vee engines, the “left”
system LCD display messages.
keypad buttons control the engine’s left bank and the
Changes the mode of operation from “right” keypad buttons control the engine’s right bank.
automatic to manual mode for VHP inline,
<LEFT MAN>
all VGF and all ATGL engines or the left
bank of VHP vee engines.
Changes the mode of operation from
<RIGHT MAN> automatic to manual mode for the right
bank of VHP vee engines.
Pressed before <LEFT RICH> or <LET
LEAN> when a large change to the left (or
only) bank’s air/fuel ratio is required
<LEFT FAST> (actuator adjustment). Using the “fast”
key prior to making an actuator
adjustment will result in a 400-step
change to stepper position (one full turn).
Pressed before <RIGHT RICH> or
<RIGHT LEAN> when a large change to
the right bank air/fuel ratio is required.
<RIGHT FAST> Using the “fast” key prior to making an
actuator adjustment will result in a 400-
step change to stepper position (one full
turn).

FORM 6286-2
1.20-5 © 3/2012
AFM DISPLAY AND KEYPAD INFORMATION

This Page Intentionally Left Blank

FORM 6286-2
1.20-6 © 3/2012
 AFM SYSTEM INSTALLATION
This chapter explains how to mount the components of
the AFM system (Section 2.00), make electrical
connections (Section 2.05), make auxiliary connections
(Section 2.10) and complete a preliminary check of the
AFM system before applying power (Section 2.15).

SECTION 2.00
MOUNTING AFM SYSTEM COMPONENTS

AFM SYSTEM COMPONENTS RICH LEAN

DESCRIPTION
BURN BURN
The AFM system consists of an oxygen sensor, intake
manifold pressure transducer, electronic control module Stoichiometric Sensor Harness* √
(AFM module), stepper motor (actuator) and exhaust
thermocouple. Table 2.00-1 lists the components Lean Burn Sensing Assembly* , *** √
included in the rich burn (catalyst and best power/ Lean Burn Sensor Harness* √
economy) and lean burn AFM systems.
Exhaust Supply Tubing (ATGL only) √
Table 2.00-1: AFM System Components
* Two components are required for engines with two fuel
regulators.
RICH LEAN
DESCRIPTION ** Not used in best power/economy control modes.
BURN BURN
*** Lean burn sensing assembly includes lean burn sensor,
CEC Air/Fuel Module √ √ gasket, heater (two for ATGL engines), thermocouple,
sensor block, special pipe nipple and insulation.
Harness, AFM to J-Box √ √
(4) Vibration Isolators √ √ The AFM system components listed in Table 2.00-1 are
not all of the components required for AFM system
Stepper Motor (S201, S211, 66, 66Z,
√ √ installation. The customer must supply junction boxes,
133L) or (99, 1098)*
terminal blocks, brackets, conduit assemblies, and/or
Stepper Harness, Stepper to J-box* √ √ other components depending on engine configuration,
site requirements, and code requirements.
Stepper Harness, J-box to AFM* √ √
Intake Manifold Pressure Transducer** √ √ ESTABLISHING DESIRED GAS / AIR
Intake Manifold Pressure Transducer PRESSURE SETTING (WITH OR WITHOUT
√ √
Harness** AFM COMPONENTS INSTALLED)
Intake Manifold Pressure Transducer Desired gas/air pressure setting must be known when
√ √
Snubber** programming the AFM system’s “engine START
Atmospheric Pressure Transducer with position.” Engine START position is a programmable
√ stepper motor position used to set gas/air at a value that
Bracket
is favorable for engine starting.
Exhaust Thermocouple (K-type)* √

Exhaust Thermocouple Wire (K-type)* √

Stoichiometric Sensor* √

FORM 6286-2
2.00-1 © 3/2012
MOUNTING AFM SYSTEM COMPONENTS
For single fuel applications, desired gas/air pressure
setting must be established for primary fuel. For dual fuel
applications, desired gas/air pressure setting must be
established for primary AND secondary fuels.
NOTE: In AFM retrofit situations, desired gas/air
pressure setting(s) is critical to getting the engine started
after the AFM stepper motor(s) is installed to the fuel
regulator and during AFM programming.
NOTE: When making gas/air pressure readings, use
the same method and units throughout AFM installation
and programming.
1. Install manometer(s) to engine.
NOTE: For information on manometer installation and
connection guidelines, see the specific engine’s
operation and maintenance manual.
2. Determine desired gas/air pressure setting for
primary fuel by completing the following:
• Without the AFM stepper motor(s) installed, adjust
gas/air pressure until the engine starts as desired
running on primary fuel.
• With the AFM stepper motor(s) installed, apply
power to the AFM system. Press <LEFT MAN>
and <RIGHT MAN> (if applicable) on the AFM
module keypad to put the AFM module in manual
control. Monitor gas/air pressure and use the AFM
module’s adjustment keys (<L/R RICH> and <L/R
LEAN>) on the keypad to change stepper motor
position as required until the engine starts as
desired running on primary fuel.
3. Copy the AFM programming worksheet from the
back of this manual that applies to your engine
application (see Table 2.00-2). Each worksheet is
two-sided. The front of the worksheet applies to
primary fuel values. The back of the worksheet
applies to secondary fuel values.
NOTE: Do not discard the worksheet. The worksheet is
necessary to complete AFM programming.
Table 2.00-2: AFM Programming Worksheets
5. If your engine runs on a single fuel, shut down the
engine and continue with Step 9. If your engine runs
on dual fuel, continue with Step 6.
6. For dual fuel applications, switch over fuels and
timing (if necessary).
7. Determine desired gas/air pressure setting for
secondary fuel by completing the following:
• Without the AFM stepper motor(s) installed, adjust
gas/air pressure until the engine starts as desired
running on secondary fuel.
• With the AFM stepper motor(s) installed, apply
power to the AFM system. Press <LEFT MAN>
and <RIGHT MAN> (if applicable) on the AFM
module keypad to put the AFM module in manual
control. Monitor gas/air pressure and use the AFM
module’s adjustment keys (<L/R RICH> and <L/R
LEAN>) on the keypad to change stepper motor
position as required until the engine starts as
desired running on secondary fuel.
8. Measure and record the desired gas/air pressure on
the space provided on the back of the worksheet for
secondary fuel.
9. Keep worksheet. The information recorded on the
worksheet is required during AFM programming.
MOUNTING THE AFM MODULE
Mount the AFM module upright in an off engine location
using the vibration isolators supplied with the AFM
module (see Figure 2.00-1).

DESCRIPTION
Catalyst Control Worksheet – G Engines
Catalyst Control Worksheet – GSI Engines
Best Power/Economy Control Worksheet
Lean Burn Control Worksheet – VHP and VGF Engines
Lean Burn Control Worksheet – ATGL Engines

4. Measure and record the desired gas/air pressure on

the space provided on the worksheet for primary
fuel.

FORM 6286-2
2.00-2 © 3/2012

Figure 2.00-1: Mounting the AFM Module
Note the following concerning AFM module mounting:
• The maximum wire run from the AFM module to the
engine must be within 50 ft (15 m).
NOTE: If additional wire length is required, contact
Waukesha’s Sales Engineering Department.
• Ambient temperature may vary from -40° – 150°F (-40°
– 65°C).
NOTICE
Do not pressure-wash or steam-clean the AFM
module. Pressure washing or steam cleaning can
damage the AFM module electronics.
• Although the AFM module is “splash-proof,” exposure
to direct sprays of water should be avoided.
• Do not cut any new holes in the AFM module. Wire
routing is important. The wires must be directed
through the holes provided in the bottom of the AFM
module as shown in Figure 2.00-2.
2.00-3
MOUNTING AFM SYSTEM COMPONENTS
Figure 2.00-2: AFM Module Conduit Ports
MOUNTING STOICHIOMETRIC OXYGEN
SENSOR AND K-TYPE THERMOCOUPLE –
RICH BURN ONLY
MOUNTING STOICHIOMETRIC OXYGEN SENSOR
The stoichiometric oxygen sensor is used in catalyst and
best power/economy applications. The oxygen sensor
reports the concentration of oxygen in the exhaust to the
AFM module. The location of the oxygen sensor is
critical for proper sensor operation. The stoichiometric
oxygen sensor must be installed in the exhaust system
where temperatures are greater than 662°F (350°C)
during normal operation to ensure correct operation.
The following describes the mounting location of the
stoichiometric oxygen sensor on VGF and VHP engines:
• VGF Engines: On VGF engines the stoichiometric
oxygen sensor is mounted in the oxygen sensor port
that is predrilled in the exhaust outlet (see Figure
2.00-3 and Figure 2.00-4). If your engine has a
predrilled port, continue with Step 3. If your engine
does not have a predrilled port, continue with Step 1.
FORM 6286-2
© 3/2012
MOUNTING AFM SYSTEM COMPONENTS

Figure 2.00-3: Oxygen Sensor Port Location on VGF G

Engines

Figure 2.00-5: Oxygen Sensor Port Location on VHP G

Engines

Figure 2.00-4: Oxygen Sensor Port Location on VGF GSID

Engines
• VHP Engines: On VHP G engines the stoichiometric
oxygen sensor is mounted in the oxygen sensor port
that is predrilled in the exhaust elbow (see Figure Figure 2.00-6: Oxygen Sensor Port Location on
2.00-5). On VHP GSI engines the stoichiometric 6-Cylinder VHP GSI Engines
oxygen sensor is mounted in the oxygen sensor port
that is predrilled in the exhaust elbow on 6-cylinder
VHP engines; and the exhaust outlet tee on 12- and
16-cylinder VHP engines (see Figure 2.00-6 and
Figure 2.00-7). If your engine has a predrilled port,
continue with Step 3. If your engine does not have a
predrilled port, continue with Step 1.
NOTE: For lean burn sensors, complete the mounting
instructions in MOUNTING LEAN BURN OXYGEN
SENSING ASSEMBLY on page 2.00-6.

Figure 2.00-7: Oxygen Sensor Port Location on

12-Cylinder VHP GSI Engines

FORM 6286-2
2.00-4 © 3/2012

1. Determine stoichiometric oxygen sensor mounting
location. Note the following concerning oxygen
sensor mounting:
• The sensor location should be easily accessible.
Sensors are maintenance items and replacement
will be required. Typically, service life of the
stoichiometric oxygen sensor is 2,000 – 3,000
hours.
• The oxygen sensor must be installed in the
exhaust system where temperatures are greater
than 662°F (350°C) during normal operation to
ensure correct sensor operation.
• The tip of the sensor should be exposed to the
exhaust gas flow from all cylinders to be controlled
by that sensor.
• The location chosen should not result in sensor
shell temperatures in excess of 350°F (177°C).
Shell (or “skin”) temperatures greater than 350°F
(177°C) can greatly reduce sensor life.
• On VHP vee engines (engines with two fuel
regulators), two sensors are required.
– Each sensor must be mounted such that it is
exposed to the exhaust flow from the
appropriate bank.
– The sensors should be placed in an area before
the exhaust streams merge.
• Do not locate the sensors where exhaust flow is
uneven due to obstructions or sharp bends.
2. Drill (21/32 in. or 16.5 mm) and tap (M 18 x 1.5)
sensor mounting hole in location meeting the
requirements listed in Step 1.
3. Thoroughly clean hole and area around sensor
mounting hole.
NOTE: Remove predrilled mounting hole plug if
installed and then clean hole.
2.00-5
MOUNTING AFM SYSTEM COMPONENTS
NOTICE
Do not drop or mishandle oxygen sensor. The ceramic
component inside the sensor is vulnerable to thermal
and mechanical shock. Improper handling could
damage the oxygen sensor making the sensor
unusable.
Always use “OXYGEN SENSOR SAFE/NEUTRAL
CURE” RTV gasket materials on engines with oxygen
sensors. Disregarding this information will result in
reduced sensor life or sensor failure.
Do not apply (or contact) anti-seize to the oxygen
sensor’s sensing element (louvered end) OR to the
area above sensor threads. APPLY ANTI-SEIZE
ONLY TO THE THREADED AREA OF SENSOR.
Contact with anti-seize compound on the sensing
element or area above sensor threads will result in
incorrect sensor operation.
NOTE: New sensors are packaged with an anti-seize
compound already applied to the sensor threads. There
is no need to apply additional anti-seize unless
reinstalling a used sensor. If required, very sparingly use
a nickle-based anti-seize compound that will withstand
temperatures of 1,500°F (816°C). Apply compound
ONLY to sensor threads.
4. Thread the oxygen sensor into the mounting hole.
Torque the oxygen sensor to 33 – 37 ft-lb (45 – 50
N·m).
NOTE: A special Waukesha socket is available to
torque the stoichiometric oxygen sensor. Contact your
Waukesha Distributor for ordering information.
MOUNTING K-TYPE THERMOCOUPLES
In rich burn applications, thermocouples are used to
monitor the temperature of exhaust gases near the
stoichiometric oxygen sensor (see Figure 2.00-8).
FORM 6286-2
© 3/2012
MOUNTING AFM SYSTEM COMPONENTS
Figure 2.00-8: K-Type Thermocouple
1. Determine thermocouple mounting location. Note
the following concerning thermocouple mounting:
• If your engine has a predrilled port for
thermocouple mounting, continue with Step 3.
• Mount thermocouple within 6 in. (152 mm) of the
appropriate oxygen sensor. On turbocharged
engines, the thermocouple must be placed on the
same side of the turbocharger as the oxygen
sensor.
• Locate the thermocouple in an accessible
location.
• The tip of the thermocouple should be surrounded
by unobstructed exhaust flow.
• If there is concern about a thermocouple failure, a
thermowell filled with a heat transfer compound
can be used. Should a thermowell be used, be
sure to apply anti-seize to the thermowell to make
removal easier if replacement is required.
NOTICE
Always use ungrounded thermocouple probes with
the AFM system. Resistance from either ungrounded
thermocouple lead to the thermocouple shell should
be 2 megohms or greater. Disregarding this
information will lead to incorrect input from a grounded
thermocouple to the AFM module.
2. Drill (7/16 in.) and tap (1/4 in. NPT) thermocouple
mounting hole in location meeting the requirements
listed in Step 1.
2.00-6
3. Thoroughly clean hole and area around tapped hole.
NOTE: Remove predrilled mounting hole plug if
installed and then clean hole.
4. Apply anti-seize to the large end of the thermocouple
connector (see Figure 2.00-8). Use a nickle-based
anti-seize compound that will withstand
temperatures of 1,500°F (816°C).
5. Thread the connector into the thermocouple
mounting hole.
6. Insert the ferrule nut, back ferrule, and front ferrule
onto the stem of the thermocouple (see Figure
2.00-8). The lip on the back ferrule must face the
large end of the front ferrule, while the tapered end
of the front ferrule faces the connector body.
7. Insert the stem of the thermocouple into the
connector and finger tighten the ferrule nut.
8. Center the tip of the stem in the exhaust passage.
The thermocouple must not contact the metal
casting or an inaccurate pyrometer reading will
result.
9. Tighten the ferrule nut.
10. Connect the male and female ends of the plug and
slip protective boot over female end of plug. The
different size prongs prevent the plug from being
improperly connected.
MOUNTING LEAN BURN OXYGEN
SENSING ASSEMBLY
The lean burn oxygen sensor sends a signal based on
exhaust oxygen content to the AFM module. The lean
burn sensor is installed to the engine in an assembly
consisting of a sensor, gasket, heater (two for ATGL
engines), thermocouple, sensor block, special pipe
nipple, and insulation (see Figure 2.00-9 and Figure
2.00-10).
Location and installation of the lean burn sensing
assembly is dependent on engine family (VHP, VGF and
ATGL). Complete the steps in the section that applies to
your engine application.
FORM 6286-2
© 3/2012

Figure 2.00-9: Front View of Lean Burn Sensor Block
Figure 2.00-10: Lean Burn Oxygen Sensing Assembly
NOTE: The ATGL lean burn assembly uses two
heaters. Insulation over assembly not shown. Insulation
MUST be installed around lean burn oxygen sensing
assembly for correct sensor operation.
LEAN BURN OXYGEN SENSING ASSEMBLY
INSTALLATION ON VHP ENGINES
On VHP engines the lean burn oxygen sensing
assembly is mounted in the oxygen sensor port that is
predrilled in the turbo exhaust outlet tee (see Figure
2.00-11). If your engine has a predrilled port, continue
with Step 3. If your engine does not have a predrilled
port, continue with Step 1.
2.00-7
MOUNTING AFM SYSTEM COMPONENTS
Figure 2.00-11: VHP Engine Oxygen Sensor Ports – Lean
Burn
1. Determine lean burn oxygen sensing assembly
mounting location. Note the following concerning
mounting:
• The assembly location should be easily
accessible. Sensors are maintenance items and
replacement will be required. Service life of the
lean burn oxygen sensor is minimally 10,000
hours.
• On lean burn sensing assembly components
requiring an anti-seize compound, use a nickle-
based anti-seize compound that will withstand
temperatures of 1,500°F (816°C).
• On VHP vee engines (engines with two fuel
regulators), two lean burn sensing assemblies are
required.
– Each assembly must be mounted such that it is
exposed to the exhaust flow from the
appropriate bank.
– The assembly should be placed in an area
before the exhaust streams merge.
• The lean burn oxygen sensing assembly must be
located downstream of the turbocharger.
2. Drill (45/64 in.) and tap (1/2 in. NPT) mounting hole
for nipple in the mounting location meeting the
requirements listed in Step 1.
3. Thoroughly clean hole and area around tapped hole.
NOTE: Remove predrilled mounting hole plug if
installed and then clean hole.
NOTE: On lean burn sensing assembly components
requiring an anti-seize compound, use a nickle-based
anti-seize compound that will withstand temperatures of
1,500°F (816°C).
4. Apply anti-seize to 1/2 NPT nipple threads that
thread into exhaust outlet. Use a nickle-based anti-
seize compound that will withstand temperatures of
1,500°F (816°C).
FORM 6286-2
© 3/2012
MOUNTING AFM SYSTEM COMPONENTS
5. Thread nipple into mounting hole on engine.
6. Apply anti-seize to 3/4 in. NPT nipple threads. Use
a nickle-based anti-seize compound that will
withstand temperatures of 1,500°F (816°C).
7. Thread the sensor block onto the nipple.
8. Thread sensor block until hand tight. Then turn
sensor block an additional 1/4 – 1/2 turn until the
sensor block is vertical with the component
mounting ports located on the downside as shown
in Figure 2.00-12.
12. Slide the heater into the heater port on the sensor
block.
NOTICE
Do not drop or mishandle oxygen sensor. The
components inside the sensor are vulnerable to
thermal and mechanical shock. Improper handling
could damage the oxygen sensor making the sensor
unusable.
Do not use an anti-seize compound on the lean burn
oxygen sensor. Contact with compound on the sensor
could result in incorrect sensor operation.

NOTE: On lean burn sensing assembly components

requiring an anti-seize compound, use a nickle-based
anti-seize compound that will withstand temperatures of
1,500°F (816°C).
13. Bolt the lean burn sensor to the sensor block using
the flange, gasket, and bolts provided. Verify that the
sensor flange is holding the heater in place. Use an
anti-seize compound as required on the bolts but DO
NOT contact the lean burn sensor with anti-seize.
NOTE: Insulation MUST be installed around lean burn
oxygen sensing assembly for correct sensor operation.

! WARNING

Do not touch or service any hot

components of the lean burn
oxygen sensing assembly.
Allow sufficient time for
components to cool to room
temperature before attempting
any service procedure.
Figure 2.00-12: Lean Burn Sensor and Sensor Block
Installed on Exhaust Outlet Tee – VHP Engines
Always keep lean burn oxygen
sensing assembly insulation
NOTE: Insulation over assembly not shown. Insulation installed over components.
MUST be installed around lean burn oxygen sensing Lean burn sensing assembly
assembly for correct sensor operation. components become extremely
9. Apply anti-seize to the large end of the thermocouple hot in use.
connector. Use a nickle-based anti-seize compound
that will withstand temperatures of 1,500°F (816°C).
10. Thread the thermocouple into thermocouple port on 14. Install insulation around lean burn sensing assembly
the sensor block. (see Figure 2.00-13).

11. Apply anti-seize to the heater. Use a nickle-based

anti-seize compound that will withstand
temperatures of 1,500°F (816°C).
NOTE: Heater must be installed in port next to the
thermocouple.

FORM 6286-2
2.00-8 © 3/2012

Figure 2.00-13: Lean Burn Assembly Insulation – VHP
LEAN BURN OXYGEN SENSING INSTALLATION ON
VGF ENGINES
On VGF engines the lean burn sensing assembly is
mounted in the sensor port that is predrilled in the
exhaust outlet (see Figure 2.00-14 and Figure 2.00-15).
If your engine has a predrilled port, continue with Step 3.
If your engine does not have a predrilled port, continue
with Step 1.
Figure 2.00-14: Lean Burn Sensor Installation Location
on VGF Inline Engines
2.00-9
MOUNTING AFM SYSTEM COMPONENTS
Figure 2.00-15: Lean Burn Sensor Installation Location
on VGF Vee Engines
1. Determine lean burn sensing assembly mounting
location. Note the following concerning mounting:
• The sensor location should be easily accessible.
Sensors are maintenance items and replacement
will be required. Service life of the lean burn
oxygen sensor is minimally 10,000 hours.
• On lean burn sensing assembly components
requiring an anti-seize compound, use a nickle-
based anti-seize compound that will withstand
temperatures of 1,500°F (816°C).
• The lean burn oxygen assembly must be located
downstream of the turbocharger.
2. Drill (21/32 in. or 16.5 mm) and tap (M 18 x 1.5)
mounting hole for nipple in the mounting location
meeting the requirements listed in Step 1.
3. Thoroughly clean hole and area around tapped hole.
NOTE: Remove predrilled mounting hole plug if
installed and then clean hole.
NOTE: On lean burn sensing assembly components
requiring an anti-seize compound, use a nickle-based
anti-seize compound that will withstand temperatures of
1,500°F (816°C).
4. Apply anti-seize to M 18 x 1.5 nipple threads that
thread into exhaust outlet. Use a nickle-based anti-
seize compound that will withstand temperatures of
1,500°F (816°C).
5. Thread nipple into mounting hole on the engine.
6. Apply anti-seize to 3/4 NPT nipple threads. Use a
nickle-based anti-seize compound that will
withstand temperatures of 1,500°F (816°C).
7. Thread the sensor block onto the nipple.
FORM 6286-2
© 3/2012
MOUNTING AFM SYSTEM COMPONENTS
8. Thread sensor block until hand tight. Then turn
sensor block an additional 1/4 – 1/2 turn until the
sensor block is vertical with the component
mounting ports located on the downside as shown
in (see Figure 2.00-16).
NOTICE
Do not drop or mishandle oxygen sensor. The
components inside the sensor are vulnerable to
thermal and mechanical shock. Improper handling
could damage the oxygen sensor making the sensor
unusable.
Do not use an anti-seize compound on the lean burn
sensor. Contact with compound on the sensor could
result in incorrect sensor operation.

NOTE: On lean burn sensing assembly components

requiring an anti-seize compound, use a nickle-based
anti-seize compound that will withstand temperatures of
1,500°F (816°C).
13. Bolt the lean burn sensor to the sensor block using
the flange, gasket, and bolts provided. Verify that the
sensor flange is holding the heater in place. Use an
anti-seize compound as required on the bolts, but
DO NOT contact the lean burn sensor with anti-
seize.
NOTE: Insulation MUST be installed around lean burn
oxygen sensing assembly for correct sensor operation.
Figure 2.00-16: Lean Burn Sensor and Sensor Block
Installed on Exhaust Outlet Tee – VGF Engines ! WARNING
NOTE: Insulation over assembly not shown. Insulation
MUST be installed around lean burn oxygen sensing Do not touch or service any hot
assembly for correct sensor operation. components of the lean burn
NOTE: Heater must be installed in port next to the sensing assembly. Allow
thermocouple. sufficient time for exhaust
components to cool to room
9. Apply anti-seize to the large end of the thermocouple temperature before attempting
connector. Use a nickle-based anti-seize compound any service procedure.
that will withstand temperatures of 1,500°F (816°C).
Always keep lean burn oxygen
10. Thread the thermocouple into thermocouple port on sensor assembly insulation
the sensor block. installed over components.
11. Apply anti-seize to the heater. Use a nickle-based Lean burn sensing assembly
anti-seize compound that will withstand components become extremely
temperatures of 1,500°F (816°C). hot in use.
12. Slide the heater into the heater port on the sensor
block.
14. Install insulation around lean burn sensing assembly
(see Figure 2.00-17).

FORM 6286-2
2.00-10 © 3/2012
 MOUNTING AFM SYSTEM COMPONENTS

Figure 2.00-17: Lean Burn Assembly Insulation – VGF

LEAN BURN SENSOR INSTALLATION ON ATGL Figure 2.00-18: Lean Burn Sensor Location on 12V-
ENGINES AT25GL Engines

On ATGL* engines the lean burn sensing assembly is

mounted to the turbo exhaust elbow on the left bank of
12V-ATGL and 16V-ATGL engines (see Figure
2.00-18, Figure 2.00-19, and Figure 2.00-20) and the
exhaust elbow on 8L-ATGL engines (see Figure
2.00-21).
* Trademark of General Electric Company
On ATGL engines an exhaust sample line is required
from the exhaust manifold to the lean burn oxygen
sensing assembly. This supply line brings undiluted
exhaust to the lean burn sensor for analysis because the
CEC Turbocharger Control Module system (TCM
system) dilutes the exhaust gas at the turbo exhaust
elbow with air. The undiluted exhaust travels through the
assembly for analysis and is discharged into the exhaust Figure 2.00-19: Lean Burn Sensor Location on 12V-
AT27GL Engines
elbow.
If your engine has a predrilled port, continue with Step 3.
If your engine does not have a predrilled port, continue
with Step 1.

Figure 2.00-20: Lean Burn Sensor Location on 16V-

AT27GL Engines

FORM 6286-2
2.00-11 © 3/2012
MOUNTING AFM SYSTEM COMPONENTS
8. Thread sensor block with jam nut into the mounting
hole on the exhaust outlet and hand tighten. Adjust
sensor block so block is vertical with the component
mounting port for the thermocouple located on the
downside as shown in Figure 2.00-22.

Figure 2.00-21: Lean Burn Sensor Location on 8L-ATGL

Engines
1. Determine lean burn sensing assembly mounting
location. Note the following concerning mounting:
• The sensor location should be easily accessible.
Sensors are maintenance items and replacement
will be required. Service life of the lean burn
oxygen sensor is minimally 10,000 hours.
• On lean burn sensing assembly components
requiring an anti-seize compound, use a nickle- Figure 2.00-22: Lean Burn Sensor and Sensor Block
Installed on Turbo Exhaust Elbow – 12V-AT27GL Engine
based anti-seize compound that will withstand
Shown
temperatures of 1,500°F (816°C).
• The lean burn oxygen assembly must be located NOTE: Insulation over assembly not shown. Insulation
downstream of the turbocharger. MUST be installed around lean burn oxygen sensing
assembly for correct sensor operation.
2. Drill (31/32) and tap (1-20 UNEF) mounting hole for
nipple in the mounting location meeting the 9. Tighten jam nut to lock sensor block into place.
requirements listed in Step 1. 10. Apply anti-seize to the large end of the thermocouple
3. Thoroughly clean hole and area around tapped hole. connector. Use a nickle-based anti-seize compound
that will withstand temperatures of 1,500°F (816°C).
NOTE: Remove predrilled mounting hole plug if
11. Thread the thermocouple into thermocouple port on
installed and then clean hole.
the sensor block.
NOTE: On lean burn sensing assembly components 12. Apply anti-seize to the heaters. Use a nickle-based
requiring an anti-seize compound, use a nickle-based anti-seize compound that will withstand
anti-seize compound that will withstand temperatures of temperatures of 1,500°F (816°C).
1,500°F (816°C).
13. Slide the heaters into the heater ports on the sensor
4. Apply anti-seize to 3/4 NPT nipple threads. Use a block.
nickle-based anti-seize compound that will
withstand temperatures of 1,500°F (816°C).
5. Thread nipple into sensor block.
6. Thread jam nut completely onto threaded nipple.
7. Apply anti-seize to 1-20 UNEF nipple threads. Use
a nickle-based anti-seize compound that will
withstand temperatures of 1,500°F (816°C).

FORM 6286-2
2.00-12 © 3/2012
 MOUNTING AFM SYSTEM COMPONENTS

NOTICE ! WARNING
Do not drop or mishandle oxygen sensor. The
Do not touch or service any hot
components inside the sensor are vulnerable to
components of the lean burn
thermal and mechanical shock. Improper handling
sensing assembly. Allow
could damage the oxygen sensor making the sensor
sufficient time for exhaust
unusable.
components to cool to room
Do not use an anti-seize compound on the lean burn temperature before attempting
oxygen sensor. Contact with compound on the sensor any service procedure.
could result in incorrect sensor operation. Always keep lean burn oxygen
sensor assembly insulation
installed over components.
NOTE: On lean burn sensing assembly components
Lean burn sensing assembly
requiring an anti-seize compound, use a nickle-based
components become extremely
anti-seize compound that will withstand temperatures of
hot in use.
1,500°F (816°C).
14. Bolt the lean burn oxygen sensor to the sensor block
using the flange, gasket, and capscrews provided. 16. Install insulation around lean burn sensing assembly
Verify that the sensor flange is holding the heaters in (see Figure 2.00-23).
place. Use an anti-seize compound as required on
the capscrews, but DO NOT contact the lean burn
sensor with anti-seize.
NOTE: An exhaust sample line is required from the
exhaust manifold to the lean burn oxygen sensing
assembly. This supply line brings undiluted exhaust to
the lean burn sensor for analysis. The undiluted exhaust
travels through the assembly for analysis and is
discharged into the exhaust outlet elbow.
15. Complete exhaust supply tubing connections (see
Figure 2.00-24, Figure 2.00-25, Figure 2.00-26, or
Figure 2.00-27).
NOTE: Insulation MUST be installed around lean burn
oxygen sensing assembly for correct sensor operation.
Figure 2.00-23: Lean Burn Assembly Insulation – ATGL

FORM 6286-2
2.00-13 © 3/2012
MOUNTING AFM SYSTEM COMPONENTS

Figure 2.00-24: Exhaust Supply Tubing on 8L-ATGL Engines

NOTE: All 1/4 in. tubing is stainless steel. NOTE: Insulation over assembly not shown.
Insulation MUST be installed around lean burn oxygen
NOTE: Lean burn sensing assembly, tubing, elbows,
sensing assembly for correct sensor operation.
and connectors MUST be installed in locations shown
for proper system operation. Alterations to components
and/or mounting locations could result in improper
system operation.

FORM 6286-2
2.00-14 © 3/2012
 MOUNTING AFM SYSTEM COMPONENTS

Figure 2.00-25: Exhaust Supply Tubing on 12V-AT25GL Engines

NOTE: All 1/4 in. tubing is stainless steel. NOTE: Insulation over assembly not shown.
Insulation MUST be installed around lean burn oxygen
NOTE: Lean burn sensing assembly, tubing, elbows,
sensing assembly for correct sensor operation.
and connectors MUST be installed in locations shown
for proper system operation. Alterations to components
and/or mounting locations could result in improper
system operation.

FORM 6286-2
2.00-15 © 3/2012
MOUNTING AFM SYSTEM COMPONENTS

Figure 2.00-26: Exhaust Supply Tubing on 12V-AT27GL Engines

NOTE: All 1/4 in. tubing is stainless steel.

FORM 6286-2
2.00-16 © 3/2012

NOTE: Lean burn sensing assembly, tubing, elbows,
and connectors MUST be installed in locations shown
for proper system operation. Alterations to components
and/or mounting locations could result in improper
system operation.
MOUNTING AFM SYSTEM COMPONENTS
NOTE: Insulation over assembly not shown.
Insulation MUST be installed around lean burn oxygen
sensing assembly for correct sensor operation.

Figure 2.00-27: Exhaust Supply Tubing on 16V-AT27GL Engines

NOTE: All 1/4 in. tubing is stainless steel. NOTE: Insulation over assembly not shown.
Insulation MUST be installed around lean burn oxygen
NOTE: Lean burn sensing assembly, tubing, elbows,
sensing assembly for correct sensor operation.
and connectors MUST be installed in locations shown
for proper system operation. Alterations to components
and/or mounting locations could result in improper
system operation.

FORM 6286-2
2.00-17 © 3/2012
MOUNTING AFM SYSTEM COMPONENTS

MOUNTING THE INTAKE MANIFOLD 6. Thread pressure transducer into pressure snubber
PRESSURE TRANSDUCER WITH and hand-tighten. Then tighten an additional turn
(see Figure 2.00-28).
PRESSURE SNUBBER
7. Support mating conduit assemblies so there is no
The intake manifold pressure transducer is used in stress on the pressure snubber’s or transducer’s 1/4
catalyst and lean burn applications only. The intake NPT fitting.
manifold pressure transducer range is 0 – 100 psi. A
pressure snubber is installed between the intake
manifold pressure transducer and the intake manifold to
protect the transducer from exposure to excessive
pressures that can result from intake manifold
explosions or surges.
NOTE: The maps in the AFM User Interface Program
(version 4 series) are designed to run at high pressures
(up to 60 psia) allowing for greater loads on the engine.
With this pressure range, engines with higher intake
manifold pressure requirements can be accommodated.
You must use intake manifold pressure transducer
P/N 740111C (or superseding P/N) with AFM
version 4 series software. (Software version appears Figure 2.00-28: Intake Manifold Pressure Transducer
on AFM User Interface Program’s Main Menu.) This
pressure transducer has a range of 0 – 100 psi. Using an
MOUNTING THE STEPPER MOTOR(S)
incorrect pressure transducer, will cause the AFM’s map
structure to be incorrect resulting in poor engine In order to control the air/fuel ratio, a stepper motor
performance. (actuator) is installed to each fuel regulator. The stepper
1. Determine intake manifold pressure transducer motor influences fuel flow by increasing or decreasing
mounting location. Note the following concerning pressure on the regulator control spring.
intake manifold pressure transducer mounting: NOTE: Field retrofit of some models may require
• Mount pressure transducer in a convenient relocation of the fuel regulators to permit installation of
location on the intake manifold. Typical location is the stepper motors.
center of intake manifold.
DISASSEMBLING REGULATOR FOR STEPPER
• If existing, use port already predrilled in the intake MOTOR MOUNTING
manifold.
• Intake manifold pressure transducer must be ! WARNING
mounted perpendicular to air flow.
• On VHP engines, do not mount pressure Disconnect all electrical power
transducer on either end of the intake manifold. supplies before making any
Mount pressure transducer in center of intake connections or servicing any
manifold. part of the electrical system.
2. Drill (7/16) and tap (1/4 NPT) mounting hole.
3. Thoroughly clean hole and area around tapped hole.
4. Thread pressure snubber into mounting hole and 1. Verify that all power to the AFM system is off.
hand-tighten. Then tighten an additional turn (see
Figure 2.00-28).
NOTE: The pressure snubber should already have
Teflon tape applied to the threads. If it does not, apply
Teflon tape to threads before threading the pressure
snubber into the mounting hole.
5. Apply Teflon tape to pressure transducer’s threads.

FORM 6286-2
2.00-18 © 3/2012
 MOUNTING AFM SYSTEM COMPONENTS

! WARNING

Use appropriate equipment and

protective gear when servicing
or using products that contain
springs. Springs, under tension,
can eject if improper equipment
or procedures are used.

2. Remove the cap, rubber seal, adjusting screw, and

control spring from the regulator (see Figure
2.00-29 and Figure 2.00-30).

Figure 2.00-30: Removing Adjusting Screw and Control

Spring from Regulator – 99 Regulator Shown
NOTE: On fuel regulators with a regulator adjuster
installed, remove the components of the regulator
highlighted in Figure 2.00-31.

Figure 2.00-29: Removing Cap From Regulator – 99

Regulator Shown

Figure 2.00-31: External Regulator Adjuster Installation –

99 Regulator Shown

FORM 6286-2
2.00-19 © 3/2012
MOUNTING AFM SYSTEM COMPONENTS
VERIFYING STEPPER MOTOR OPERATION
Stepper motor operation should be verified prior to
installation to the fuel regulator by completing the
following steps. Do not install stepper motor to fuel
regulator until stepper motor operation is verified.
1. Complete the electrical connections in AFM
SYSTEM ELECTRICAL CONNECTIONS on page
2.05-1 and CONNECTING AUXILIARY AFM
INPUTS AND OUTPUTS on page 2.10-1
including wiring connections to stepper motor(s)
(see Step 4 in INSTALLING STEPPER MOTOR TO
REGULATOR on page 2.00-21 for harness
connection).
2. Complete the checklist in PRESTART
INSTALLATION CHECKLIST on page 2.15-1.
3. With the engine not running, apply power to the AFM
module.
4. Install the control spring removed from the regulator
into the end of the stepper motor (see Figure
2.00-32).
7. The AFM LCD display will show “MOVING L
STEPPER TO START POSITION.” Verify that the
shaft inside the left stepper motor first moves
counterclockwise and the control spring moves
partially into the stepper motor assembly until the
“HOME” position is reached. Then the stepper motor
shaft must rotate clockwise and the control spring
must move out of the stepper motor assembly. On
engines with two regulators, the AFM module will
move the right stepper motor once the left stepper
motor is reset. Verify correct operation of the right
stepper motor by observing the direction of shaft
rotation and movement of the control spring. Allow
up to 3 minutes for this process.
8. Once stepper motor function has been verified,
remove power to the AFM system and continue with
INSTALLING STEPPER MOTOR TO
REGULATOR on page 2.00-21.

Figure 2.00-32: Stepper Motor Assembly for Verifying

Operation
5. If the yellow alarm LED is lit on the AFM module,
press <ALARM ACK> on the module keypad to
acknowledge the alarm.
6. Press and release <F1> and then <START POS> on
the AFM module keypad.

FORM 6286-2
2.00-20 © 3/2012

INSTALLING STEPPER MOTOR TO REGULATOR
MOUNTING AFM SYSTEM COMPONENTS
1. Install the control spring removed from regulator into
the end of the stepper motor (see Figure 2.00-33).
2. Install O-ring provided on stepper motor.
NOTE: The O-ring is used to make sure the stepper
motor to regulator interface is well sealed. The O-ring
makes electrical connection convenient and minimizes
mechanical stress on the connector.

Figure 2.00-33: Installing Stepper Motor into Regulator

Figure 2.00-34: Stepper Harness Connections

FORM 6286-2
2.00-21 © 3/2012
MOUNTING AFM SYSTEM COMPONENTS
3. Install the stepper motor into the end of the regulator. MAINTENANCE OF AFM SYSTEM
Orient the stepper motor so that the electrical COMPONENTS
connection faces the conduit which runs to the
junction box (see Figure 2.00-33). The following AFM components require maintenance or
replacement:
4. Connect stepper harness(es) (see Figure 2.00-34).
Note the following concerning stepper motor • Stoichiometric Oxygen Sensor – Rich Burn
harness connections: • Lean Burn Oxygen Sensor
• Enclose the wiring in conduit to prevent damage. • Exhaust Sample Flow Port: VHP/VGF Lean Burn
• Two types of stepper cables may be provided. Sensing Assembly Mounting Port
Some are color coded and must be reconnected • Exhaust Sample Flow Port: ATGL Lean Burn Exhaust
with each wire color matching. Others are labeled Supply Tubing and Lean Burn Sensing Assembly
directly on the wire. Similar labels must be Mounting Port
matched. Example: “STEPPER A” must be
• Stepper Motor (Actuator)
connected to “STEPPER A.”
• None of the AFM system wiring is to be run in the See AFM SYSTEM MAINTENANCE on page 7.00-
same conduit as the ignition primary or other wires. 1 for maintenance chart and procedures.
• A minimum distance of 4 in. (102 mm) should be
maintained between AFM system wiring and
ignition wiring.
• The upper harness connector on the side of the
AFM module is for the “left” stepper motor used
with VHP vees – left bank only, VHP inlines, VGFs,
and ATGLs (see Figure 2.00-35).
• The lower harness connector on the side of the
AFM module is for the “right” stepper motor for
VHP vee engines – right bank only (see Figure
2.00-35).
NOTE: All wiring must be run per local codes.

Figure 2.00-35: AFM Module Stepper Harness

Connections

FORM 6286-2
2.00-22 © 3/2012
 SECTION 2.05
AFM SYSTEM ELECTRICAL CONNECTIONS
This section includes information on AFM power
requirements, power supply testing and grounding.
Complete AFM system electrical connections by
following the power and wiring information provided in
this section.
AFM SYSTEM ELECTRICAL
CONNECTIONS
NOTE: See CONNECTING AUXILIARY AFM INPUTS
AND OUTPUTS on page 2.10-1 for information on
making connections to the Error Out, Remote Start and
Alternative Fuel terminals.
AFM SYSTEM WIRING DIAGRAMS
See the foldout diagrams at the back of the manual for
AFM system wiring diagrams.
NOTE: The wiring diagrams included in this manual are
to be used as a reference only. For additional reference,
use the wiring diagrams received with the AFM system
when making connections.
AFM POWER REQUIREMENTS
The power connections to the AFM system must be in
accordance with applicable electrical codes. All power
wire sizing must be in accordance with Figure 2.05-1. All
external connections on the AFM system are intended
to be used with flexible conduit.
See Table 2.05-2 for AFM system power requirements.
An oscilloscope must be used to verify that the peak-to-
peak ripple meets the 2 Voltsp-to-p requirement with the
engine running. Verify power and peak-to-peak ripple
requirements by completing AFM POWER SUPPLY
OSCILLOSCOPE TESTING on page 2.05-2.
2.05-1
NOTE: See POWER REQUIREMENTS FOR
CUSTOM ENGINE CONTROL PRODUCTS on page
1.05-10 for the power requirements of all Waukesha
CEC products.
NOTE: Voltage and current supplied must be sufficient
to operate all transducers used in the installation.
Supply power wiring and signal (transducer) wiring
must be in separate conduits. To avoid the
possibility of undesired electrical interaction, the
wires must be routed through the bottom of the
AFM module as shown in Table 2.05-1.
Table 2.05-1: AFM Module Wire Routing
Left Conduit Supply Power Wiring (24 VDC) Positive
Entry and Ground
Oxygen Sensor, Thermocouple, Home
Center Conduit Switches, Intake Manifold Pressure
Entry Transducer, and Heater Wires (Lean
Burn Only)
Right Conduit Error Out Alarm Output, Alternate Fuel
Entry Input, and Remote Start Position Input
Connections between the junction box and the AFM
module are made with factory supplied wiring harness.
The center conduit entry of the AFM module must be
used. Attach all wires as labeled on the terminal
identification strip. Care must be taken to identify the left
from right bank connections if applicable.
FORM 6286-2
© 3/2012
AFM SYSTEM ELECTRICAL CONNECTIONS
Table 2.05-2: Power Requirements for the AFM System

NOMINAL VOLTAGE (volts OPERATING RANGE (volts RIPPLE PEAK-TO-PEAK OPERATING CURRENT
DC) DC) (VP-TO-P) (amps)
2.5 (all rich burn applications)
18.0 (lean burn applications on
VHP 6-cylinder and all VGF
24 21.6 – 30.0 less than 2 engines)
32.0 (lean burn applications on
all ATGL and VHP 12- & 16-
cylinder engines)

Figure 2.05-1: CEC Products Power Wiring Requirements

NOTE: Wires sized for “Item A” are based on the pulsed loading of capacitive discharge ignitions like the CEC Ignition
Module and the 2 volt peak-to-peak maximum ripple requirements of the CEC products.

AFM POWER SUPPLY OSCILLOSCOPE TESTING
The oscilloscope is needed to measure the peak-to-
peak ripple on the DC power supply to the AFM module.
The AFM module will not accept a peak-to-peak ripple
greater than 2 Voltsp-to-p (top to bottom of waveform).
NOTE: An oscilloscope and a test probe are required
to perform these tests. A 10:1 probe may be necessary
for detecting random power spikes.
NOTE: A multimeter cannot be used to determine
ripple, as the line interference may not be a sine
waveform. As well, a multimeter cannot be used to
detect random, short duration power spikes.
1. Ground probe or set oscilloscope switch to
“GROUND.” Using the X- and Y-axis position dials,
center the reference trace so that it is reading across
the bottom of the screen.
2. Set the oscilloscope to read from channel 1. Verify
that the scope is set to read a DC input often called
“DC COUPLING” or “DC COUPLED.”
3. Set the X-axis (sec/div) at 5 milliseconds/div
(5 m/div). Set the Y-axis at 5 volts/div.
4. With the oscilloscope input reading on channel 1,
connect the probe to the (+) power lead in the AFM
module and ensure that the probe ground is
connected to the module ground.

FORM 6286-2
2.05-2 © 3/2012

5. View the oscilloscope (see Figure 2.05-2). The trace
should have moved up to a location corresponding
with the actual DC supply voltage (AFM = 21.6 – 30.0
VDC).
Figure 2.05-2: Oscilloscope Reading for Power Supply –
VDC
6. Switch the power setting to “AC COUPLING” or “AC
COUPLED.” Lower the Y-axis from 5 to 1 volt/div.
Using the Y-axis position adjustment, place the
waveform so that the lowest position is on a
horizontal grid line. The highest position of the
waveform must not be more than two divisions (2
volts) from the lowest position (see Figure 2.05-3).
NOTE: Five milliseconds was selected for the X-axis as
this best corresponds to the CEC Ignition Module firing
frequency. Any power supply interference from the
ignition should be detected at this setting. However, at
lower engine speeds and/or on 8-cylinder engines, 10
milliseconds may be more appropriate.
2.05-3
AFM SYSTEM ELECTRICAL CONNECTIONS
Figure 2.05-3: Peak-to-Peak Wave Form Requirements
7. Slowly pan through the time range of the
oscilloscope by turning the sec/div dial from 0.1 s to
10 microseconds (μs). The peak-to-peak voltage
MUST be less than 2 volts (see Figure 2.05-3).
8. If available, connect a 10X probe to the power
supply. Follow manufacturer’s instructions on how to
set up 10X probe. Pan through the time range with
the Y-axis set at 1 volt/div. View the oscilloscope for
a considerable period of time to see if there are any
random, short-duration power spikes.
NOTE: The electrical interference from solenoids and
other electrical switches will not be cyclic and can be as
high as several hundred volts. This could cause faults
within the CEC systems that may or may not be indicated
with diagnostics. Therefore, it is important to watch the
trace at the above settings for a period of time. This is
especially important if solenoid valves or other sources
of electromagnetic interference are present on site.
NOTE: Make sure that emergency power, if used, is
large enough to handle CEC amp ratings. This power
supply should also conform to specification.
If noise is present, the following is a list of possible
causes:
• Undersized wiring or the wiring is too close to an
AC power source.
• Remote sensing wires are not connected to the
main junction box terminals.
• The power supply is being used to power solenoid
valves.
FORM 6286-2
© 3/2012
AFM SYSTEM ELECTRICAL CONNECTIONS
GROUND CONNECTIONS
To prevent electrical interference with the AFM system
from other components (especially high current devices
such as solenoid valves, ignition systems, and motors),
complete the following grounding procedure.
All grounds must be referenced to the same point. This
reference point is the engine crankcase. An earth ground
wire must be connected from the AFM module to the
engine crankcase (see wiring diagrams at the back of
the manual for minimum ground wire sizing). This ground
wire must be attached firmly to the engine crankcase
(not a gasketed cover or other bolted component). The
surface of the crankcase where the connection is made
must be dry and free of paint and other non-conducting
substances.

FORM 6286-2
2.05-4 © 3/2012
 SECTION 2.10
CONNECTING AUXILIARY AFM INPUTS AND OUTPUTS

CONNECTING AUXILIARY INPUTS AND

OUTPUTS
There are three auxiliary inputs and outputs that can be
used to interface the AFM system to external electrical
devices. They include the Error Out, Remote Start and
Alternate Fuel terminals. These terminals must be wired
according to Figure 2.10-1.

ERROR OUT TERMINAL

The Error Out terminal inside the AFM module is a
sinking circuit used to provide a connection to ground to
be used as a trigger to drive remote devices supplied by
the customer such as alarms, lights, and relays (see Figure 2.10-1: Wiring of Auxiliary Inputs and Outputs
Figure 2.10-2). When the AFM system is operating NOTE: * Current sinking configuration. Components
correctly the circuit provides a connection to ground. Any internal to AFM are capable of handling 50 VDC, 1 amp.
AFM system fault will disconnect the circuit. The circuit
is designed to handle a maximum current of 1 amp and
a maximum voltage of 50 VDC (no AC voltages are
allowed).

Figure 2.10-2: AFM Module Auxiliary Terminal Connections

FORM 6286-2
2.10-1 © 3/2012
CONNECTING AUXILIARY AFM INPUTS AND OUTPUTS
REMOTE START TERMINAL
The Remote Start terminal inside the AFM module
permits movement of the stepper motors to the “START
position” from external, customer-supplied logic (see
Figure 2.10-2). The AFM offers remote start capability
that allows an operator to activate certain AFM functions
from a remote location. The operator can operate the
AFM’s control logic remotely over telephone lines or a
network using on-site logic controls. Instead of needing
to be on-site to switch the AFM to the manual control
mode to move the stepper motor(s) to the START
position, the START position can be set even when the
AFM is operating in automatic control mode.
To use this feature, ground the remote start terminal
inside the AFM module. The preprogrammed START
position will then be sought by the stepper motor(s).
Allow 3 minutes for stepper motor repositioning.
The stepper motor will remain in the START position until
the remote start terminal is ungrounded.
NOTE: The operator cannot set the stepper motor
inside the actuator(s) to the START position if the intake
manifold pressure is greater than 17 psia. If the operator
presses <F1> and then <STRT POS> when the intake
manifold pressure is greater than 17 psia, a message will
be displayed on the LCD telling the operator that the
request was ignored because the engine is loaded.
ALTERNATE FUEL TERMINAL – DUAL-FUEL
APPLICATIONS ONLY
The Alternate Fuel terminal is used to invoke a second
set of control values that are appropriate for the
secondary fuel of dual-fuel applications. Dual-fuel
capability allows for control of air/fuel ratio on engines
that have two discrete fuel sources.
• To activate the primary fuel stepper motors, the “ALT
FUEL” terminal inside the AFM module MUST be and
remain ungrounded.
• To activate the secondary fuel stepper motors, the
“ALT FUEL” terminal inside the AFM module MUST be
and remain grounded.
2.10-2
Dual fuel engine applications can either be designed to
be a simple fuel system or complex fuel system.
• Simple Fuel Systems: A “simple” fuel system is
defined as a single fuel pipe connected to the engine.
– On VHP inline, all VGF and all ATGL engines, the
primary and secondary fuels are regulated by one
stepper motor and regulator.
– On VHP vee engines one stepper motor is used on
each engine bank (a total of two stepper motors
installed on the engine). On each engine bank, the
primary and secondary fuel are regulated by one
stepper motor and regulator.
When operating a simple fuel system, a different data-
set for each fuel is programmed but the AFM User
Interface Program only keeps track of one stepper
motor position. Because only one position is tracked,
the engine will have to be shut down and the start
position re-initiated when switching fuels. See Figure
2.10-3 for a sample wiring configuration of a
simple fuel system.
• Complex Fuel Systems: A “complex” fuel system is
defined as two discrete fuel pipes connected to the
engine.
– On VHP inlines, all VGF, and all ATGL engines two
stepper motors are used: one stepper motor for
primary fuel and one for secondary fuel.
– On VHP vee engines, four stepper motors are used
on the engine. Two stepper motors are used per
engine bank. On each bank, one stepper motor
regulates primary fuel and one regulates secondary
fuel.
When operating a complex fuel system, a different
data-set for each fuel is programmed and the AFM
User Interface Program keeps track of each stepper
motor position. Because two positions are tracked,
there is no need to shut down the engine or re-initiate
the START position when switching fuels (as long as
the START positions were initiated once before
starting the engine). See Figure 2.10-4 for a sample
wiring configuration of a simple fuel system.
FORM 6286-2
© 3/2012
 CONNECTING AUXILIARY AFM INPUTS AND OUTPUTS

Figure 2.10-3: Sample Wiring Configuration of a Simple Fuel System

FORM 6286-2
2.10-3 © 3/2012
CONNECTING AUXILIARY AFM INPUTS AND OUTPUTS

Figure 2.10-4: Sample Wiring Configuration of a Complex Fuel System

FORM 6286-2
2.10-4 © 3/2012
 SECTION 2.15
PRESTART INSTALLATION CHECKLIST

PRESTART INSTALLATION CHECKLISTS d. Disconnect the thermocouple connections

terminal block inside the AFM module (see
CATALYST AND BEST POWER/ECONOMY Figure 2.15-1). Measure the voltage between the
CONTROL MODE CHECKLIST yellow and red wires. The voltage should be 0.80
– 1.50 mV for temperatures 60° – 100°F (16° –
1. Before applying power to the AFM system (engine
38°C). If the engine was running recently,
not running):
measurements will be higher, reflecting higher
a. Visually inspect AFM system installation to be actual temperatures. This step verifies that
sure that all wiring conforms to the requirements thermocouple wires are terminated correctly.
of this manual, local codes, and regulatory
e. With the thermocouple connections
bodies. Verify that each connection to the AFM
disconnected, measure the resistance between
module is routed through the correct conduit.
the red wire and the connected engine ground
See AFM SYSTEM ELECTRICAL
terminal. Resistance should be very high (or
CONNECTIONS on page 2.05-1 for power
open circuit). Repeat the measurement between
specifications to the AFM module and see the
the yellow wire and engine ground. This verifies
foldouts at the back of this manual for rich burn
that thermocouples are ungrounded and that
(catalyst and best power/economy) wiring
wires are not shorted in the conduit. Reconnect
diagrams.
the thermocouple connections terminal block
b. Disconnect the power connections terminal after the test is complete.
block inside the AFM module (see Figure
2.15-1). Measure the power supply voltage at
the AFM module and verify that the power supply
is within specification. Make this measurement
with an oscilloscope.
NOTE: Power requirements with the engine running are
verified during AFM system programming.
c. Disconnect the intake manifold pressure
transducer and oxygen sensor(s) by removing
the analog connections terminal block from the
header inside the AFM module (see Figure
2.15-1). Measure the resistance between the
positive and negative sensor wires. Resistance
should be higher than 2 megohms if sensors are
cool. This step verifies that wires are not shorted
in the conduit.

FORM 6286-2
2.15-1 © 3/2012
PRESTART INSTALLATION CHECKLIST
Figure 2.15-1: AFM Module Connections – Catalyst and Best Power / Economy Prestart Checklist
2. After applying power to the AFM system (engine not
running):
a. Reconnect the power connections terminal
block.
b. Reconnect the analog connections terminal
block to the header. Measure the voltage
between the stoichiometric sensor ground wire
and engine ground terminal. The voltage should
be 0 (zero) ± 50 mV. This step tests for potential
ground loop problems.
NOTE: Ground loops could be more significant when
the engine is running. The addition of other electrical
devices may adversely influence AFM system operation
by causing “signal offsets.”
When all of these checks have been made
successfully, continue with AFM module
programming.
LEAN BURN CONTROL MODE CHECKLIST
Before applying power to the AFM system (engine not
running):
1. Visually inspect AFM system installation to be sure
that all wiring conforms to the requirements of this
manual, local codes, and regulatory bodies. Verify
that each connection to the AFM module is routed
through the correct conduit. See AFM SYSTEM
ELECTRICAL CONNECTIONS on page 2.05-1 for
the power specifications to AFM module and see the
foldouts at the back of this manual for the appropriate
lean burn wiring diagram.
2.15-2
2. Disconnect the power connections terminal block
inside the AFM module (see Figure 2.15-2).
Measure the power supply voltage at the AFM
module and verify that the power supply is within
specification. Make this measurement with an
oscilloscope.
NOTE: Power requirements with the engine running are
verified during AFM system programming.
3. Disconnect the thermocouple connections terminal
block inside the AFM module (see Figure 2.15-2).
Measure the voltage between the yellow and red
wires. The voltage should be 0.80 – 1.50 mV for
temperatures 60° – 100°F (16° – 38°C). If the engine
was running recently, measurements will be higher
reflecting higher actual temperatures. This step
verifies that thermocouple wires are terminated.
4. With the thermocouple connections still
disconnected, measure the resistance between the
red wire and the still connected engine ground
terminal. Resistance should be very high (or open
circuit). Repeat the measurement between the
yellow wire and engine ground. This verifies that
thermocouples are ungrounded and that wires are
not shorted in the conduit.
5. Reconnect the thermocouple connections terminal
block.
6. Reconnect the power connections terminal block.
NOTE: Ground loops could be more significant when
the engine is running. The addition of other electrical
devices may adversely influence AFM system operation
by causing “signal offsets.”
When all of these checks have been made successfully,
continue with AFM module programming.
FORM 6286-2
© 3/2012
 PRESTART INSTALLATION CHECKLIST

Figure 2.15-2: AFM Module Connections – Lean Burn Prestart Checklist

FORM 6286-2
2.15-3 © 3/2012
PRESTART INSTALLATION CHECKLIST

This Page Intentionally Left Blank

FORM 6286-2
2.15-4 © 3/2012
 CATALYST PROGRAMMING
SECTION 3.00
CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS
This section explains the procedures required to
program the AFM system for an engine with a single fuel.
PROGRAMMING THE AFM MODULE FOR
CATALYST CONTROL
NOTE: When programming your AFM system for a dual
fuel application, complete the programming steps
provided in CATALYST PROGRAMMING – DUAL
FUEL APPLICATIONS on page 3.05-1.
If this is the initial startup of the AFM system on your
engine, complete ALL the procedures provided in this
section. If the AFM system has been operating, it may
be necessary only to complete applicable subsections
of the provided programming instructions.
OUTLINE OF SECTION 3.00
An outline with a description of the subsections included
in Section 3.00 is provided below.
Preprogramming Steps: Begins on page 3.00-2.
Provides the initial system checks that must be made
BEFORE applying power to the AFM module and
starting the engine.
User Interface Program Startup Steps: Begins on
page 3.00-2.
Provides the steps necessary to establish
communication between the AFM module and your PC.
Initial AFM Module Programming: Begins on page
3.00-5.
Provides 1) initial setup programming of the AFM
module by selecting a preprogrammed setup file; 2)
steps for editing engine application information; and 3)
steps for saving the setup file to RAM for testing.
Establishing Engine START Position: Begins on
page 3.00-15.
3.00-1
Provides the programming steps necessary to modify
stepper motor START position to facilitate engine
starting.
Monitoring System Operation Using the View Serial
Link Screen: Begins on page 3.00-17.
Provides an explanation of the information on the View
Serial Link Screen and allows you to monitor the AFM
system after applying power to the module and starting
the engine.
Fine-Tuning AFM Programming for Catalyst
Applications: Begins on page 3.00-20.
Provides the programming steps to fine-tune the AFM
system for optimum air/fuel control. You can either fine-
tune the AFM system for very precise control using
variable set-points or fine-tune the system with constant
set-points. A worksheet is provided to help you
determine the programmable limits for the data-set.
Programming The Catalyst Control Values: Begins
on page 3.00-32.
Provides the programming steps for entering the data-
set values determined in the previous section.
Checking AFM System Performance After
Programming: Begins on page 3.00-33.
Provides the steps to check ease of starting the engine
based on the START position programmed.
Saving Data-Set to ROM: Begins on page 3.00-34.
Provides the programming steps for saving the data-set
to ROM (permanent memory).
Saving Data-Set to Disk: Begins on page 3.00-37.
Provides the programming steps for saving the data-set
to a file on disk (to the drive and directory where the AFM
User Interface Program was retrieved).
Retrieving a Saved Data-Set: Begins on page 3.00-
39.
Provides the programming steps for retrieving a file that
was previously saved to disk.
FORM 6286-2
© 3/2012
CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS
Post-Programming Checks: Begins on page 3.00-
39.
Provides steps for completing two post-programming
checks that must be completed to confirm that the data-
set which was created/modified was successfully stored
to ROM.
PREPROGRAMMING STEPS
Before applying power to the AFM system and with the
engine shut down:
1. Review GENERAL AFM PROGRAMMING
INFORMATION on page 1.15-1 for computer
requirements, program layout and saving
information.
2. Review AFM DISPLAY AND KEYPAD
INFORMATION on page 1.20-1 for a detailed
explanation of the AFM module’s keypad functions
and LCD display messages.
3. Complete the preprogramming checklist in
PRESTART INSTALLATION CHECKLIST on page
2.15-1 before continuing.
4. With the engine NOT running and power OFF,
disconnect the intake manifold pressure transducer
and oxygen sensor(s) by removing the analog
connections terminal block from the header inside
the AFM module (see Figure 3.00-1).
Figure 3.00-1: Analog and Power Connections Inside
AFM Module
3.00-2
USER INTERFACE PROGRAM START-UP
STEPS
The steps provided in this section describe how to
connect the DB-9 serial cable between your PC and the
AFM module and then establish communication
between system components.
1. Apply power to the AFM module. After applying
power, the “Power” and “Alarm” LEDs will light on the
front cover of the AFM. The LCD display on the AFM
module briefly displays “Waukesha CEC TEST” if
the core EPROM chip has not been previously
programmed. If the core EPROM was previously
programmed, the LED displays the current control
mode (for example: “Waukesha CEC
Stoichiometric”).
NOTE: Because you disconnected the intake manifold
pressure transducer and oxygen sensor(s) in
PREPROGRAMMING STEPS on page 3.00-2 a list of
system errors will be displayed on the LCD display.
Messages on the display may include, but not
necessarily be limited to, “O2 SIGNAL LO,” “IMP INPUT
LO,” and “O2 TEMP LO.” These messages are normal
since these engine parameters are below the test
program limits with the intake manifold pressure
transducer and oxygen sensor(s) disconnected.
2. The AFM module must be programmed to work with
site specific information in order for the AFM system
to function properly. To program the AFM module,
connect a standard DB-9 serial cable (male to
female) to the communications port (labeled P1A)
within the AFM module. This is the communications
port on the right (see Figure 3.00-2). Connect the
other end of the cable to the PC’s communications
port. Typically, this is port 1 (also referred to as COM
1, serial A, or serial 1).
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Figure 3.00-3: Software Version Identification

5. The Communications Menu appears automatically
(see Figure 3.00-4). A dot is located in a circle next
to “1.” Press [Enter] to select communications port
1. If the DB-9 cable is connected to a different port
on your PC, use the arrow keys on the keyboard to
select the corresponding port from the
Figure 3.00-2: DB-9 Serial Cable Connection Inside AFM communications menu and press [Enter] (typically:
Module port 1 is correct).

NOTICE
Verify that the DB-9 serial cable is securely connected
to the appropriate computer port. If the serial cable is
disturbed or disconnected during the saving process,
the core EPROM chip in the AFM module may become
corrupted and may need to be replaced. Even
previously stored data-sets may no longer be
functional.

3. Start the AFM User Interface Program on your PC.

NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
NOTE: The core and display EPROM chips must be Figure 3.00-4: Communications Menu
“matched” with the AFM User Interface Program version 6. The AFM User Interface Program’s Main Menu
number. If the versions of the EPROM chips are not the appears showing various program options available
same as the User Interface Program version number, the (see Figure 3.00-5). Highlight “Edit/Create Setup”
potential for errant operation exists and programming and press [Enter].
will not work. See EPROM CHIP REPLACEMENT on
page 6.05-1 for more information.
4. Once the AFM User Interface Program is open, the
“Genuine Waukesha Parts” Logo Screen appears
briefly, followed by the screen shown in Figure
3.00-3. The bottom line of this screen indicates what
version of the AFM User Interface Program you are
using.

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8. If the AFM module has never been programmed for
an engine application, a message appears stating
the AFM module has been configured for test
purposes only (see Figure 3.00-8). Press any key to
return to the Main Menu and continue with INITIAL
AFM MODULE PROGRAMMING on page 3.00-
5. If the AFM system has been previously
programmed for another engine application, the
data-set for that engine application is displayed.
Note the following:
• If you want to program the AFM system using the
data-set displayed as a starting point continue with
EDITING ENGINE APPLICATION
INFORMATION on page 3.00-8.
• If you want to start from a preprogrammed setup
Figure 3.00-5: AFM User Interface Program Main Menu
file (a new, engine specific data-set), press [Esc]
7. The Edit/Create Setup Menu shown in Figure and then [Y] to return to the Main Menu. Continue
3.00-6 appears. Highlight “Retrieve from AFM” and with INITIAL AFM MODULE PROGRAMMING on
press [Enter]. page 3.00-5.
By completing Steps 1 – 8, communication between the
AFM module and your PC has been established.

Figure 3.00-6: Edit/Create Setup Menu

NOTE: If a communications error message appears
(see Figure 3.00-7), there is a communication problem
between your PC and the AFM module. Either there is
no power to the AFM module, the serial cable is not
connected to the correct communications port, the
computer is not configured correctly, the core EPROM
chip is corrupt, or the cable is defective. Verify that the
cable is connected to the correct communications port
on your PC. If it is not connected correctly, move the
cable to the correct communications port. Check the
general condition of the serial cable and replace the
cable if defective. See TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1 for more
troubleshooting information. Press any key to continue.

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Figure 3.00-7: Communications Error Message

Figure 3.00-8: Test Program Message

INITIAL AFM MODULE PROGRAMMING 1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
After communication has been established between Setup” and press [Enter] (see Figure 3.00-9).
your PC and the AFM module, you can begin
programming for your specific engine application.
NOTE: For the purposes of this manual, the examples
and figures used are based on the programming of a 12-
cylinder VHP L5790GSI engine. Although there are
slight screen variations for each engine family, the
programming steps presented in this manual are the
same. The values in the examples and figures are
for REFERENCE ONLY. Actual values are specific to
your engine application.

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Figure 3.00-9: AFM User Interface Program Main Menu

2. Highlight “Retrieve from Filename” on the Edit/
Create Setup Menu and press [Enter] (see Figure
3.00-10). A list of preprogrammed files appears (see
Figure 3.00-11).
Figure 3.00-11: File Select Menu

SELECTING A PREPROGRAMMED SETUP FILE

Preprogrammed setup files were developed to make
AFM module programming easier and faster. The values
stored in these files will get you started in creating a data-
set for your specific engine application. The values of the
preprogrammed files are generic and must be edited for
optimum air/fuel ratio control following the programming
procedures in this manual. It is recommended that you
use a preprogrammed file from this listing to program the
AFM module instead of starting with a new, non site-
specific data-set.
The preprogrammed setup files vary with engine
configuration and fuel regulator model. Example: All
Figure 3.00-10: Edit/Create Setup Menu
VHP GSI vee engines with Fisher 66, 66Z, S201, and
S211 regulators, which includes VHP models 5108,
5790, 7042, and 9390, use setup file RSETUP01.
Similarly, VHP models 2895 and 3521 use a common
setup file.
1. Answer the following four questions before selecting
a preprogrammed setup file.
a. What is the engine family: VHP or VGF?
_______
b. What is the engine configuration: inline or vee?
_______
c. What air induction configuration (aspiration)
does the engine have: natural (G), turbocharged
(GSI), or turbocharged with draw-thru
carburetion (GSID)? _______

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d. What fuel regulator(s) is installed: Fisher G engines with one 99 or 1098 regulator
Controls Model 66, 66Z, S201, S211, 99, 1098, RSETUP10
and stepper (5,800 steps of adjustment).
or 133L? _______
VGF INLINE ENGINES WITH CATALYST CONTROL
2. After answering the four questions in Step 1,
Filename Use For ...
carefully select the setup file from Table 3.00-1 that
was created for your engine application. Selecting GSID engines with one S211, S201, 66 or
the wrong setup file may result in air/fuel control that RSETUP13 66Z regulator and stepper (20,000 steps
is less than optimum. of adjustment).

NOTE: The preprogrammed files listed on the File 3. Using the arrow keys on the keyboard, scroll through
Select Menu but not included in Table 3.00-1 are the list of preprogrammed files on the File Select
preprogrammed setup files used when programming in Menu. Highlight the appropriate preprogrammed file
non-catalyst control modes (best power/economy or and press [Enter] (see Figure 3.00-12). The Edit
lean burn control modes). Screen appears displaying the preprogrammed
setup file information (see Figure 3.00-13).
Table 3.00-1: Preprogrammed Setup Files for Catalyst
Control Operation NOTE: When the setup file appears on the Edit Screen,
it will show engine family, model, and fuel type
VHP VEE ENGINES WITH CATALYST CONTROL information for an engine model. This “application”
Filename Use For ... information is for reference only and will not affect AFM
system control.
GSI engines with two S211, S201, 66,
RSETUP01 66Z or 133L regulators and steppers
(20,000 steps of adjustment).
GSI engines with two 99 or 1098
RSETUP02 regulators and steppers (5,800 steps of
adjustment).
G engines with two S211, S201, 66, 66Z
RSETUP03 or 133L regulators and steppers (20,000
steps of adjustment).
G engines with two 99 or 1098 regulators
RSETUP04
and steppers (5,800 steps of adjustment).
VHP INLINE ENGINES WITH CATALYST CONTROL
Filename Use For ...
GSI engines with one 99 or 1098 regulator
RSETUP07
and stepper (5,800 steps of adjustment).
GSI engines with one S211, S201, 66,
RSETUP08 66Z or 133L regulator and stepper
(20,000 steps of adjustment).
G engines with one S211, S201, 66, 66Z
RSETUP09 or 133L regulator and stepper (20,000
steps of adjustment). Figure 3.00-12: File Select Menu

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Figure 3.00-13: Preprogrammed Setup File RSETUP01 – Catalyst-Equipped VHP Applications
EDITING ENGINE APPLICATION INFORMATION
The left box of the Edit Screen provides engine
application information including engine family, model
and fuel type information (see Figure 3.00-13). This
section provides the programming steps necessary to
edit the engine application information based on your
specific site requirements.
1. With the Edit Screen displayed on your PC, press the
“UP” arrow key until the Engine Family Selection
Screen appears as shown in Figure 3.00-14.
2. Highlight the correct engine family and press [Enter].
3. Highlight the correct engine model on the Engine
Model Selection Screen and press [Enter] (see
Figure 3.00-15).
NOTE: Highlight “L7042” for 7044GSI VHP engines.
Highlight “L5790” for 5794GSI VHP engines. Highlight
“F3521” for 3524GSI VHP engines.
4. Highlight the correct engine air induction
configuration (aspiration) on the Engine Fuel System
Selection Screen and press [Enter] (see Figure
3.00-16).
3.00-8
5. Highlight the type of primary fuel the engine is using
on the Primary Fuel Selection Screen and press
[Enter] (see Figure 3.00-17).
6. The AFM system features dual fuel capability. If you
are programming the AFM system for dual fuel, see
CATALYST PROGRAMMING – DUAL FUEL
APPLICATIONS on page 3.05-1. If you are
programming the AFM system for a single fuel
application, continue with Step 7.
7. Highlight “NONE” and press [Enter] on the
Secondary Fuel Selection Screen (see Figure
3.00-18).
8. Highlight “Catalyst Control” on the Control Mode
Selection Screen and press [Enter] (see Figure
3.00-19).
9. After the engine application information is selected,
confirm your selections by pressing [Y] at the
confirmation message (see Figure 3.00-20).
The engine application block will now be updated to
reflect your changes (see Figure 3.00-21).
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Figure 3.00-14: Engine Family Selection Screen

Figure 3.00-15: Engine Model Selection Screen

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Figure 3.00-16: Engine Fuel System Selection Screen

Figure 3.00-17: Primary Fuel Selection Screen

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Figure 3.00-18: Secondary Fuel Selection Screen

Figure 3.00-19: AFM System Control Mode Selection Screen

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Figure 3.00-20: Confirmation Message

Figure 3.00-21: Edit Screen with Updated Engine Application Block

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SAVING SETUP FILE TO RAM
The initial setup file must be saved to RAM (temporary
memory) to permit testing and editing of the data-set.
Each time modifications are made to the data-set, the
data-set must be saved to RAM before the edited values
affect control of the AFM system and can be tested.
Simply editing the values on the AFM User Interface
Program screens will not change AFM system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 3.00-37 to save your data-set to disk.
1. Press [F10] to save the preprogrammed file data and
edited “application” information to RAM (temporary
memory).
2. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter] (see Figure 3.00-22).
3. The confirmation screen shown in Figure 3.00-23
appears. Press [Y] to confirm save to RAM.
4. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Once the data-set has been saved to RAM,
the message shown in Figure 3.00-24 appears. The
LCD display on the AFM module will briefly read
“Waukesha CEC Stoichiometric,” then the normal
AFM LCD displays will appear.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
5. Press any key to continue.

Figure 3.00-22: Saving Options Menu

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Figure 3.00-23: Confirmation of Save to RAM

Figure 3.00-24: Verification of Save to RAM

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ESTABLISHING ENGINE START POSITION
Engine START position is a programmable stepper
motor position used to set gas/air at a value that is
favorable for engine starting. Most values stored in the
preprogrammed files should be reasonable for initial
programming of the AFM module. However, some
modification to the stepper motor “START position”
setting may be required to facilitate engine starting.
Complete the following steps to establish engine START
position. For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. Locate the applicable Catalyst Control Worksheet
used to record desired gas/air setting (original
worksheet found in back of manual). Review the
desired gas/air pressure setting recorded on the
front of your Catalyst Control Worksheet. If desired
gas/air pressure setting is not recorded on your
worksheet, see ESTABLISHING DESIRED GAS /
AIR PRESSURE SETTING (WITH OR WITHOUT
AFM COMPONENTS INSTALLED) on page 2.00-1
to establish desired gas/air setting.
3. Measure current gas/air pressure with a manometer.
4. Use the AFM module’s manual adjustment keys
(<LEFT/RIGHT RICH> and <LEFT/RIGHT LEAN>)
on the AFM module keypad to change gas/air
pressure as required to duplicate desired gas/air
setting. Once current gas/air setting is equal to
desired gas/air, the stepper motor “START” position
can be set.
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
5. Press <DSP SEL> on the AFM keypad to scroll
through LCD display messages until the “L/R
STEPPER = XXXXX” message is shown.
6. Record the stepper position displayed on the AFM
module’s LCD display (L/R STEPPER = XXXXX) on
the “Stepper Start Position” space provided on the
front of your worksheet.
3.00-15
NOTE: For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
7. On your PC, press [Enter] or use arrow keys until the
cursor is in the left/right “START POS.” field on the
Edit Screen (see Figure 3.00-25).
8. Enter the stepper position in the left/right “START
POS.” field on the Edit Screen and press [Enter] (see
Figure 3.00-26).
NOTE: Each time modifications are made to the data-
set, the data-set must be saved to RAM before the edited
values affect control of the AFM system and can be
tested. Simply editing the values on the AFM User
Interface Program screens will not influence AFM
system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
9. Press [F10] to save the edited START position
information to RAM (temporary memory).
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
12. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER”. Press any key to continue after the save to
RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 3.00-37 to save your data-set to disk.
13. Return to the Main Menu by pressing [Esc]. Figure
3.00-27 appears on the screen warning you to save
any changes made to the data-set before exiting.
Since the data-set has already been saved to RAM,
press [Y] to return to the Main Menu.
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Figure 3.00-25: Stepper Motor START Position Field

Figure 3.00-26: Entering Stepper Motor START Position

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Figure 3.00-27: Confirmation of Exit to Main Menu

MONITORING SYSTEM OPERATION

USING THE VIEW SERIAL LINK SCREEN
This section provides an explanation of the information
on the View Serial Link Screen and allows you to monitor
AFM system operation after applying power to the
module and starting the engine.
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] (see Figure 3.00-28). The information
shown on the View Serial Link Screen (see Figure
3.00-29) represents the current status of your AFM
system. This includes information on the oxygen
sensor, stepper position, and intake manifold
Figure 3.00-28: AFM User Interface Program Main Menu
pressure.

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Figure 3.00-29: View Serial Link Screen

NOTE: Since the engine may not be running and the
oxygen sensors and intake manifold pressure
transducer not connected, the alarms shown would be
correct for the current conditions. These same alarms
would also be indicated on the AFM LCD display.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. If AFM system alarms are activated, acknowledge
the alarms by pressing <ALARM ACK> on the AFM
module keypad. Wait for the “WORKING” message
to disappear from the AFM LCD display (about 5
seconds). The yellow alarm LED will turn off, the
“ALARMOUTPUT ACTIVE” message on the PC
screen will clear, and the Error Out terminal within
the AFM module will close. However, the alarm(s)
will still be indicated on the View Serial Link Screen
and LCD display.
3. If the “L Status” and “RStatus” fields are in automatic,
press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module to put the AFM
module in manual control.
4. Verify that the stepper motor(s) is properly
connected.
NOTE: You cannot set the stepper motor(s) to the
START position if the intake manifold pressure is greater
than 17 psia. If you press <F1> and then <STRT POS>
when the intake manifold pressure is greater than 17
psia, a message will be displayed on the LCD telling you
that the request was ignored because the engine is
loaded.
5. Set the stepper motor(s) to the “START Position” by
pressing and releasing <F1>, then <STRT POS> on
the AFM module keypad. The AFM LCD display will
show “MOVING L STEPPER TO START
POSITION”. The left and right “Status” messages on
the View Serial Link Screen will change to
“MOTORRESET” during the positioning activity.
Once the left bank has been moved, the AFM
module will move the right bank stepper motor. Allow
up to 3 minutes for this process. After the stepper
motor(s) has been moved to the START position, the
normal LCD displays resume. If the normal LCD
displays do not resume within 5 minutes, see AFM
SYSTEM TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1.
6. Start the engine.

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7. Recheck the power at the AFM module under worst-
case conditions. The engine ignition and any other
electrical devices to be driven by the same power
supply as the AFM module must be operating. Peak-
to-peak voltage variations must not exceed 2 volts.
This measurement must be taken with an
oscilloscope. See AFM SYSTEM ELECTRICAL
CONNECTIONS on page 2.05-1 for AFM system
power specifications.
! WARNING
Before making terminal block
connection(s) within the AFM
module, the area should be
purged of all known hazardous
atmospheres because there is
potential for sparks.
8. Reconnect the analog connections terminal block
containing the intake manifold pressure transducer
and oxygen sensor(s) to the header inside the AFM
module (see Figure 3.00-30).
Figure 3.00-30: Analog Reconnection
9. Allow the engine to warm up.
10. Set the engine speed to normal operating conditions
and the load to at least 60 BMEP.
3.00-19
Once the engine is running to at least 60 BMEP, the
sensor voltages should begin to fluctuate, the sensor
temperatures should rise, and the intake manifold
pressure readings will begin to change according to
speed and load on the View Serial Link Screen.
As soon as the left and right exhaust temperatures
exceed 350°C (662°F), the left and right “Status”
messages on the View Serial Link Screen will
change from “MAN. WARM-UP” to “MANUAL” (see
Figure 3.00-31).
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
11. Adjust engine load to manufacturer’s rated load and
rated speed.
12. If the air/fuel ratio is well away from stoichiometry, a
persistent “O2 SIGNAL LO/HI” error may occur.
Confirm this condition with exhaust analyzers before
using the manual adjustment keys (<LEFT/RIGHT
RICH> and <LEFT/RIGHT LEAN>) on the front of the
AFM module to adjust the air/fuel ratio richer or
leaner as required to resolve this problem. See AFM
SYSTEM TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1 for more
troubleshooting information.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
13. Enable “AUTOMATIC” control by pressing the
<AUTO OPER> key on the AFM module keypad.
The left and right “status” shown on the View Serial
Link Screen will change to AUTOMATIC. The AFM
module will begin adjusting the stepper position(s)
to control the engine’s air/fuel ratio.
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Figure 3.00-31: AFM Module in Manual Mode
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system. “RICH LIMIT” or
“LEAN LIMIT” errors are good indicators that the
carburetor screw(s) needs adjusting.
14. To permit significant rich and lean adjustments to the
AFM system, it may be necessary to adjust the
carburetor screw(s) so the AFM system controls
close to the middle of the stepper motor range. Once
the AFM system has gained control of the air/fuel
ratio (sensor voltage readings are very near sensor
set-point), adjust the carburetor screws until the
AFM system is controlling close to the middle of the
stepper motor range: 10,000 steps (out of 20,000
steps) for 66, 66Z, S201, S211, 133L regulators or
2,900 steps (out of 5800 steps) for 99, 1098
regulators.
15. Once you are satisfied that the AFM system is
controlling air/fuel ratio for the engine and no errors
occur, continue with FINE-TUNING AFM
PROGRAMMING FOR CATALYST
APPLICATIONS on page 3.00-20 to adjust the
system for optimum air/fuel ratio control.
3.00-20
FINE-TUNING AFM PROGRAMMING FOR
CATALYST APPLICATIONS
Once initial programming of the AFM module is
complete and the preliminary data-set is saved to RAM,
the AFM module must be “fine-tuned” for optimum air/
fuel ratio control. To fine-tune the AFM module it will be
necessary to determine oxygen sensor target voltage(s)
and stepper motor rich/lean limits.
A worksheet is provided to help you in determining the
programmable limits required in programming the AFM
module. Each worksheet is two sided. The front of the
worksheet applies to primary fuel values. The back of the
worksheet applies to secondary fuel values. Since you
are programming for a single fuel application, you
need to only complete the front of the worksheet.
If your engine application requires very precise control
of air/fuel ratio at various engine loads to meet emissions
regulations, follow the procedure labeled GATHERING
DATA FOR VARIABLE OXYGEN SENSOR SET-
POINTS on page 3.00-21. If, however, such precise
control is not required, follow the procedure labeled
GATHERING DATA FOR CONSTANT OXYGEN
SENSOR SET-POINTS on page 3.00-26.
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NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
Figure 3.00-32: Sample Air / Fuel Ratio Curve with Stepper Limits
NOTE: Desired air/fuel ratio and stepper limits can be
programmed for various loads. The values in this table
are for reference ONLY. Actual values are specific to
your engine application.
GATHERING DATA FOR VARIABLE OXYGEN
SENSOR SET-POINTS
Very precise control of air/fuel ratio to meet emissions
regulations is achieved by determining and
programming sensor voltage and lean/rich limits at
various engine loads. Complete the front of the
applicable Catalyst Control Worksheet for variable
oxygen sensor set-points by following the steps in this
section.
NOTE: If very precise air/fuel ratio control is NOT
required at various engine loads to meet emissions
regulations, follow the procedure labeled GATHERING
DATA FOR CONSTANT OXYGEN SENSOR SET-
POINTS on page 3.00-26.
The AFM system adjusts the stepper motor between two
programmable limits to maintain the oxygen sensor set-
point voltage. The lean and rich limits, which define the
stepper motor adjustment range, are determined by
establishing an air/fuel ratio curve.
3.00-21
Figure 3.00-32 illustrates a sample air/fuel ratio curve.
Combustion instability occurs when combustion
pressure within the engine diminishes as load is
reduced. The combustion stability limit is the point where
combustion is no longer stable and exhaust oxygen is
not a good indicator of air/fuel ratio.
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen and
carbon monoxide concentrations both increase sharply
(using CO and O2 meters). This sharp increase indicates
the combustion stability limit. If detection is difficult, an
alternative is to make the combustion stability limit point
60 BMEP. Generally, loads greater than 60 BMEP are
stable.
1. Locate your Catalyst Control Worksheet (see Table
3.00-2 for sample worksheet). Original worksheets
are located in back of manual. One worksheet
applies to G engines and the other applies to GSI
engines. The map-points are different for G and GSI
engines. Make sure you use the worksheet that
applies to your engine application. Each worksheet
is two-sided. Record values for single fuel
applications on the front of the worksheet.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
FORM 6286-2
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CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS
3. Adjust engine load for generator sets, or load and
speed for compressors, until the HIGHEST map-
point (intake manifold pressure, psia) achievable
with manufacturer’s ratings is met as indicated on
the View Serial Link Screen (see Table 3.00-2).
NOTE: The highest map-point in Table 3.00-2 is 26.0
psia. If, however, manufacturer’s rated load is in-
between map-points, adjust engine load to the next
lower map-point. For example, if rated load is 24.5 psia,
then adjust engine load to map-point 22.5 psia (see
Table 3.00-2).
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.
4. Using exhaust analyzers (CO and O2 meters), adjust
the air/fuel ratio by pressing <LEFT LEAN> and
<LEFT RICH> on the keypad until a desired
emissions level is met for the map-point. For VHP
vee engines, repeat this step for the engine’s right
bank using the “right” keypad buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
5. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Set-Point”
column on the front of your worksheet (see Table
3.00-2).
6. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position”
column on the front of your worksheet (see Table
3.00-2).
! WARNING
Never set the rich limit above 5
!
inch-Hg (16.9 kPa) gas/air
pressure.
7. Determine a lean and rich limit for the map-point
following the guidelines below and Figure 3.00-33:
• At engine loads above the combustion stability
limit, current recommendations are to set the lean/
rich limits ± 2 air/fuel ratios or less.
3.00-22
• At engine loads below the combustion stability
limit, the lean/rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting. The starting point
can then be modified as required to achieve
desired operation. For example: If prior to
programming the AFM system the gas/air setting
was 6 inch-H2O (152 mm-H2O), use the stepper
limits to permit only 6 inch-H2O (152 mm-H2O) gas/
air below the combustion stability limit. Use a
manometer to make this measurement.
NOTE: Stepper motor lean and rich limits (± 2 air/fuel
ratios) can be determined by moving ± 1 air/fuel ratio and
doubling the change in stepper position. For example:
An engine at desired running point has a stepper position
of 1,500 steps. The engine is adjusted +1 air/fuel ratio
and stepper position is 1,400 steps. The change in
stepper position for +1 air/fuel ratio is 100 steps (1,500
– 1,400 = 100). Doubling this value, stepper motor
change for +2 air/fuel ratios is 200 steps. Therefore, the
lean limit stepper position is 1,300 steps (1,500 – 200 =
1,300).
8. Adjust the air/fuel ratio by pressing <LEFT LEAN>
on the keypad until the desired lean limit is achieved
based on the guidelines in Step 7. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
9. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on the
front of your worksheet (see Table 3.00-2).
10. Adjust the air/fuel ratio by pressing <LEFT RICH> on
the keypad until the desired rich limit is achieved
based on the guidelines in Step 7. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
11. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
front of your worksheet (see Table 3.00-2).
NOTE: For map-points greater than rated load, use the
same values in the table columns as the rated map-point.
FORM 6286-2
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NOTE: The oxygen, carbon monoxide and oxygen
sensor signal curves were plotted for laboratory data.
Actual sensor response and desired air/fuel ratio will
depend slightly on fuel composition; however, the
relationship between CO and O2 will remain constant.
12. Reduce engine load to the next lower map-point and
repeat Steps 4 – 11. Complete the front of the
Catalyst Control Worksheet.
13. After the front of the Catalyst Control Worksheet is
complete, continue with PROGRAMMING THE
CATALYST CONTROL VALUES on page 3.00-
32.
NOTE: Figure 3.00-34 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.

Figure 3.00-33: Oxygen Sensor Response vs. Exhaust

Gas Concentrations for Various Air / Fuel Ratios – Rich
Burn ONLY

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Table 3.00-2: View Serial Link Screen and Catalyst Control Worksheet (GSI Applications) – Variable Setpoints

MAP- O2 SENSOR SETPOINT CURRENT STEPPER

LEAN LIMIT RICH LIMIT
POINT (volts) POSITION
INTAKE
MANIFOLD
LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT
PRESSURE
(psiA)
5.0
8.5
12.0
15.5
19.0
22.5
26.0 0.82 0.82 10,650 11,750

NOTE: The values in this table are for reference ONLY. Actual values are specific to your engine application.

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 CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS

Figure 3.00-34: Programming Scenario for Catalyst Control – Variable Oxygen Sensor Setpoints

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GATHERING DATA FOR CONSTANT OXYGEN
SENSOR SET-POINTS
Control of air/fuel ratio to meet emissions regulations at
a constant oxygen sensor set-point is achieved by
determining sensor voltage and rich/lean limits at rated
engine load. Complete the front of the Catalyst Control
Worksheet for constant oxygen sensor set-points by
following the steps in this section.
NOTE: If very precise air/fuel ratio control is required at
various engine loads to meet emissions regulations,
follow GATHERING DATA FOR VARIABLE OXYGEN
SENSOR SET-POINTS on page 3.00-21.
The AFM system adjusts the stepper motor between two
programmable limits to maintain the oxygen sensor set-
point voltage. The lean and rich limits, which define the
stepper motor adjustment range, are determined by
establishing an air/fuel ratio curve.
Figure 3.00-35: Sample Air/Fuel Ratio Curve With Stepper Motor Limits
NOTE: Desired air/fuel ratio and stepper limits can be programmed for various loads. The values in this table are for
reference ONLY. Actual values are specific to your engine application.
1. Locate your Catalyst Control Worksheet (see Table
3.00-3 for sample worksheet). Original worksheets
are located in back of manual. One worksheet
applies to G engines and the other applies to GSI
engines. The map-points are different for G and GSI
engines. Make sure you use the worksheet that
applies to your engine application. Each worksheet
is two-sided. Record values for single fuel
applications on the front of the worksheet.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
3.00-26
Figure 3.00-35 illustrates a sample air/fuel ratio curve
with constant oxygen sensor set-points. Combustion
instability occurs when combustion pressure within the
engine diminishes as load is reduced. The combustion
stability limit is the point where combustion is no longer
stable and exhaust oxygen is not a good indicator of air/
fuel ratio.
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen and
carbon monoxide concentrations both increase sharply
(using CO and O2 meters). This sharp increase is the
combustion stability limit. If detection is difficult, an
alternative is to make the combustion stability limit point
60 BMEP. Generally, loads greater than 60 BMEP are
stable.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
3. Adjust engine load to manufacturer’s rated load and
rated speed.
4. Using exhaust analyzers (CO and O2 meters), adjust
air/fuel ratio by pressing <LEFT LEAN> and <LEFT
RICH> on the AFM module keypad until a desired
emissions rating (best emissions performance) is
met. If your engine has two fuel regulators, repeat
this step for the engine’s right bank using the “right”
keypad buttons.
FORM 6286-2
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NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.
5. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Set-Point”
column for each map-point on the front of your
worksheet (see Table 3.00-3).
6. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position”
column on the front of your worksheet for each map-
point above the combustion stability limit (see Table
3.00-3).

! WARNING

Never set the rich limit above 5

!
inch-Hg (16.9 kPa) gas/air
pressure.

7. With the engine running at manufacturer’s rated

load, determine a lean and rich limit for the map-
points above the combustion stability limit. Current
recommendations are to set the lean and rich limit to
± 2 air/fuel ratios or less when programming constant
oxygen sensor set-points (see Figure 3.00-36).

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Table 3.00-3: View Serial Link Screen and Catalyst Control Worksheet (GSI Applications) – Constant Setpoints

MAP- O2 SENSOR SETPOINT CURRENT STEPPER

LEAN LIMIT RICH LIMIT
POINT (volts) POSITION
INTAKE
MANIFOLD
LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT
PRESSURE
(psiA)
5.0 0.83 0.83
8.5 0.83 0.83
12.0 0.83 0.83
15.5 0.83 0.83 10,450 11,250
19.0 0.83 0.83 10,450 11,250
22.5 0.83 0.83 10,450 11,250
26.0 0.83 0.83 10,450 11,250

NOTE: The values in this table are for reference ONLY.

Actual values are specific to your engine application.

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 CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS
8. Using exhaust analyzers (CO and O2 meters), lean
air/fuel ratio by +2 air/fuel ratios by pressing <LEFT
LEAN> on the keypad. For VHP vee engines, repeat
this step for the engine’s right bank using the “right”
keypad buttons.
9. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on the
front of your worksheet for each map-point above
the combustion stability limit (see Table 3.00-3).
10. Using exhaust analyzers (CO and O2 meters), richen
air/fuel ratio by -4 air/fuel ratios (-2 from desired
emissions rating value) by pressing <LEFT RICH>
on the keypad. For VHP vee engines, repeat this
step for the engine’s right bank using the “right”
keypad buttons.
11. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
front of your worksheet for each map-point above
the combustion stability limit (see Table 3.00-3).
12. At map-points below the combustion stability limit,
the lean and rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting. The starting point
can then be modified as required to achieve desired
operation. For example: If prior to programming the
AFM system the gas/air setting was 6 inch-H2O (152
mm-H2O), use the stepper motor limits to permit only
6 inch-H2O (152 mm-H2O) gas/air below the
combustion stability limit. Use a manometer to make
this measurement. Complete the following steps for
Figure 3.00-36: Oxygen Sensor Response vs. Exhaust each map-point below the combustion stability limit.
Gas Concentrations for Various Air / Fuel Ratios – Rich a. Reduce load to a map-point below the
Burn ONLY combustion stability limit.
NOTE: The oxygen, carbon monoxide, and oxygen b. Adjust air/fuel ratio by pressing <LEFT LEAN>
sensor signal curves were plotted for laboratory data. on the keypad until the desired lean limit is
Actual sensor response and desired air/fuel ratio will achieved based on the guidelines in Step 12. For
depend slightly on fuel composition; however, the VHP vee engines, repeat this step for the
relationship between CO and O2 will remain constant. engine’s right bank using the “right” keypad
buttons.
NOTE: Stepper motor limits (± 2 air/fuel ratios) can be
determined by moving ± 1 air/fuel ratio and doubling the c. Record the stepper position displayed on the
change in stepper position. For example: An engine at View Serial Link Screen in the “Lean Limit”
desired running point has a stepper position of 1,500 column on the front of your worksheet (see Table
steps. The engine is adjusted +1 air/fuel ratio and 3.00-3).
stepper position is 1,400 steps. The change in stepper d. Adjust the air/fuel ratio by pressing <LEFT
position for +1 air/fuel ratio is 100 steps (1,500 – 1,400 RICH> on the keypad until the desired rich limit
= 100). Doubling this value, stepper motor change for +2 is achieved based on the guidelines in Step 12.
air/fuel ratios is 200 steps. Therefore, the lean limit For VHP vee engines, repeat this step for the
stepper position is 1,300 steps (1,500 – 200 = 1,300). engine’s right bank using the “right” keypad
buttons.

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CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS
e. Record the stepper position displayed on the NOTE: Figure 3.00-37 provides a scenario of a
View Serial Link Screen in the “Rich Limit” technician fine-tuning the AFM system following the
column on the front of your worksheet (see Table programming steps in this section, “Gathering Data For
3.00-3). Constant Oxygen Sensor Set-Points.” The values in the
f. Repeat Steps a – e for each intake manifold scenario are given for example only. Actual values will
pressure map-point below the combustion vary depending on engine application.
stability limit to complete the front of your
worksheet.
13. After the front of your Catalyst Control Worksheet is
complete, continue with PROGRAMMING THE
CATALYST CONTROL VALUES on page 3.00-
32.

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 CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS

Figure 3.00-37: Programming Scenario for Catalyst Control – Constant Oxygen Sensor Setpoints

FORM 6286-2
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CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS

PROGRAMMING THE CATALYST 3. The Edit/Create Setup Menu shown in Figure

CONTROL VALUES 3.00-39 appears. Highlight “Retrieve from AFM” and
press [Enter].
This section provides the programming steps for
entering the set-point values determined in the previous
section, FINE-TUNING AFM PROGRAMMING FOR
CATALYST APPLICATIONS on page 3.00-20. You will
be programming the values recorded on the front of your
Catalyst Control Worksheet.
1. Press [Esc] to return to the Main Menu.
2. Highlight “Edit/Create Setup” on the Main Menu and
press [Enter] (see Figure 3.00-38).

Figure 3.00-39: Edit/Create Setup Menu

NOTE: See Figure 3.00-40 while editing the data-set.
4. After the Edit Screen appears, type in any comments
regarding AFM programming or revise existing
comments at the “Comments:” field. Typically,
comments include site, engine number and date
information.

Figure 3.00-38: AFM User Interface Program Main Menu

Figure 3.00-40: Editing the Data-Set on the Edit Screen

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 CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS
NOTE: When the cursor is moved between entry
locations, the bottom line of the Edit Screen will show a
brief explanation and limits for that entry.
5. Press [Enter] to move from the “Comments:” field to
the “PWM Out” field. Leave the “PWM Out” value set
to zero for unheated rich burn oxygen sensors.
6. Using the down arrow key, position the cursor in the
“Lo-Temp” field. Although the high and low
temperature limits can be modified, it is not
recommended that these two values be changed.
The “Lo-Temp” value should not be set below 350°C
(662°F) because that temperature is the minimum
for correct oxygen sensor operation. If required, the
“Hi-Temp” value can be modified to provide a safety
against high exhaust temperatures.
7. Position the cursor in the “Deadband” field. The
default value for the deadband is 0.005. This value
is appropriate for most applications. Deadband is the
oxygen sensor target “tolerance” or control limit
within which the stepper position remains constant.
8. Position the cursor in the “Gain” field. Gain
influences how large a change is made to the
stepper position when the oxygen sensor signal is
not within the specified tolerance around the sensor
target (set-point) voltage. A larger gain value will
result in a larger change. Adjust the gain value to give
the desired rate of response.
9. Press [Enter] until the cursor is positioned in the left
“O2 S-P” column. Using your Catalyst Control
Worksheet, enter all the “O2 Set-Points (S-P)”, “Lean
Limit”, and “Rich Limit” values for each intake
manifold pressure map-point. Press [Enter] after
each value is entered to work down through each
column.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: Each time modifications are made to the data-
set it must be saved to AFM RAM (temporary memory)
for evaluation. Simply editing the values on the PC
screen will not change AFM operation.
10. Press [F10] to save the Edit Screen values to RAM
(temporary memory) for testing.
11. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
12. Press [Y] to confirm save to RAM.
13. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key on the computer to continue
after the save to RAM is complete.
3.00-33
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 3.00-37 to save your data-set to disk.
14. To return to the Main Menu, press [Esc]. Figure
3.00-41 appears on the screen warning to save
changes that were made to the data-set before
exiting. Since the data-set has already been saved
to RAM, press [Y] to return to the Main Menu.
15. Place the AFM module in automatic mode by
pressing <AUTO OPER> on the AFM keypad.
CHECKING AFM SYSTEM PERFORMANCE
AFTER PROGRAMMING
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] to return to the View Serial Link Screen.
2. Monitor AFM system performance. The response
must be fast enough to meet site requirements, but,
not so fast that it causes instability. If the system is
too slow, go back to the Edit Screen and increase
the “Gain Setting.” To test the gain setting changes,
you must save your changes to RAM by pressing
[F10], selecting “Test Data on AFM” from the Saving
Options Menu, pressing [Enter], and then pressing
[Y]. Return to the View Serial Link Screen to monitor
AFM system performance. Continue adjusting the
“Gain Setting” on the Edit Screen until the speed of
response is satisfactory.
Steps 3 – 7 are completed to check ease of starting
the engine based on the START position
programmed.
3. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
4. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down the engine and allow it to cool
for several minutes.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
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Figure 3.00-41: Confirmation of Exit to Main Menu
NOTE: You cannot set the stepper motor(s) to the
START position if the intake manifold pressure is greater
than 17 psia. If you press <F1> and then <STRT POS>
when the intake manifold pressure is greater than 17
psia, a message will be displayed on the LCD telling you
that the request was ignored because the engine is
loaded.
5. Press and release <F1>, then <STRT POS> on the
AFM module keypad to test the START position. The
AFM LCD display will show “MOVING L STEPPER
TO START POSITION.” The left and right “Status”
messages on the View Serial Link Screen will
change to “MOTOR RESET” during the positioning
activity. Once the left bank has been moved, the
AFM module will move the right bank stepper motor.
Allow up to 3 minutes for this process. After the
stepper motors have been moved to the start
position, the normal LCD displays resume. If the
normal LCD displays do not resume within 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
6. Attempt to start the engine to check ease of starting.
NOTE: Consider “cold” starts when modifying START
position.
7. If engine does not start as desired, modify the
START position by changing the START position on
the Edit Screen and saving changes to RAM to test.
Repeat the check until the engine starts well.
3.00-34
8. Once you are satisfied with AFM system
performance and ease of starting, return to the Main
Menu.
9. Continue with SAVING DATA-SET TO ROM on
page 3.00-34.
SAVING DATA-SET TO ROM
Once you create a data-set, test the data-set in RAM
(temporary memory), and are satisfied with the AFM’s
air/fuel control, the data-set must be saved to permanent
memory (ROM). Complete the steps in this section to
save your data-set to ROM.
NOTE: The AFM system allows five saves to ROM
(permanent memory). All data-sets should be carefully
evaluated in RAM (temporary memory) before storing to
ROM. Once ROM has been fully configured, the core
EPROM chip in the AFM module must be replaced to
permit further saves to permanent memory. See
EPROM CHIP REPLACEMENT on page 6.05-1 for
core EPROM replacement instructions.
1. Highlight “Edit/Create Setup” from the Main Menu to
return to the Edit Screen and press [Enter].
2. Highlight “Retrieve from AFM” and press [Enter].
3. With the Edit Screen displayed, press [F10] to save
the data-set to ROM (permanent memory).
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NOTE: The “Test Data on AFM” option from the Save NOTE: The AFM allows five saves to ROM. Once ROM
Options Menu allows a program to be run in the AFM has been fully configured, the core EPROM chip in the
module’s temporary memory (RAM). This may be used AFM module must be replaced to permit further saves
for troubleshooting so that the ROM memory space is to permanent memory.
conserved. The contents of RAM are lost whenever
NOTE: It is recommended that you save the current
power to the AFM module is removed.
data-set to disk. Data-sets are assigned filenames and
4. Highlight “Configure AFM Memory” on the Save saved on disk so you can retain and retrieve the data-set
Options Menu and press [Enter]. later. When saving to disk, the data-set will be saved to
5. When the confirmation screen appears as shown in the drive and directory where the AFM User Interface
Figure 3.00-42 press [Y]. Program was accessed. See SAVING DATA-SET TO
DISK on page 3.00-37 to save your data-set to disk.
6. When the verification screen appears as shown in
Figure 3.00-43 press [Y]. 8. Press any key to return to the Edit Screen.
NOTE: If the power to the AFM is inadequate (less than
NOTICE 21.6 volts) or excessively “dirty” (more than 2 volts peak-
to-peak ripple), the programming operation may not be
Do not disturb the serial cable, interrupt the AFM
successful. An unsuccessful store to “ROM” will result in
module power, or interrupt computer power while
the error message illustrated in Figure 3.00-45. Should
configuring memory. If disturbed or disconnected
this error occur, the core EPROM chip must be replaced
during the saving process, the core EPROM chip in
and the true cause for the failure corrected. See EPROM
the AFM module may become corrupted and may
CHIP REPLACEMENT on page 6.05-1 for core
need to be replaced.
EPROM replacement instructions. Press any key on
your computer to continue.
7. Several screens will appear indicating that the data-
set is being saved to ROM (permanent memory on
the core EPROM chip inside the AFM module). Once
the data-set has been saved to ROM, the message
shown in Figure 3.00-44 appears.

Figure 3.00-42: Confirmation of Save to ROM

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Figure 3.00-43: Verification to Store New Values to ROM

Figure 3.00-44: Verification Screen of Save to ROM

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 CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS
Figure 3.00-45: Programming Error Message
SAVING DATA-SET TO DISK
The new data-set should be stored to a floppy/hard disk
and to “permanent” memory (ROM) as the previous
section explains. Data-sets are assigned filenames and
saved on disk so you can retain the data-set for future
reference. Each time a new program is saved to ROM,
the previous program can no longer be retrieved. The
only way to keep track of old programs is to save the
data-file to disk or with printed copies.
NOTE: If you want to retrieve a data-set saved to disk,
see RETRIEVING A SAVED DATA-SET on page 3.00-
39.
1. With the Edit Screen displayed, press [F10] to save
your data-set to disk.
2. Highlight “Save Data to Filename” from the Saving
Options Menu and press [Enter].
3. Enter a filename according to the following
procedure (see Figure 3.00-46). Read all three steps
prior to saving the file to the disk.
a. Locate the engine’s serial number on the
nameplate.
3.00-37
b. If the engine has a “C-” number, remove the “C-”
and the “/” from the number. Example:
C-10768/01 would give a root file name of
“1076801”. If the engine does not have a “C-”
number use all six digits in the serial number for
the filename.
c. The first time the configuration is saved to the
disk add an “A” to the end. This is to indicate that
this is the first save of this configuration. If
changes are made to the configuration, save the
next file with the same numerical information and
change the suffix letter to “B.” Continue in this
manner for each revision to the file.
Once eight characters have been entered, the file
will automatically be saved to the disk from where
the AFM User Interface Program was accessed. If
the filename is less than eight characters, press
[Enter] to save.
NOTE: When saving to disk, the data-set will be saved
to the drive and directory where the AFM User Interface
Program was accessed.
4. Press [ESC] to return to the Main Menu.
5. If the data-set for your engine has been saved to
ROM and a file on disk, confirm the exit to the Main
Menu by pressing [Y] (see Figure 3.00-47). The Main
Menu appears. If you have not saved the data-set to
ROM (permanent memory), press [N] and see
SAVING DATA-SET TO ROM on page 3.00-34.
FORM 6286-2
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CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS

Figure 3.00-46: Input Data-File Name Screen

Figure 3.00-47: Confirmation of Exit to Main Menu

FORM 6286-2
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 CATALYST PROGRAMMING – SINGLE FUEL APPLICATIONS
RETRIEVING A SAVED DATA-SET
The data-sets that are saved to disk (not RAM or ROM)
and assigned a filename can be retrieved following the
steps in this section.
NOTE: If you want to save a data-set to disk, see
SAVING DATA-SET TO DISK on page 3.00-37.
1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
Setup” and press [Enter] (see Figure 3.00-48).
Figure 3.00-48: AFM User Interface Program Main Menu
2. On the next menu highlight “Retrieve from Filename”
and press [Enter] (see Figure 3.00-49).
Figure 3.00-49: Edit/Create Setup Menu
3. Highlight the filename (serial number) you want to
open and press [Enter] (see Figure 3.00-50). The
information that is shown on your PC screen is
information that has been saved in a file and was not
retrieved from the AFM module’s RAM or ROM.
3.00-39
Figure 3.00-50: File Select Menu
NOTE: The retrieved file’s data-set must be saved to
RAM or ROM before the displayed data-set values affect
control of the AFM system.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: If you want to save an opened file to ROM
(permanent memory), see SAVING DATA-SET TO
ROM on page 3.00-34.
POST-PROGRAMMING CHECKS
Two post-programming checks must be completed to
confirm that the data-set created was successfully
stored to ROM. The procedures that follow take you
step-by-step through the post-programming checks.
NOTE: Print copies of your data-set or save your data-
set to a file for future reference before completing the two
post-programming checks.
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM
Check 1 confirms that the data-set was successfully
stored in ROM on the core EPROM chip.
NOTE: Programs saved to the core EPROM will be
retained even if power to the AFM module is interrupted.
Programs saved to RAM will be lost when power to the
AFM module is disconnected. The AFM can detect when
an evaluation data-set is being tested in RAM and has
not been saved to ROM. If you attempt to leave the AFM
User Interface Program without saving the evaluation
data to ROM, a warning will be displayed.
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1. With the Main Menu showing on your screen,
highlight “Edit/Create Setup” and press [Enter] (see
Figure 3.00-51).
Figure 3.00-51: AFM User Interface Program Main Menu
2. Highlight “Retrieve from AFM” on the next menu and
press [Enter] (see Figure 3.00-52). Several
messages appear indicating that the data-set is
being retrieved from ROM.
Figure 3.00-52: Edit/Create Setup Menu
3. The Edit Screen appears (see Figure 3.00-54).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 3.00-
39 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.
3.00-40
CHECK 2: FINAL TEST OF AFM SYSTEM SETUP
Check 2 confirms that the data-set is not lost when the
AFM system is powered down and that the AFM system
will power up with the data stored in ROM.
1. Highlight “Quit” on the Main Menu and press [Enter].
2. Press “Y” to confirm that the program is to be exited.
3. Disconnect power from the AFM module for a
minimum of 5 minutes.
4. Restore power to the AFM module.
5. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
6. The “Genuine Waukesha Parts” logo and version
identification screens appear briefly, followed by the
communications menu (see Figure 3.00-53). A dot
is located in parentheses next to “1.” Press [Enter] to
select communications port 1. If the DB-9 cable is
connected to a different port on your PC, use the
arrow keys on the keyboard to select the
corresponding port from the communications menu
and press [Enter] (typically: port 1 is correct).
Figure 3.00-53: Communications Menu
7. The AFM User Interface Program’s Main Menu
appears showing various program options available
(see Figure 3.00-51). Highlight “Edit/Create Setup”
and press [Enter].
8. The menu shown in Figure 3.00-52 appears.
Highlight “Retrieve from AFM” and press [Enter].
9. Observe which ROM number (ROMX) is being
retrieved.
10. The Edit Screen appears (see Figure 3.00-54).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
FORM 6286-2
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If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 3.00-
39 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha distributor
or Waukesha Product Support.

Figure 3.00-54: Edit Screen

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This Page Intentionally Left Blank

FORM 6286-2
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 SECTION 3.05
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
This section explains the procedures required to
program the AFM system for an engine with dual fuel.
PROGRAMMING THE AFM MODULE FOR
CATALYST CONTROL
NOTE: When programming your AFM system for a
single fuel application, complete the programming steps
provided in CATALYST PROGRAMMING – SINGLE
FUEL APPLICATIONS on page 3.00-1.
When programming for dual fuel applications you are
required to establish two data-sets, one for primary fuel
and one for secondary fuel. This section provides the
programming steps necessary to create a data-set for
each fuel.
If this is the initial startup of the AFM system on your
engine, complete ALL the procedures provided in this
section. If the AFM system has been operating, it may
be necessary only to complete applicable subsections
of the provided programming instructions.
OUTLINE OF SECTION 3.05
An outline with a description of the subsections included
in Section 3.05 is provided below.
Preprogramming Steps: Begins on page 3.05-2.
Provides the initial system checks that must be made
BEFORE applying power to the AFM module and
starting the engine.
User Interface Program Startup Steps: Begins on
page 3.05-2.
Provides the steps necessary to establish
communication between the AFM module and your PC.
Initial AFM Module Programming: Begins on page
3.05-6.
Provides 1) initial setup programming of the AFM
module by selecting a preprogrammed setup file; 2)
steps for editing engine application information; and 3)
steps for saving the setup file to RAM for testing.
3.05-1
PRIMARY FUEL PROGRAMMING
NOTE: The icon, “P”, appears in several
subheadings indicating programming
information that is only applicable to
primary fuel.
Switching to Primary Fuel: Begins on page 3.05-
16.
Provides the steps necessary to switch over to primary
fuel.
Establishing Engine START Position: Begins on
page 3.05-17.
Provides the programming steps necessary to modify
stepper motor START position to facilitate engine
starting for primary fuel.
Monitoring System Operation Using the View Serial
Link Screen: Begins on page 3.05-19.
Provides an explanation of the information on the View
Serial Link Screen and allows you to monitor the AFM
system after applying power to the module and starting
the engine on primary fuel.
Fine-Tuning AFM Programming for Catalyst
Applications: Begins on page 3.05-22.
Provides the programming steps to fine-tune the AFM
system for optimum air/fuel control when operating on
primary fuel. You can either fine-tune the AFM system
for very precise control using variable set-points or fine-
tune the system with constant set-points. A worksheet is
provided to help you determine the programmable limits
for the data-set.
SECONDARY FUEL PROGRAMMING
NOTE: The icon, “S”, appears in several
subheadings indicating programming
information that is only applicable to
secondary fuel.
Switching to Secondary Fuel: Begins on page 3.05-
34.
Provides the steps necessary to switch over to
secondary fuel.
FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Establishing Engine START Position: Begins on PREPROGRAMMING STEPS
page 3.05-35.
Provides the programming steps necessary to modify Before applying power to the AFM system and with the
stepper motor START position to facilitate engine engine shut down:
starting for secondary fuel. 1. Review GENERAL AFM PROGRAMMING
INFORMATION on page 1.15-1 for computer
Monitoring System Operation Using the View Serial
requirements, program layout and saving
Link Screen: Begins on page 3.05-38.
information.
Provides an explanation of the information on the View
Serial Link Screen and allows you to monitor the AFM 2. Review AFM DISPLAY AND KEYPAD
system after starting the engine on secondary fuel. INFORMATION on page 1.20-1 for a detailed
explanation of the AFM module’s keypad functions
Fine-Tuning AFM Programming for Catalyst and LCD display messages.
Applications: Begins on page 3.05-40.
Provides the programming steps to fine-tune the AFM 3. Complete the preprogramming checklist in
system for optimum air/fuel control when operating on PRESTART INSTALLATION CHECKLIST on page
secondary fuel. You can either fine-tune the AFM system 2.15-1 before continuing.
for very precise control using variable set-points or fine- 4. With the engine NOT running and power OFF,
tune the system with constant set-points. A worksheet is disconnect the intake manifold pressure transducer
provided to help you determine the programmable limits and oxygen sensor(s) by removing the analog
for the data-set. connections terminal block from the header inside
the AFM module (see Figure 3.05-1).
Programming the Catalyst Control Values: Begins
on page 3.05-52.
Provides the programming steps for entering the data-
set values determined in the previous sections for
primary and secondary fuels.
Checking AFM System Performance After
Programming: Begins on page3.05-55.
Provides the steps to check ease of starting the engine
based on the start position programmed for BOTH
primary and secondary fuels.
Saving Data-Set to ROM: Begins on page 3.05-56.
Provides the programming steps for saving the data-set
values to ROM (permanent memory).
Saving Data-Set to Disk: Begins on page SAVING Figure 3.05-1: Analog and Power Connections Inside
DATA-SET TO DISK on page 3.05-58. AFM Module
Provides the programming steps for saving the data-set
values to a file on disk (to the drive and directory where
the AFM User Interface Program was retrieved).
USER INTERFACE PROGRAM START-UP
STEPS
Retrieving a Saved Data-Set: Begins on page 3.05-
60. The steps provided in this section describe how to
Provides the programming steps for retrieving a file that connect the DB-9 serial cable between your PC and the
was previously saved to disk. AFM module and then establish communication
between system components.
Post-Programming Checks: Begins on page 3.05-
1. Apply power to the AFM module. After applying
61.
power, the “Power” and “Alarm” LEDs will light on the
Provides steps for completing two post-programming
front cover of the AFM. The LCD display on the AFM
checks that must be completed to confirm that the data-
module briefly displays “Waukesha CEC TEST” if
set values which were created/modified were
the core EPROM chip has not been previously
successfully stored to ROM.
programmed. If the core EPROM was previously
programmed, the LED displays the current control
mode (for example: “Waukesha CEC
Stoichiometric”).

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
NOTE: Because you disconnected the intake manifold
pressure transducer and oxygen sensor(s) in
PREPROGRAMMING STEPS on page 3.05-2 a list of
system errors will be displayed on the LCD display.
Messages on the display may include, but not
necessarily be limited to, “O2 SIGNAL LO,” “IMP INPUT
LO,” and “O2 TEMP LO.” These messages are normal
since these engine parameters are below the test
program limits with the intake manifold pressure
transducer and oxygen sensor(s) disconnected.
2. The AFM module must be programmed to work with
site specific information in order for the AFM system
to function properly. To program the AFM module,
connect a standard DB-9 serial cable (male to
female) to the communications port (labeled P1A)
within the AFM module. This is the communications
port on the right (see Figure 3.05-2). Connect the
other end of the cable to the PC’s communications
port. Typically, this is port 1 (also referred to as COM
1, serial A, or serial 1).
Figure 3.05-2: DB-9 Serial Cable Connection Inside AFM
Module
NOTICE
Verify that the DB-9 serial cable is securely connected
to the appropriate computer port. If the serial cable is
disturbed or disconnected during the saving process,
the core EPROM chip in the AFM module may become
corrupted and may need to be replaced. Even
previously stored data-sets may no longer be
functional.
3.05-3
3. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
NOTE: The core and display EPROM chips must be
“matched” with the AFM User Interface Program version
number. If the versions of the EPROM chips are not the
same as the User Interface Program version number, the
potential for errant operation exists and programming
will not work. See EPROM CHIP REPLACEMENT on
page 6.05-1 for more information.
4. Once the AFM User Interface Program is open, the
“Genuine Waukesha Parts” Logo Screen appears
briefly, followed by the screen shown in Figure
3.05-3. The bottom line of this screen indicates what
version of the AFM User Interface Program you are
using.
Figure 3.05-3: Software Version Identification
5. The Communications Menu appears automatically
(see Figure 3.05-4). A dot is located in a circle next
to “1.” Press [Enter] to select communications port
1. If the DB-9 cable is connected to a different port
on your PC, use the arrow keys on the keyboard to
select the corresponding port from the
communications menu and press [Enter] (typically:
port 1 is correct).
FORM 6286-2
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Figure 3.05-4: Communications Menu
6. The AFM User Interface Program’s Main Menu
appears showing various program options available
(see Figure 3.05-5). Highlight “Edit/Create Setup”
and press [Enter].
Figure 3.05-5: AFM User Interface Program Main Menu
7. The Edit/Create Setup Menu shown in Figure
3.05-6 appears. Highlight “Retrieve from AFM” and
press [Enter].
3.05-4
Figure 3.05-6: Edit/Create Setup Menu
NOTE: If a communications error message appears
(see Figure 3.05-7), there is a communication problem
between your PC and the AFM module. Either there is
no power to the AFM module, the serial cable is not
connected to the correct communications port, the
computer is not configured correctly, the core EPROM
chip is corrupt, or the cable is defective. Verify that the
cable is connected to the correct communications port
on your PC. If it is not connected correctly, move the
cable to the correct communications port. Check the
general condition of the serial cable and replace the
cable if defective. See TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1 for more
troubleshooting information. Press any key to continue.
8. If the AFM module has never been programmed for
an engine application, a message appears stating
the AFM module has been configured for test
purposes only (see Figure 3.05-8). Press any key to
return to the Main Menu and continue with INITIAL
AFM MODULE PROGRAMMING on page 3.05-
6. If the AFM system has been previously
programmed for another engine application, the
data-set for that engine application is displayed.
Note the following:
• If you want to program the AFM system using the
data-set displayed as a starting point continue with
EDITING ENGINE APPLICATION
INFORMATION on page 3.05-8.
• If you want to start from a preprogrammed setup
file (a new, engine specific data-set), press [Esc]
and then [Y] to return to the Main Menu. Continue
with INITIAL AFM MODULE PROGRAMMING on
page 3.05-6.
By completing Steps 1 – 8, communication between the
AFM module and your PC has been established.
FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-7: Communications Error Message

Figure 3.05-8: Test Program Message

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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
INITIAL AFM MODULE PROGRAMMING
After communication has been established between
your PC and the AFM module, you can begin
programming for your specific engine application.
NOTE: For the purposes of this manual, the examples
and figures used are based on the programming of a 12-
cylinder VHP L5790GSI engine. Although there are
slight screen variations for each engine family, the
programming steps presented in this manual are the
same. The values in the examples and figures are
for REFERENCE ONLY. Actual values are specific to
your engine application.
1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
Setup” and press [Enter] (see Figure 3.05-9).
Figure 3.05-9: AFM User Interface Program Main Menu
2. Highlight “Retrieve from Filename” on the Edit/
Create Setup Menu and press [Enter] (see Figure
3.05-10). A list of preprogrammed files appears (see
Figure 3.05-11).
Figure 3.05-10: Edit/Create Setup Menu
3.05-6
Figure 3.05-11: File Select Menu
SELECTING A PREPROGRAMMED SETUP FILE
Preprogrammed setup files were developed to make
AFM module programming easier and faster. The values
stored in these files will get you started in creating a data-
set for your specific engine application. The values of the
preprogrammed files are generic and must be edited for
optimum air/fuel ratio control following the programming
procedures in this manual. It is recommended that you
use a preprogrammed file from this listing to program the
AFM module instead of starting with a new, non site-
specific data-set.
The preprogrammed setup files vary with engine
configuration and fuel regulator model. Example: All
VHP GSI vee engines with Fisher 66, 66Z, S201, and
S211 regulators, which includes VHP models 5108,
5790, 7042, and 9390, use setup file RSETUP01.
Similarly, VHP models 2895 and 3521 use a common
setup file.
1. Answer the following four questions before selecting
a preprogrammed setup file.
a. What is the engine family: VHP or VGF?
_______
b. What is the engine configuration: inline or vee?
_______
c. What air induction configuration (aspiration)
does the engine have: natural (G), turbocharged
(GSI) or turbocharged with draw-thru
carburetion (GSID)? _______
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
d. What fuel regulator(s) is installed: Fisher Table 3.05-1: Preprogrammed Setup Files for Catalyst
Control Operation
Controls Model 66, 66Z, S201, S211, 99, 1098
or 133L? _______ VHP VEE ENGINES WITH CATALYST CONTROL
2. After answering the four questions in Step 1, Filename Use For ...
carefully select the setup file from Table 3.05-1 that
was created for your engine application. Selecting GSI engines with two S211, S201, 66,
RSETUP01 66Z or 133L regulators and steppers
the wrong setup file may result in air/fuel control that
(20,000 steps of adjustment).
is less than optimum.
GSI engines with two 99 or 1098
NOTE: The preprogrammed files listed on the File RSETUP02 regulators and steppers (5,800 steps of
Select Menu but not included in Table 3.05-1 are adjustment).
preprogrammed setup files used when programming in
G engines with two S211, S201, 66, 66Z
non-catalyst control modes (best power/economy or RSETUP03 or 133L regulators and steppers (20,000
lean burn control modes). steps of adjustment).
3. Using the arrow keys on the keyboard, scroll through G engines with two 99 or 1098 regulators
the list of preprogrammed files on the File Select RSETUP04
and steppers (5,800 steps of adjustment).
Menu (see Figure 3.05-11). Highlight the
VHP IN-LINE ENGINES WITH CATALYST CONTROL
appropriate preprogrammed file and press [Enter].
The Edit Screen appears displaying the Filename Use For ...
preprogrammed setup file information (see Figure GSI engines with one 99 or 1098 regulator
3.05-12). RSETUP07
and stepper (5,800 steps of adjustment).
NOTE: When the setup file appears on the Edit Screen, GSI engines with one S211, S201, 66,
it will show engine family, model, and fuel type RSETUP08 66Z or 133L regulator and stepper
information for an engine model. This “application” (20,000 steps of adjustment).
information is for reference only and will not affect AFM G engines with one S211, S201, 66, 66Z
system control. RSETUP09 or 133L regulator and stepper (20,000
steps of adjustment).
NOTE: When programming with a preprogrammed
setup file, the Edit Screen will only contain values for a G engines with one 99 or 1098 regulator
RSETUP10
single fuel. To program for dual fuel, continue with and stepper (5,800 steps of adjustment).
EDITING ENGINE APPLICATION INFORMATION on VGF INLINE ENGINES WITH CATALYST CONTROL
page 3.05-8. In the next section you program the
Filename Use For ...
AFM system for dual fuel and for your specific site
requirements. GSID engines with one S211, S201, 66 or
RSETUP13 66Z regulator and stepper (20,000 steps
of adjustment).

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Figure 3.05-12: Preprogrammed Setup File RSETUP01 – Catalyst-Equipped VHP Applications
EDITING ENGINE APPLICATION INFORMATION
The left box of the Edit Screen provides engine
application information including engine family, model
and fuel type information (see Figure 3.05-13). This
section provides the programming steps necessary to
edit the engine application information based on your
specific site requirements.
1. With the Edit Screen displayed on your PC, press the
“UP” arrow key until the Engine Family Selection
Screen appears as shown in Figure 3.05-13.
2. Highlight the correct engine family and press [Enter].
3. Highlight the correct engine model on the Engine
Model Selection Screen and press [Enter] (see
Figure 3.05-14).
NOTE: Highlight “L7042” for 7044GSI VHP engines.
Highlight “L5790” for 5794GSI VHP engines. Highlight
“F3521” for 3524GSI VHP engines.
4. Highlight the correct engine air induction
configuration (aspiration) on the Engine Fuel System
Selection Screen and press [Enter] (see Figure
3.05-15).
5. Highlight the type of primary fuel the engine is using
on the Primary Fuel Selection Screen and press
[Enter] (see Figure 3.05-16).
3.05-8
6. Highlight the type of secondary fuel the engine is
using on the Secondary Fuel Selection Screen and
press [Enter] (see Figure 3.05-17).
NOTE: If you are programming for a single fuel
application, complete the programming steps provided
in CATALYST PROGRAMMING – SINGLE FUEL
APPLICATIONS on page 3.00-1.
7. Highlight the type of fuel system you will be operating
and press [Enter] (see Figure 3.05-18). A description
of the two fuel systems follows.
• Simple Fuel Systems: A “simple” fuel system is
defined as a single fuel pipe connected to the
engine. Note the following:
– On VHP inline, all VGF and all ATGL engines,
the primary and secondary fuels are regulated
by one stepper motor and regulator.
– On VHP vee engines one stepper motor is used
on each engine bank (a total of two stepper
motors installed on the engine). On each engine
bank, the primary and secondary fuel are
regulated by one stepper motor and regulator.
FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
When operating a simple fuel system, you NOTE: For additional information on simple and
program a different data-set for each fuel but the complex fuel systems and the alternate fuel input, see
AFM User Interface Program only keeps track of CONNECTING AUXILIARY AFM INPUTS AND
one stepper motor position. Because only one OUTPUTS on page 2.10-1.
position is tracked, the engine will have to be shut 8. Highlight “Catalyst Control” on the Control Mode
down and the START position re-initiated when Selection Screen and press [Enter] (see Figure
switching fuels. Determine how your engine is 3.05-19).
configured for handling dual fuels.
9. After the engine application information is selected,
• Complex Fuel Systems: A “complex” fuel system confirm your selections by pressing [Y] at the
is defined as two discrete fuel pipes connected to confirmation message (see Figure 3.05-20).
the engine. Note the following:
The engine application block will now be updated to
– On VHP inlines, all VGF and all ATGL engines reflect your changes (see Figure 3.05-21).
two stepper motors are used: one stepper motor
for primary fuel and one for secondary fuel.
– On VHP vee engines, four stepper motors are
used on the engine. Two stepper motors are
used per engine bank. On each bank, one
stepper motor regulates primary fuel and one
regulates secondary fuel.
When operating a complex fuel system, you
program a different data-set for each fuel and the
AFM User Interface Program keeps track of each
stepper motor position. Because two positions are
tracked, there is no need to shut down the engine
or re-initiate the START position when switching
fuels (as long as the START positions were
initiated once before starting the engine).
Determine how your engine is configured for
handling dual fuels.

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-13: Engine Family Selection Screen

Figure 3.05-14: Engine Model Selection Screen

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Figure 3.05-15: Engine Fuel System Selection Screen

Figure 3.05-16: Primary Fuel Selection Screen

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Figure 3.05-17: Secondary Fuel Selection Screen

Figure 3.05-18: Fuel System Selection Screen

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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-19: AFM System Control Mode Selection Screen

Figure 3.05-20: Confirmation Message

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Figure 3.05-21: Edit Screen with Edited Engine Application Information
SAVING SETUP FILE TO RAM
The initial setup file must be saved to RAM (temporary
memory) to permit testing and editing of the data-set.
Each time modifications are made to the data-set, the
data-set must be saved to RAM before the edited values
affect control of the AFM system and can be tested.
Simply editing the values on the AFM User Interface
Program screens will not change AFM system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 3.05-58 to save your data-set to disk.
1. Press [F10] to save the preprogrammed file data and
edited “application” information to RAM (temporary
memory).
3.05-14
2. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter] (see Figure 3.05-22).
3. The confirmation screen shown in Figure 3.05-23
appears. Press [Y] to confirm save to RAM.
4. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Once the data-set has been saved to RAM,
the message shown in Figure 3.05-24 appears. The
LCD display on the AFM module will briefly read
“Waukesha CEC Stoichiometric,” then the normal
AFM LCD displays will appear.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
5. Press any key to continue
FORM 6286-2
© 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-22: Saving Options Menu

Figure 3.05-23: Confirmation of Save to RAM

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-24: Verification of Save to RAM

PRIMARY FUEL PROGRAMMING 2. Switch customer supplied logic control to primary

The programming steps prior to this section were
necessary for initial setup of the AFM system. Once
initial setup is complete, you are ready to program the
AFM system for primary fuel. This section contains the
programming steps necessary to establish data-set
values for primary fuel only. The subsections that follow
that are applicable to primary fuel are indicated by the
“P” icon (shown below).
fuel. “ALT FUEL” connection inside AFM module
MUST be and remain ungrounded (see Figure
3.05-25).
3. For complex fuel systems, switch customer supplied
logic to activate primary fuel stepper motors. See
CONNECTING AUXILIARY AFM INPUTS AND
OUTPUTS on page 2.10-1 for additional information
and schematic on fuel system wiring.

SWITCHING TO PRIMARY FUEL

NOTE: This procedure applies to primary

fuel applications.

To determine primary fuel data-set values, you must be

set to run on primary fuel. Complete the following steps
to switch over to primary fuel if necessary.
1. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down engine and switch over to Figure 3.05-25: Alternate Fuel Connection Inside AFM
primary fuel. Module

NOTE: The contents of RAM are lost whenever power

to the AFM module is removed.

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
ESTABLISHING ENGINE START POSITION
NOTE: This procedure applies to primary
fuel applications.
Engine START position is a programmable stepper
motor position used to set gas/air at a value that is
favorable for engine starting. Most values stored in the
preprogrammed files should be reasonable for initial
programming. However, some modification to the
stepper motor “START position” setting may be required
to facilitate engine start-up on primary fuel.
Complete the following steps to establish engine START
position for primary fuel. For VHP vee engines, complete
Steps 1 – 6 for both the left bank and right bank stepper
motors.
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. Locate the applicable Catalyst Control Worksheet
used to record desired gas/air setting (original
worksheet found in back of manual). Review the
desired gas/air pressure setting for primary fuel
recorded on the front of your Catalyst Control
Worksheet. If desired gas/air pressure setting for
primary fuel is not recorded on your worksheet, see
ESTABLISHING DESIRED GAS / AIR PRESSURE
SETTING (WITH OR WITHOUT AFM
COMPONENTS INSTALLED) on page 2.00-1 to
establish desired gas/air setting.
3. Measure current gas/air pressure with a manometer.
4. Use the AFM module’s manual adjustment keys
(<LEFT/RIGHT RICH> and <LEFT/RIGHT LEAN>)
on the AFM module keypad to change gas/air
pressure as required to duplicate desired gas/air
setting. Once current gas/air setting is equal to
desired gas/air for primary fuel, the stepper motor
“START” position can be set.
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
3.05-17
5. Press <DSP SEL> on the AFM keypad to scroll
through LCD display messages until the “L/R
STEPPER = XXXXX” message is shown.
6. Record the stepper position displayed on the AFM
module’s LCD display (L/R STEPPER = XXXXX) on
the “Stepper Start Position” space for primary fuel
provided on your worksheet.
NOTE: For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
7. On your PC, press [Enter] or use arrow keys until the
cursor is in the left/right “START POS.” field for
primary fuel on the Edit Screen (see Figure
3.05-26).
8. Enter the stepper position for primary fuel in the left/
right “START POS.” field on the Edit Screen and
press [Enter] (see Figure 3.05-27).
NOTE: Each time modifications are made to the data-
set, the data-set must be saved to RAM before the edited
values affect control of the AFM system and can be
tested. Simply editing the values on the AFM User
Interface Program screens will not influence AFM
system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
9. Press [F10] to save the edited START position
information to RAM (temporary memory).
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
12. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key to continue after the save to
RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 3.05-58 to save your data-set to disk.
13. Return to the Main Menu by pressing [Esc]. Figure
3.05-28 appears on the screen warning you to save
any changes made to the data-set before exiting.
Since the data-set has already been saved to RAM,
press [Y] to return to the Main Menu.
FORM 6286-2
© 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-26: Stepper Motor START Position Field

Figure 3.05-27: Entering Stepper Motor START Position

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-28: Confirmation of Exit to Main Menu

MONITORING SYSTEM OPERATION USING THE

VIEW SERIAL LINK SCREEN

NOTE: This procedure applies to primary

fuel applications.

This section provides an explanation of the information

on the View Serial Link Screen and allows you to monitor
AFM system operation on primary fuel after applying
power to the module and starting the engine.
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] (see Figure 3.05-29). The information Figure 3.05-29: AFM User Interface Program Main Menu
shown on the View Serial Link Screen (see Figure
NOTE: Since the engine may not be running and the
3.05-30) represents the current status of your AFM
oxygen sensors and intake manifold pressure
system. This includes information on the oxygen
transducer not connected, the alarms shown would be
sensor, stepper position, and intake manifold
correct for the current conditions. These same alarms
pressure.
would also be indicated on the AFM LCD display.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.

FORM 6286-2
3.05-19 © 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
2. If AFM system alarms are activated, acknowledge
the alarms by pressing <ALARM ACK> on the AFM
module keypad. Wait for the “WORKING” message
to disappear from the AFM LCD display (about 5
seconds). The yellow alarm LED will turn off, the
“ALARMOUTPUT ACTIVE” message on the PC
screen will clear, and the Error Out terminal within
the AFM module will close. However, the alarm(s)
will still be indicated on the View Serial Link Screen
and LCD display.
3. If the “L Status” and “R Status” fields are in automatic,
press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module to put the AFM
module in manual control.
4. Verify that the stepper motor(s) is properly
connected.

Figure 3.05-30: View Serial Link Screen

NOTE: You cannot set the stepper motor(s) to the

START position if the intake manifold pressure is greater
than 17 psia. If you press <F1> and then <STRT POS>
when the intake manifold pressure is greater than 17
psia, a message will be displayed on the LCD telling you
that the request was ignored because the engine is
loaded.

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
5. Set the stepper motor(s) to the “START Position” by
pressing and releasing <F1>, then <STRT POS> on
the AFM module keypad. The AFM LCD display will
show “MOVING L STEPPER TO START
POSITION.” The left and right “Status” messages on
the View Serial Link Screen will change to
“MOTORRESET” during the positioning activity.
Once the left bank has been moved, the AFM
module will move the right bank stepper motor. Allow
up to 3 minutes for this process. After the stepper
motor(s) has been moved to the START position, the
normal LCD displays resume. If the normal LCD
displays do not resume within 5 minutes, see AFM
SYSTEM TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1.
6. Start the engine on primary fuel.
7. Recheck the power at the AFM module under worst
case conditions. The engine ignition and any other
electrical devices to be driven by the same power
supply as the AFM module must be operating. Peak-
to-peak voltage variations must not exceed 2 volts.
This measurement must be taken with an
oscilloscope. See AFM SYSTEM ELECTRICAL
CONNECTIONS on page 2.05-1 for AFM system
power specifications.
! WARNING
Before making terminal block
connection(s) within the AFM
module, the area should be
purged of all known hazardous
atmospheres because there is
potential for sparks.
8. Reconnect the analog connections terminal block
containing the intake manifold pressure transducer
and oxygen sensor(s) to the header inside the AFM
module (see Figure 3.05-31).
Figure 3.05-31: Analog Reconnection
3.05-21
9. Allow the engine to warm up.
10. Set the engine speed to normal operating conditions
and the load to at least 60 BMEP.
Once the engine is running to at least 60 BMEP, the
sensor voltages should begin to fluctuate, the sensor
temperatures should rise, and the intake manifold
pressure readings will begin to change according to
speed and load on the View Serial Link Screen.
As soon as the left and right exhaust temperatures
exceed 350°C (662°F), the left and right “Status”
messages on the View Serial Link Screen will
change from “MAN. WARM-UP” to “MANUAL” (see
Figure 3.05-32).
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
11. Adjust engine load to manufacturer’s rated load and
rated speed.
12. If the air/fuel ratio is well away from stoichiometry, a
persistent “O2 SIGNAL LO/HI” error may occur.
Confirm this condition with exhaust analyzers before
using the manual adjustment keys (<LEFT/RIGHT
RICH> and <LEFT/RIGHT LEAN>) on the front of the
AFM module to adjust the air/fuel ratio richer or
leaner as required to resolve this problem. See AFM
SYSTEM TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1 for more
troubleshooting information.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
13. Enable “AUTOMATIC” control by pressing the
<AUTO OPER> key on the AFM module keypad.
The left and right “status” shown on the View Serial
Link Screen will change to AUTOMATIC. The AFM
module will begin adjusting the stepper position(s)
to control the engine’s air/fuel ratio.
FORM 6286-2
© 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Figure 3.05-32: AFM Module in Manual Mode
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system. “RICH LIMIT” or
“LEAN LIMIT” errors are good indicators that the
carburetor capscrew(s) needs adjusting.
14. To permit significant rich and lean adjustments to the
AFM system, it may be necessary to adjust the
carburetor capscrew(s) so the AFM system controls
close to the middle of the stepper motor range. Once
the AFM system has gained control of the air/fuel
ratio (sensor voltage readings are very near sensor
set-point), adjust the carburetor capscrews until the
AFM system is controlling close to the middle of the
stepper motor range: 10,000 steps (out of 20,000
steps) for 66, 66Z, S201, S211, 133L regulators or
2,900 steps (out of 5,800 steps) for 99, 1098
regulators.
15. Once you are satisfied that the AFM system is
controlling air/fuel ratio for the engine on primary fuel
and no errors occur, continue with FINE-TUNING
AFM PROGRAMMING FOR CATALYST
APPLICATIONS on page 3.05-22 to adjust the
system for optimum air/fuel ratio control when
operating on primary fuel.
3.05-22
FINE-TUNING AFM PROGRAMMING FOR
CATALYST APPLICATIONS
NOTE: This procedure applies to primary
fuel applications.
Once initial programming of the AFM module for primary
fuel is complete and the preliminary data-set is saved to
RAM, the AFM module must be “fine-tuned” for optimum
air/fuel ratio control. To fine-tune the AFM module it will
be necessary to determine oxygen sensor target
voltage(s) and stepper motor rich/lean limits.
A worksheet is provided to help you in determining the
programmable limits required in programming the AFM
module. Each worksheet is two sided. The front of the
worksheet applies to primary fuel values. The back of the
worksheet applies to secondary fuel values.
If your engine application requires very precise control
of air/fuel ratio at various engine loads to meet emissions
regulations, follow Gathering Data for Variable Oxygen
Sensor Setpoints on page 3.05-23. If, however, such
precise control is not required, follow Gathering Data for
Constant Oxygen Sensor Set-Points on page 3.05-
30.
FORM 6286-2
© 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
Figure 3.05-33: Sample Air / Fuel Ratio Curve with Stepper Limits
NOTE: Desired air/fuel ratio and stepper limits can be
programmed for various loads. The values in this table
are for reference ONLY. Actual values are specific to
your engine application.
Gathering Data for Variable Oxygen Sensor
Setpoints
NOTE: This procedure applies to primary
fuel applications.
Very precise control of air/fuel ratio to meet emissions
regulations is achieved by determining and
programming sensor voltage and lean/rich limits at
various engine loads. For primary fuel, complete the
front of the applicable Catalyst Control Worksheet for
variable oxygen sensor set-points by following the steps
in this section.
NOTE: If very precise air/fuel ratio control is NOT
required at various engine loads to meet emissions
regulations, follow Gathering Data for Constant Oxygen
Sensor Set-Points on page 3.05-30.
The AFM system adjusts the stepper motor between two
programmable limits to maintain the oxygen sensor set-
point voltage. The lean and rich limits, which define the
stepper motor adjustment range, are determined by
establishing an air/fuel ratio curve.
3.05-23
Figure 3.05-33 illustrates a sample air/fuel ratio curve.
Combustion instability occurs when combustion
pressure within the engine diminishes as load is
reduced. The combustion stability limit is the point where
combustion is no longer stable and exhaust oxygen is
not a good indicator of air/fuel ratio.
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen and
carbon monoxide concentrations both increase sharply
(using CO and O2 meters). This sharp increase indicates
the combustion stability limit. If detection is difficult, an
alternative is to make the combustion stability limit point
60 BMEP. Generally, loads greater than 60 BMEP are
stable.
1. Locate your Catalyst Control Worksheet (see Table
3.05-2 for sample worksheet). Original worksheets
are located in back of manual. One worksheet
applies to G engines and the other applies to GSI
engines. The map-points are different for G and GSI
engines. Make sure you use the worksheet that
applies to your engine application. Each worksheet
is two-sided. Record values for primary fuel on the
front of the worksheet.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
FORM 6286-2
© 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
3. Adjust engine load for generator sets, or load and
speed for compressors, until the HIGHEST map-
point (intake manifold pressure, psia) achievable
with manufacturer’s ratings is met as indicated on
the View Serial Link Screen (see Table 3.05-2).
NOTE: The highest map-point in Table 3.05-2 is 26.0
psia. If, however, manufacturer’s rated load is in-
between map-points, adjust engine load to the next
lower map-point. For example, if rated load is 24.5 psia,
then adjust engine load to map-point 22.5 psia (see
Table 3.05-2).
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

FORM 6286-2
3.05-25 © 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Table 3.05-2: View Serial Link Screen and Catalyst Control Worksheet (GSI Applications) – Variable Setpoints

MAP- O2 SENSOR SETPOINT CURRENT STEPPER

LEAN LIMIT RICH LIMIT
POINT (volts) POSITION
INTAKE
MANIFOLD
LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT
PRESSURE
(psiA)
5.0
8.5
12.0
15.5
19.0
22.5
26.0 0.82 0.82 10,650 11,750

NOTE: The values in this table are for reference ONLY.
Actual values are specific to your engine application.
4. Using exhaust analyzers (CO and O2 meters), adjust
the air/fuel ratio by pressing <LEFT LEAN> and
<LEFT RICH> on the keypad until a desired
emissions level is met for the map-point. For VHP
vee engines, repeat this step for the engine’s right
bank using the “right” keypad buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
5. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Setpoint”
column on the front of your worksheet (see Table
3.05-2).

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
6. Record the stepper position displayed on the View 10. Adjust the air/fuel ratio by pressing <LEFT RICH> on
Serial Link Screen in the “Current Stepper Position” the keypad until the desired rich limit is achieved
column on the front of your worksheet (see Table based on the guidelines in Step 7. For VHP vee
3.05-2). engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
! WARNING 11. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
Never set the rich limit above 5 front of your worksheet (see Table 3.05-2).

!
inch-Hg (16.9 kPa) gas/air
pressure. NOTE: For map-points greater than rated load, use the
same values in the table columns as the rated map-point.

7. Determine a lean and rich limit for the map-point

following the guidelines below and Figure 3.05-34:
• At engine loads above the combustion stability
limit, current recommendations are to set the lean/
rich limits ± 2 air/fuel ratios or less.
• At engine loads below the combustion stability
limit, the lean/rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting for primary fuel.
The starting point can then be modified as required
to achieve desired operation. For example: If prior
to programming the AFM system the gas/air
setting was 6 inch-H2O (20.3 kPa) for primary fuel,
use the stepper limits to permit only 6 inch-H2O
(20.3 kPa) gas/air below the combustion stability
limit. Use a manometer to make this
measurement.
NOTE: Stepper motor lean and rich limits (± 2 air/fuel
ratios) can be determined by moving ± 1 air/fuel ratio and
doubling the change in stepper position. For example:
An engine at desired running point has a stepper position
of 1,500 steps. The engine is adjusted +1 air/fuel ratio
and stepper position is 1,400 steps. The change in
stepper position for +1 air/fuel ratio is 100 steps (1,500
– 1,400 = 100). Doubling this value, stepper motor
change for +2 air/fuel ratios is 200 steps. Therefore, the
lean limit stepper position is 1,300 steps (1,500 – 200 =
1,300).
8. Adjust the air/fuel ratio by pressing <LEFT LEAN> Figure 3.05-34: Oxygen Sensor Response vs. Exhaust
on the keypad until the desired lean limit is achieved Gas Concentrations for Various Air / Fuel Ratios – Rich
based on the guidelines in Step 7. For VHP vee Burn ONLY
engines, repeat this step for the engine’s right bank NOTE: The oxygen, carbon monoxide and oxygen
using the “right” keypad buttons. sensor signal curves were plotted for laboratory data.
9. Record the stepper position displayed on the View Actual sensor response and desired air/fuel ratio will
Serial Link Screen in the “Lean Limit” column on the depend slightly on fuel composition; however, the
front of your worksheet (see Table 3.05-2). relationship between CO and O2 will remain constant.

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
12. Reduce engine load to the next lower map-point and
repeat Steps 4 – 11. Complete the front of the
Catalyst Control Worksheet for primary fuel.
13. After the Catalyst Control Worksheet is complete for
primary fuel, continue with SECONDARY FUEL
PROGRAMMING on page 3.05-34.
NOTE: Figure 3.05-35 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-35: Programming Scenario for Catalyst Control – Variable Oxygen Sensor Setpoints

FORM 6286-2
3.05-29 © 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Gathering Data for Constant Oxygen Sensor Set-
Points
NOTE: This procedure applies to primary
fuel applications.
Control of air/fuel ratio to meet emissions regulations at
a constant oxygen sensor set-point is achieved by
determining sensor voltage and rich/lean limits at rated
engine load. For primary fuel complete the front of the
Catalyst Control Worksheet for constant oxygen sensor
set-points by following the steps in this section.
NOTE: If very precise air/fuel ratio control is required at
various engine loads to meet emissions regulations,
follow Gathering Data for Variable Oxygen Sensor
Setpoints on page 3.05-23.
The AFM system adjusts the stepper motor between two
programmable limits to maintain the oxygen sensor set-
point voltage. The lean and rich limits, which define the
stepper motor adjustment range, are determined by
establishing an air/fuel ratio curve.
Figure 3.05-36 illustrates a sample air/fuel ratio curve
with constant oxygen sensor set-points. Combustion
instability occurs when combustion pressure within the
engine diminishes as load is reduced. The combustion
stability limit is the point where combustion is no longer
stable and exhaust oxygen is not a good indicator of air/
fuel ratio.
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen and
carbon monoxide concentrations both increase sharply
(using CO and O2 meters). This sharp increase is the
combustion stability limit. If detection is difficult, an
alternative is to make the combustion stability limit point
60 BMEP. Generally, loads greater than 60 BMEP are
stable.

Figure 3.05-36: Sample Air / Fuel Ratio Curve with Stepper Motor Limits
NOTE: Desired air/fuel ratio and stepper limits can be programmed for various loads. The values in this table are for
reference ONLY. Actual values are specific to your engine application.

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
1. Locate your Catalyst Control Worksheet (see Table 7. With the engine running at manufacturer’s rated
3.05-3 for sample worksheet). Original worksheets load, determine a lean and rich limit for the map-
are located in back of manual. One worksheet points above the combustion stability limit. Current
applies to G engines and the other applies to GSI recommendations are to set the lean and rich limit to
engines. The map-points are different for G and GSI ± 2 air/fuel ratios or less when programming constant
engines. Make sure you use the worksheet that oxygen sensor set-points (see Figure 3.05-37).
applies to your engine application. Each worksheet
is two-sided. Record values for primary fuel on the
front of the worksheet.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
3. Adjust engine load to manufacturer’s rated load and
rated speed.
4. Using exhaust analyzers (CO and O2 meters), adjust
air/fuel ratio by pressing <LEFT LEAN> and <LEFT
RICH> on the AFM module keypad until a desired
emissions rating (best emissions performance) is
met. If your engine has two fuel regulators, repeat
this step for the engine’s right bank using the “right”
keypad buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.
5. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Setpoint”
column for each map-point on the front of your
worksheet (see Table 3.05-3).
6. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position” Figure 3.05-37: Oxygen Sensor Response vs. Exhaust
column on the front of your worksheet for each map- Gas Concentrations for Various Air / Fuel Ratios – Rich
point above the combustion stability limit (see Table Burn ONLY
3.05-3).
NOTE: The oxygen, carbon monoxide and oxygen
sensor signal curves were plotted for laboratory data.
! WARNING
Actual sensor response and desired air/fuel ratio will
depend slightly on fuel composition; however, the
Never set the rich limit above 5 relationship between CO and O2 will remain constant.

!
inch-Hg (16.9 kPa) gas/air
pressure.

FORM 6286-2
3.05-31 © 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
NOTE: Stepper motor limits (± 2 air/fuel ratios) can be
determined by moving ± 1 air/fuel ratio and doubling the
change in stepper position. For example: An engine at
desired running point has a stepper position of 1,500
steps. The engine is adjusted +1 air/fuel ratio and
stepper position is 1,400 steps. The change in stepper
position for +1 air/fuel ratio is 100 steps (1,500 – 1,400
= 100). Doubling this value, stepper motor change for +2
air/fuel ratios is 200 steps. Therefore, the lean limit
stepper position is 1,300 steps (1,500 – 200 = 1,300).
8. Using exhaust analyzers (CO and O2 meters), lean
air/fuel ratio by +2 air/fuel ratios by pressing <LEFT
LEAN> on the keypad. For VHP vee engines, repeat
this step for the engine’s right bank using the “right”
keypad buttons.
9. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on the
front of your worksheet for each map-point above
the combustion stability limit (see Table 3.05-3).
10. Using exhaust analyzers (CO and O2 meters), richen
air/fuel ratio by -4 air/fuel ratios (-2 from desired
emissions rating value) by pressing <LEFT RICH>
on the keypad. For VHP vee engines, repeat this
step for the engine’s right bank using the “right”
keypad buttons.
11. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
front of your worksheet for each map-point above
the combustion stability limit (see Table 3.05-3).
12. At map-points below the combustion stability limit,
the lean and rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting for primary fuel. The
starting point can then be modified as required to
achieve desired operation. For example: If prior to
programming the AFM system the gas/air setting
was 6 in. H2O for primary fuel, use the stepper motor
limits to permit only 6 inch-H2O (20.3 kPa) gas/air
below the combustion stability limit. Use a
manometer to make this measurement. Complete
the steps below for each map-point below the
combustion stability limit.
a. Reduce load to a map-point below the
combustion stability limit.
3.05-32
b. Adjust air/fuel ratio by pressing <LEFT LEAN>
on the keypad until the desired lean limit is
achieved based on the guidelines in Step 12. For
VHP vee engines, repeat this step for the
engine’s right bank using the “right” keypad
buttons.
c. Record the stepper position displayed on the
View Serial Link Screen in the “Lean Limit”
column on the front of your worksheet (see Table
3.05-3).
d. Adjust the air/fuel ratio by pressing <LEFT
RICH> on the keypad until the desired rich limit
is achieved based on the guidelines in Step 12.
For VHP vee engines, repeat this step for the
engine’s right bank using the “right” keypad
buttons.
e. Record the stepper position displayed on the
View Serial Link Screen in the “Rich Limit”
column on the front of your worksheet (see Table
3.05-3).
f. Repeat Steps a – e for each intake manifold
pressure map-point below the combustion
stability limit to complete the front of your
worksheet for primary fuel.
13. After the Catalyst Control Worksheet for primary fuel
is complete, continue with SECONDARY FUEL
PROGRAMMING on page 3.05-34.
NOTE: Figure 3.05-38 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.
FORM 6286-2
© 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-38: Programming Scenario for Catalyst Control – Constant Oxygen Sensor Setpoints

FORM 6286-2
3.05-33 © 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Table 3.05-3: View Serial Link Screen and Catalyst Control Worksheet (GSI Applications) – Constant Setpoints

MAP- O2 SENSOR SETPOINT CURRENT STEPPER

LEAN LIMIT RICH LIMIT
POINT (volts) POSITION
INTAKE
MANIFOLD
LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT
PRESSURE
(psiA)
5.0 0.83 0.83
8.5 0.83 0.83
12.0 0.83 0.83
15.5 0.83 0.83 10,450 11,250
19.0 0.83 0.83 10,450 11,250
22.5 0.83 0.83 10,450 11,250
26.0 0.83 0.83 10,450 11,250

NOTE: The values in this table are for reference ONLY. Actual values are specific to your engine application.

SECONDARY FUEL PROGRAMMING SWITCHING TO SECONDARY FUEL

The programming steps prior to this section determined NOTE: This procedure applies to
programing values for primary fuel. Once primary fuel secondary fuel applications.
values are determined, you are ready to program the
AFM system for secondary fuel. This section contains
the programming steps necessary to establish data-set
values for secondary fuel only. The subsections that
follow that are applicable to secondary fuel are indicated
by the “S” icon (shown below).

FORM 6286-2
3.05-34 © 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
To determine secondary fuel data-set values, you must
be set to run on secondary fuel. Complete the following
steps to switch over to secondary fuel.
1. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down engine and switch over to
secondary fuel.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
2. Switch customer supplied logic control to secondary
fuel. “ALT FUEL” connection inside AFM module
MUST be and remain grounded (see Figure
3.05-39).
3. For complex fuel systems, switch customer supplied
logic to activate secondary fuel stepper motors. See
CONNECTING AUXILIARY AFM INPUTS AND
OUTPUTS on page 2.10-1 for additional information
and schematic on fuel system wiring.
Figure 3.05-39: Alternate Fuel Connection Inside AFM
Module
ESTABLISHING ENGINE START POSITION
NOTE: This procedure applies to
secondary fuel applications.
Engine START position is a programmable stepper
motor position used to set gas/air at a value that is
favorable for engine starting. Most values stored in the
preprogrammed files should be reasonable for initial
programming. However, some modification to the
stepper motor “START position” setting may be required
to facilitate engine starting on secondary fuel.
Complete the following steps to establish engine START
position for secondary fuel. For VHP vee engines,
complete Steps 1 – 6 for both the left bank and right bank
stepper motors.
3.05-35
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. Locate the applicable Catalyst Control Worksheet
used to record desired gas/air setting (original
worksheet found in back of manual). Review the
desired gas/air pressure setting for secondary fuel
recorded on the back of your Catalyst Control
Worksheet. If desired gas/air pressure setting for
secondary fuel is not recorded on your worksheet,
see ESTABLISHING DESIRED GAS / AIR
PRESSURE SETTING (WITH OR WITHOUT AFM
COMPONENTS INSTALLED) on page 2.00-1 to
establish desired gas/air setting.
3. Measure current gas/air pressure with a manometer.
4. Use the AFM module’s manual adjustment keys
(<LEFT/RIGHT RICH> and <LEFT/RIGHT LEAN>)
on the AFM module keypad to change gas/air
pressure as required to duplicate desired gas/air
setting. Once current gas/air setting is equal to
desired gas/air for secondary fuel, the stepper motor
“START” position can be set.
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
5. Press <DISP SEL> on the AFM keypad to scroll
through LCD display messages until the “L/R
STEPPER = XXXXX” message is shown.
6. Record the stepper position displayed on the AFM
module’s LCD display (L/R STEPPER = XXXXX) on
the “Stepper Start Position” space for secondary fuel
provided on your worksheet.
NOTE: For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
7. On your PC, press [Enter] or use arrow keys until the
cursor is in the left/right “START POS.” field for
secondary fuel on the Edit Screen (see Figure
3.05-40).
8. Enter the stepper position for secondary fuel in the
left/right “START POS.” field on the Edit Screen and
press [Enter] (see Figure 3.05-41).
FORM 6286-2
© 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
NOTE: Each time modifications are made to the data-
set, the data-set must be saved to RAM before the edited
values affect control of the AFM system and can be
tested. Simply editing the values on the AFM User
Interface Program screens will not influence AFM
system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
9. Press [F10] to save the edited START position
information to RAM (temporary memory).
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
12. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key to continue after the save to
RAM is complete.
Figure 3.05-40: Stepper Motor START Position Field
3.05-36
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 3.05-58 to save your data-set to disk.
13. Return to the Main Menu by pressing [Esc]. Figure
3.05-42 appears on the screen warning you to save
any changes made to the data-set before exiting.
Since the data-set has already been saved to RAM,
press [Y] to return to the Main Menu.
FORM 6286-2
© 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-41: Entering Stepper Motor START Position

Figure 3.05-42: Confirmation of Exit to Main Menu

FORM 6286-2
3.05-37 © 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
MONITORING SYSTEM OPERATION USING THE
VIEW SERIAL LINK SCREEN
NOTE: This procedure applies to
secondary fuel applications.
3. If the “L Status” and “R Status” fields are in automatic,
press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module to put the AFM
module in manual control.

This section provides an explanation of the information

on the View Serial Link Screen and allows you to monitor
AFM system operation on secondary fuel after applying
power to the module and starting the engine.
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] (see Figure 3.05-43). The information
shown on the View Serial Link Screen (see Figure
3.05-44) represents the current status of your AFM
system. This includes information on the oxygen
sensor, stepper position and intake manifold
pressure. Figure 3.05-43: AFM User Interface Program Main Menu

NOTE: If an alarm condition exists, the AFM module

keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. If AFM system alarms are activated, acknowledge
the alarms by pressing <ALARM ACK> on the AFM
module keypad. Wait for the “WORKING” message
to disappear from the AFM LCD display (about 5
seconds). The yellow alarm LED will turn off, the
“ALARMOUTPUT ACTIVE” message on the PC
screen will clear, and the Error Out terminal within
the AFM module will close. However, the alarm(s)
will still be indicated on the View Serial Link Screen
and LCD display.

FORM 6286-2
3.05-38 © 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Figure 3.05-44: View Serial Link Screen
4. Verify that the stepper motor(s) is properly
connected.
NOTE: You cannot set the stepper motor(s) to the
START position if the intake manifold pressure is greater
than 17 psia. If you press <F1> and then <STRT POS>
when the intake manifold pressure is greater than 17
psia, a message will be displayed on the LCD telling you
that the request was ignored because the engine is
loaded.
5. Set the stepper motor(s) to the “START Position” by
pressing and releasing <F1>, then <STRT POS> on
the AFM module keypad. The AFM LCD display will
show “MOVING L STEPPER TO START
POSITION.” The left and right “Status” messages on
the View Serial Link Screen will change to
“MOTORRESET” during the positioning activity.
Once the left bank has been moved, the AFM
module will move the right bank stepper motor. Allow
up to 3 minutes for this process. After the stepper
motor(s) has been moved to the START position, the
normal LCD displays resume. If the normal LCD
displays do not resume within 5 minutes, see AFM
SYSTEM TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1.
6. Start the engine on secondary fuel.
3.05-39
7. Allow the engine to warm up.
8. Set the engine speed to normal operating conditions
and the load to at least 60 BMEP.
Once the engine is running to at least 60 BMEP, the
sensor voltages should begin to fluctuate, the sensor
temperatures should rise, and the intake manifold
pressure readings will begin to change according to
speed and load on the View Serial Link Screen.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
As soon as the left and right exhaust temperatures
exceed 350°C (662°F), the left and right “Status”
messages on the View Serial Link Screen will
change from “MAN. WARM-UP” to “MANUAL” (see
Figure 3.05-45).
9. Adjust engine load to manufacturer’s rated load and
rated speed.
FORM 6286-2
© 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
10. If the air/fuel ratio is well away from stoichiometry, a
persistent “O2 SIGNAL LO/HI” error may occur.
Confirm this condition with exhaust analyzers before
using the manual adjustment keys (<LEFT/RIGHT
RICH> and <LEFT/RIGHT LEAN>) on the front of the
AFM module to adjust the air/fuel ratio richer or
leaner as required to resolve this problem. See AFM
SYSTEM TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1 for more
troubleshooting information.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
Figure 3.05-45: AFM Module in Manual Mode
FINE-TUNING AFM PROGRAMMING FOR
CATALYST APPLICATIONS
NOTE: This procedure applies to
secondary fuel applications.
3.05-40
11. Enable “AUTOMATIC” control by pressing the
<AUTO OPER> key on the AFM module keypad.
The left and right “status” shown on the View Serial
Link Screen will change to AUTOMATIC. The AFM
module will begin adjusting the stepper position(s)
to control the engine’s air/fuel ratio.
12. Once you are satisfied that the AFM system is
controlling air/fuel ratio for the engine on secondary
fuel and no errors occur, continue with FINE-
TUNING AFM PROGRAMMING FOR CATALYST
APPLICATIONS on page 3.05-40 to adjust the
system for optimum air/fuel ratio control when
operating on secondary fuel.
Once initial programming of the AFM module for
secondary fuel is complete and the preliminary data-set
is saved to RAM, the AFM module must be “fine-tuned”
for optimum air/fuel ratio control. To fine-tune the AFM
module it will be necessary to determine oxygen sensor
target voltage(s) and stepper motor rich/lean limits.
FORM 6286-2
© 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
A worksheet is provided to help you in determining the
programmable limits required in programming the AFM
module. Each worksheet is two sided. The front of the
worksheet applies to primary fuel values. The back of the
worksheet applies to secondary fuel values.
If your engine application requires very precise control
of air/fuel ratio at various engine loads to meet emissions
regulations, follow the procedure labeled Gathering
Data for Variable Oxygen Sensor Set-Points on page
3.05-41. If, however, such precise control is not
required, follow the procedure labeled Gathering Data
for Constant Oxygen Sensor Set-Points on page 3.05-
46.
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
Gathering Data for Variable Oxygen Sensor Set-
Points
NOTE: This procedure applies to
secondary fuel applications.
Very precise control of air/fuel ratio to meet emissions
regulations is achieved by determining and
programming sensor voltage and lean/rich limits at
various engine loads. For secondary fuel, complete the
back of the applicable Catalyst Control Worksheet for
variable oxygen sensor set-points by following the steps
in this section.
NOTE: If very precise air/fuel ratio control is NOT
required at various engine loads to meet emissions
regulations, follow the procedure labeled Gathering
Data for Constant Oxygen Sensor Set-Points on page
3.05-46.
The AFM system adjusts the stepper motor between two
programmable limits to maintain the oxygen sensor set-
point voltage. The lean and rich limits, which define the
stepper motor adjustment range, are determined by
establishing an air/fuel ratio curve.
Figure 3.05-46 illustrates a sample air/fuel ratio curve.
Combustion instability occurs when combustion
pressure within the engine diminishes as load is
reduced. The combustion stability limit is the point where
combustion is no longer stable and exhaust oxygen is
not a good indicator of air/fuel ratio.

Figure 3.05-46: Sample Air / Fuel Ratio Curve With Stepper Limits
NOTE: Desired air/fuel ratio and stepper limits can be programmed for various loads. The values in this table are for
reference ONLY. Actual values are specific to your engine application.

FORM 6286-2
3.05-41 © 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen and
carbon monoxide concentrations both increase sharply
(using CO and O2 meters). This sharp increase indicates
the combustion stability limit. If detection is difficult, an
alternative is to make the combustion stability limit point
60 BMEP. Generally, loads greater than 60 BMEP are
stable.
1. Locate your blue Catalyst Control Worksheet (see
Table 3.05-4 for sample worksheet). Original
worksheets are located in back of manual. One blue
worksheet applies to G engines and the other
applies to GSI engines. The map-points are different
for G and GSI engines. Make sure you use the
worksheet that applies to your engine application.
Each worksheet is two-sided. Record values for
secondary fuel on the back of the worksheet.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
3. Adjust engine load for generator sets, or load and
speed for compressors, until the HIGHEST map-
point (intake manifold pressure, psia) achievable
with manufacturer’s ratings is met as indicated on
the View Serial Link Screen (see Table 3.05-4).
NOTE: The highest map-point in Table 3.05-4 is 26.0
psia. If, however, manufacturer’s rated load is in-
between map-points, adjust engine load to the next
lower map-point. For example, if rated load is 24.5 psia,
then adjust engine load to map-point 22.5 psia (see
Table 3.05-4).
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.
4. Using exhaust analyzers (CO and O2 meters), adjust
the air/fuel ratio by pressing <LEFT LEAN> and
<LEFT RICH> on the keypad until a desired
emissions level is met for the map-point. For VHP
vee engines, repeat this step for the engine’s right
bank using the “right” keypad buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
5. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Set-Point”
column on the back of your worksheet (see Table
3.05-4).
3.05-42
6. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position”
column on the back of your worksheet (see Table
3.05-4).
! WARNING
Never set the rich limit above 5
!
inch-Hg (127 mm-Hg) gas/air
pressure.
7. Determine a lean and rich limit for the map-point
following the guidelines below and Figure 3.05-47:
• At engine loads above the combustion stability
limit, current recommendations are to set the lean/
rich limits ± 2 air/fuel ratios or less.
• At engine loads below the combustion stability
limit, the lean/rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting for secondary
fuel. The starting point can then be modified as
required to achieve desired operation. For
example: If prior to programming the AFM system
the gas/air setting was 6 inch-H2O (152 mm-H2O)
for secondary fuel, use the stepper limits to permit
only 6 inch-H2O (152 mm-H2O) gas/air below the
combustion stability limit. Use a manometer to
make this measurement.
NOTE: Stepper motor lean and rich limits (± 2 air/fuel
ratios) can be determined by moving ± 1 air/fuel ratio and
doubling the change in stepper position. For example:
An engine at desired running point has a stepper position
of 1,500 steps. The engine is adjusted +1 air/fuel ratio
and stepper position is 1,400 steps. The change in
stepper position for +1 air/fuel ratio is 100 steps (1,500
– 1,400 = 100). Doubling this value, stepper motor
change for +2 air/fuel ratios is 200 steps. Therefore, the
lean limit stepper position is 1300 steps (1,500 – 200 =
1,300).
8. Adjust the air/fuel ratio by pressing <LEFT LEAN>
on the keypad until the desired lean limit is achieved
based on the guidelines in Step 7. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
9. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on the
back of your worksheet (see Table 3.05-4).
FORM 6286-2
© 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
10. Adjust the air/fuel ratio by pressing <LEFT RICH> on
the keypad until the desired rich limit is achieved
based on the guidelines in Step 7. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
11. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
back of your worksheet (see Table 3.05-4).
NOTE: For map-points greater than rated load, use the
same values in the table columns as the rated map-point.
12. Reduce engine load to the next lower map-point and
repeat Steps 4 – 11. Complete the back of the
Catalyst Control Worksheet for secondary fuel.
13. After the Catalyst Control Worksheet is complete for
primary and secondary fuels, continue with
PROGRAMMING THE CATALYST CONTROL
VALUES on page 3.05-52.

Figure 3.05-47: Oxygen Sensor Response vs. Exhaust

Gas Concentrations for Various Air / Fuel Ratios – Rich
Burn ONLY
NOTE: The oxygen, carbon monoxide and oxygen
sensor signal curves were plotted for laboratory data.
Actual sensor response and desired air/fuel ratio will
depend slightly on fuel composition; however, the
relationship between CO and O2 will remain constant.
NOTE: Figure 3.05-48 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.

FORM 6286-2
3.05-43 © 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Table 3.05-4: View Serial Link Screen and Catalyst Control Worksheet (GSI Applications) – Variable Setpoints

MAP- O2 SENSOR SETPOINT CURRENT STEPPER

LEAN LIMIT RICH LIMIT
POINT (volts) POSITION
INTAKE
MANIFOLD
LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT
PRESSURE
(psiA)
5.0
8.5
12.0
15.5
19.0
22.5
26.0 0.80 0.80 10,000 11,250

NOTE: The values in this table are for reference ONLY. Actual values are specific to your engine application.

FORM 6286-2
3.05-44 © 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-48: Programming Scenario for Catalyst Control – Variable Oxygen Sensor Setpoints

FORM 6286-2
3.05-45 © 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Gathering Data for Constant Oxygen Sensor Set-
Points
NOTE: This procedure applies to
secondary fuel applications.
Control of air/fuel ratio to meet emissions regulations at
a constant oxygen sensor set-point is achieved by
determining sensor voltage and rich/lean limits at rated
engine load. For secondary fuel complete the back of the
Catalyst Control Worksheet for constant oxygen sensor
set-points by following the steps in this section.
NOTE: If very precise air/fuel ratio control is required at
various engine loads to meet emissions regulations,
follow the procedure labeled Gathering Data for
Variable Oxygen Sensor Set-Points on page 3.05-41.
The AFM system adjusts the stepper motor between two
programmable limits to maintain the oxygen sensor set-
point voltage. The lean and rich limits, which define the
stepper motor adjustment range, are determined by
establishing an air/fuel ratio curve.
Figure 3.05-49 illustrates a sample air/fuel ratio curve
with constant oxygen sensor set-points. Combustion
instability occurs when combustion pressure within the
engine diminishes as load is reduced. The combustion
stability limit is the point where combustion is no longer
stable and exhaust oxygen is not a good indicator of air/
fuel ratio.
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen and
carbon monoxide concentrations both increase sharply
(using CO and O2 meters). This sharp increase is the
combustion stability limit. If detection is difficult, an
alternative is to make the combustion stability limit point
60 BMEP. Generally, loads greater than 60 BMEP are
stable.

Figure 3.05-49: Sample Air / Fuel Ratio Curve With Stepper Motor Limits
NOTE: Desired air/fuel ratio and stepper limits can be programmed for various loads. The values in this table are for
reference ONLY. Actual values are specific to your engine application.

FORM 6286-2
3.05-46 © 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
1. Locate your blue Catalyst Control Worksheet (see 5. Record the sensor voltage displayed on the View
Table 3.05-5 for sample worksheet). Original Serial Link Screen in the “O2 Sensor Set-Point”
worksheets are located in back of manual. One blue column for each map-point on the back of your
worksheet applies to G engines and the other worksheet (see Table 3.05-5).
applies to GSI engines. The map-points are different
6. Record the stepper position displayed on the View
for G and GSI engines. Make sure you use the
Serial Link Screen in the “Current Stepper Position”
worksheet that applies to your engine application.
column on the back of your worksheet for each map-
Each worksheet is two-sided. Record values for
point above the combustion stability limit (see Table
secondary fuel on the back of the worksheet.
3.05-5).
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged ! WARNING
by pressing <ALARM ACK> on the keypad.
2. Put the AFM module into manual mode by pressing Never set the rich limit above 5

!
<LEFT MAN> and <RIGHT MAN> (if applicable) on inch-Hg (127 mm-Hg) gas/air
the AFM module keypad. pressure.
3. Adjust engine load to manufacturer’s rated load and
rated speed.
4. Using exhaust analyzers (CO and O2 meters), adjust
air/fuel ratio by pressing <LEFT LEAN> and <LEFT
7. With the engine running at manufacturer’s rated
RICH> on the AFM module keypad until a desired
load, determine a lean and rich limit for the map-
emissions rating (best emissions performance) is
points above the combustion stability limit. Current
met. If your engine has two fuel regulators, repeat
recommendations are to set the lean and rich limit to
this step for the engine’s right bank using the “right”
± 2 air/fuel ratios or less when programming constant
keypad buttons.
oxygen sensor set-points (see Figure 3.05-50).
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Table 3.05-5: View Serial Link Screen and Catalyst Control Worksheet (GSI Applications) – Constant Set-Points

MAP- O2 SENSOR SETPOINT CURRENT STEPPER

LEAN LIMIT RICH LIMIT
POINT (volts) POSITION
INTAKE
MANIFOLD
LEFT RIGHT LEFT RIGHT LEFT RIGHT LEFT RIGHT
PRESSURE
(psiA)
5.0 0.80 0.80
8.5 0.80 0.80
12.0 0.80 0.80
15.5 0.80 0.80 10,000 11,250
19.0 0.80 0.80 10,000 11,250
22.5 0.80 0.80 10,000 11,250
26.0 0.80 0.80 10,000 11,250

NOTE: The values in this table are for reference ONLY.

Actual values are specific to your engine application.

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
8. Using exhaust analyzers (CO and O2 meters), lean
air/fuel ratio by +2 air/fuel ratios by pressing <LEFT
LEAN> on the keypad. For VHP vee engines, repeat
this step for the engine’s right bank using the “right”
keypad buttons.
9. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on the
back of your worksheet for each map-point above
the combustion stability limit (see Table 3.05-5).
10. Using exhaust analyzers (CO and O2 meters), richen
air/fuel ratio by -4 air/fuel ratios (-2 from desired
emissions rating value) by pressing <LEFT RICH>
on the keypad. For VHP vee engines, repeat this
step for the engine’s right bank using the “right”
keypad buttons.
11. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
back of your worksheet for each map-point above
the combustion stability limit (see Table 3.05-5).
12. At map-points below the combustion stability limit,
the lean and rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting for secondary fuel.
The starting point can then be modified as required
to achieve desired operation. For example: If prior to
programming the AFM system the gas/air setting
was 6 inch-H2O (152 mm-H2O) for secondary fuel,
use the stepper motor limits to permit only 6 inch-
H2O (152 mm-H2O) gas/air below the combustion
stability limit. Use a manometer to make this
Figure 3.05-50: Oxygen Sensor Response vs. Exhaust measurement. Complete the steps below for each
Gas Concentrations for Various Air / Fuel Ratios – Rich map-point below the combustion stability limit.
Burn ONLY
a. Reduce load to a map-point below the
NOTE: The oxygen, carbon monoxide and oxygen combustion stability limit.
sensor signal curves were plotted for laboratory data.
b. Adjust air/fuel ratio by pressing <LEFT LEAN>
Actual sensor response and desired air/fuel ratio will
on the keypad until the desired lean limit is
depend slightly on fuel composition; however, the
achieved based on the guidelines in Step 12. For
relationship between CO and O2 will remain constant.
VHP vee engines, repeat this step for the
NOTE: Stepper motor limits (± 2 air/fuel ratios) can be engine’s right bank using the “right” keypad
determined by moving ± 1 air/fuel ratio and doubling the buttons.
change in stepper position. For example: An engine at c. Record the stepper position displayed on the
desired running point has a stepper position of 1,500 View Serial Link Screen in the “Lean Limit”
steps. The engine is adjusted +1 air/fuel ratio and column on the back of your worksheet (see
stepper position is 1,400 steps. The change in stepper Table 3.05-5).
position for +1 air/fuel ratio is 100 steps (1,500 – 1,400
= 100). Doubling this value, stepper motor change for +2
air/fuel ratios is 200 steps. Therefore, the lean limit
stepper position is 1,300 steps (1,500 – 200 = 1,300).

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
d. Adjust the air/fuel ratio by pressing <LEFT 13. After the Catalyst Control Worksheet is complete for
RICH> on the keypad until the desired rich limit primary and secondary fuels, continue with
is achieved based on the guidelines in Step 12. PROGRAMMING THE CATALYST CONTROL
For VHP vee engines, repeat this step for the VALUES on page 3.05-52.
engine’s right bank using the “right” keypad
NOTE: Figure 3.05-51 provides a scenario of a
buttons.
technician fine-tuning the AFM system following the
e. Record the stepper position displayed on the programming steps in this section. The values in the
View Serial Link Screen in the “Rich Limit” scenario are given for example only. Actual values will
column on the back of your worksheet (see vary depending on engine application.
Table 3.05-5).
f. Repeat Steps a – e for each intake manifold
pressure map-point below the combustion
stability limit to complete the back of your
worksheet for secondary fuel.

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-51: Programming Scenario for Catalyst Control – Constant Oxygen Sensor Setpoints

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

PROGRAMMING THE CATALYST

CONTROL VALUES
This section provides the programming steps for
entering the data-point values determined for primary
and secondary fuel in the previous sections. You will be
programming the AFM system with the values recorded
on both sides of your completed Catalyst Control
Worksheet.
1. Press [Esc] to return to the Main Menu.
2. Highlight “Edit/Create Setup” on the Main Menu and
press [Enter]. See Figure 3.05-52.

Figure 3.05-53: Edit/Create Setup Menu

NOTE: See Figure 3.05-54 while editing the data-set.
4. After the Edit Screen appears, type in any comments
regarding AFM programming or revise existing
comments at the “Comments:” field. Typically,
comments include site, engine number and date
information.
NOTE: When the cursor is moved between entry
locations, the bottom line of the Edit Screen will show a
brief explanation and limits for that entry.

Figure 3.05-52: AFM User Interface Program Main Menu

3. The Edit/Create Setup Menu shown in Figure
3.05-53 appears. Highlight “Retrieve from AFM” and
press [Enter].

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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Figure 3.05-54: Editing the Data-Set on the Edit Screen
5. Press [Enter] to move from the “Comments:” field to
the “PWM Out” field. Leave the “PWM Out” value set
to zero for unheated rich burn oxygen sensors.
6. Position the cursor in the “Lo-Temp” field. Although
the high and low temperature limits can be modified,
it is not recommended that these two values be
changed. The “Lo-Temp” value should not be set
below 350°C (662°F) because that temperature is
the minimum for correct oxygen sensor operation. If
required, the “Hi-Temp” value can be modified to
provide a safety against high exhaust temperatures.
7. Position the cursor in the “Deadband” field. The
default value for the deadband is ± 0.005. This value
is appropriate for most applications. Deadband is the
oxygen sensor target “tolerance” or control limit
within which the stepper position remains constant.
8. Position the cursor in the “Gain” field. Gain
influences how large a change is made to the
stepper position when the oxygen sensor signal is
not within the specified tolerance around the sensor
target (set-point) voltage. A larger gain value will
result in a larger change. Adjust the gain value to give
the desired rate of response.
3.05-53
9. Press [Enter] until the cursor is positioned in the left
“O2 S-P” column for primary fuel. Using your
completed Catalyst Control Worksheet, enter all the
primary fuel “O2 Set-Point (S-P)” values and then
enter all the secondary fuel “O2 Set-Point (S-P)”
values. Press [Enter] after each value is entered to
work down through the column.
10. Press [Enter] until the cursor is positioned in the left
“Lean Limit” column for primary fuel. Using your
completed Catalyst Control Worksheet, enter all the
primary fuel “Lean Limit” values and then enter all the
secondary fuel “Lean Limit” values. Press [Enter]
after each value is entered to work down through the
column.
11. Press [Enter] until the cursor is positioned in the left
“Rich Limit” column for primary fuel. Using your
completed Catalyst Control Worksheet, enter all the
primary fuel “Rich Limit” values and then enter all the
secondary fuel “Rich Limit” values. Press [Enter]
after each value is entered to work down through the
column.
12. For VHP vee engines, repeat Steps 9 – 11 for the
right column primary and secondary values. Using
your completed Catalyst Control Worksheet, enter
all the “O2 Set-Point (S-P),” “Lean Limit,” and “Rich
Limit” values for each intake manifold pressure map-
point.
FORM 6286-2
© 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
NOTE: Each time modifications are made to the data- NOTE: It is recommended that you save the current
set it must be saved to AFM RAM (temporary memory) data-set to disk. Data-sets are assigned filenames and
for evaluation. Simply editing the values on the PC saved on disk so you can retain and retrieve the data-set
screen will not change AFM operation. later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
NOTE: The contents of RAM are lost whenever power
Program was accessed. See SAVING DATA-SET TO
to the AFM module is removed.
DISK on page 3.05-58 to save your data-set to disk.
13. Press [F10] to save the Edit Screen values to RAM
17. To return to the Main Menu, press [Esc]. Figure
(temporary memory) for testing.
3.05-55 appears on the screen warning to save
14. Highlight “Test Data on AFM” on the Saving Options changes that were made to the data-set before
Menu and press [Enter]. exiting. Since the data-set has already been saved
15. Press [Y] to confirm save to RAM. to RAM, press [Y] to return to the Main Menu.
16. Several screens will appear indicating that the data- 18. Place the AFM module in automatic mode by
set is being saved to RAM. The LCD display on the pressing <AUTO OPER> on the AFM keypad.
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key on the computer to continue
after the save to RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.

Figure 3.05-55: Confirmation of Exit to Main Menu

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
CHECKING AFM SYSTEM PERFORMANCE
AFTER PROGRAMMING
Complete this section to check ease of starting the
engine based on the START position programmed for
BOTH primary and secondary fuels.
1. Switch fuels over as necessary. To switch over fuels
complete the following:
a. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down engine and switch fuel.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
b. Switch customer supplied logic control to
selected fuel. For primary fuel, the ALT FUEL
connection inside the AFM module MUST be
and remain ungrounded. For secondary fuel, the
ALT FUEL connection inside the AFM module
MUST be and remain grounded (see Figure
3.05-56).
c. For complex fuel systems, switch customer
supplied logic to activate primary/secondary fuel
stepper motors. See CONNECTING
AUXILIARY AFM INPUTS AND OUTPUTS on
page 2.10-1 for additional information and
schematic on fuel system wiring.
Figure 3.05-56: Alternate Fuel Connection Inside AFM
Module
2. Highlight “View Serial Link” from the Main Menu and
press [Enter] to return to the View Serial Link Screen.
3. Monitor AFM system performance. The response
must be fast enough to meet site requirements,
however, not so fast that it causes instability. If the
system is too slow, go back to the Edit Screen and
increase the “Gain Setting.” To test the gain setting
changes, you must save your changes to RAM by
pressing [F10], selecting “Test Data on AFM” from
the Saving Options Menu, pressing [Enter] and then
pressing [Y]. Return to the View Serial Link Screen
to monitor AFM system performance. Continue
adjusting the “Gain Setting” on the Edit Screen until
the speed of response is satisfactory.
3.05-55
Steps 4 – 8 are completed to check ease of starting
the engine based on the start position programmed.
4. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
5. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down the engine and allow it to cool
for several minutes.
NOTE: You cannot set the stepper motor(s) to the
START position if the intake manifold pressure is greater
than 17 psia. If you press <F1> and then <STRT POS>
when the intake manifold pressure is greater than 17
psia, a message will be displayed on the LCD telling you
that the request was ignored because the engine is
loaded.
6. Press and release <F1>, then <STRT POS> on the
AFM module keypad to test the START position. The
AFM LCD display will show “MOVING L STEPPER
TO START POSITION.” The left and right “Status”
messages on the View Serial Link Screen will
change to “MOTOR RESET” during the positioning
activity. Once the left bank has been moved, the
AFM module will move the right bank stepper motor.
Allow up to 3 minutes for this process. After the
stepper motors have been moved to the START
position, the normal LCD displays resume. If the
normal LCD displays do not resume within 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
7. Attempt to start the engine to check ease of starting.
NOTE: Consider “cold” starts when modifying START
position.
8. If engine does not start as desired, modify the
START position by changing the START position on
the Edit Screen and saving changes to RAM to test.
Repeat the check until the engine starts well.
NOTE: Complete Steps 1 – 8 for both primary and
secondary fuels.
9. Once you are satisfied with AFM system
performance and ease of starting, return to the Main
Menu.
10. Continue with the next section SAVING DATA-SET
TO ROM on page 3.05-56.
FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
SAVING DATA-SET TO ROM
Once you create a data-set, test the data-set in RAM
(temporary memory), and are satisfied with the AFM’s
air/fuel control, the data-set must be saved to permanent
memory (ROM). Complete the steps in this section to
save your data-set to ROM.
NOTE: The AFM system allows five saves to ROM
(permanent memory). All data-sets should be carefully
evaluated in RAM (temporary memory) before storing to
ROM. Once ROM has been fully configured, the core
EPROM chip in the AFM module must be replaced to
permit further saves to permanent memory. See
EPROM CHIP REPLACEMENT on page 6.05-1 for
core EPROM replacement instructions.
1. Highlight “Edit/Create Setup” from the Main Menu to
return to the Edit Screen and press [Enter].
2. Highlight “Retrieve from AFM” and press [Enter].
3. With the Edit Screen displayed, press [F10] to save
the data-set to ROM (permanent memory).
NOTE: The “Test Data on AFM” option from the Save
Options Menu allows a program to be run in the AFM
module’s temporary memory (RAM). This may be used
for troubleshooting so that the ROM memory space is
conserved. The contents of RAM are lost whenever
power to the AFM module is removed.
4. Highlight “Configure AFM Memory” on the Save
Options Menu and press [Enter].
5. When the confirmation screen appears as shown in
Figure 3.05-57, press [Y].
6. When the verification screen appears as shown in
Figure 3.05-58, press [Y].
NOTICE
Do not disturb the serial cable, interrupt the AFM
module power or interrupt computer power while
configuring memory. If disturbed or disconnected
during the saving process, the core EPROM chip in
the AFM module may become corrupted and may
need to be replaced.
3.05-56
7. Several screens will appear indicating that the data-
set is being saved to ROM (permanent memory on
the core EPROM chip inside the AFM module). Once
the data-set has been saved to ROM, the message
shown in Figure 3.05-59 appears.
NOTE: The AFM allows five saves to ROM. Once ROM
has been fully configured, the core EPROM chip in the
AFM module must be replaced to permit further saves
to permanent memory.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 3.05-58 to save your data-set to disk.
8. Press any key to return to the Edit Screen.
NOTE: If the power to the AFM is inadequate (less than
21.6 volts) or excessively “dirty” (more than 2 volts peak-
to-peak ripple), the programming operation may not be
successful. An unsuccessful store to “ROM” will result in
the error message illustrated in Figure 3.05-60. Should
this error occur, the core EPROM chip must be replaced
and the true cause for the failure corrected. See EPROM
CHIP REPLACEMENT on page 6.05-1 for core
EPROM replacement instructions. Press any key on
your computer to continue.
FORM 6286-2
© 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-57: Confirmation of Save to ROM

Figure 3.05-58: Verification to Store New Values to ROM

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
SAVING DATA-SET TO DISK
The new data-set should be stored to a floppy/hard disk
and to “permanent” memory (ROM) as the previous
section explains. Data-sets are assigned filenames and
saved on disk so you can retain the data-set for future
reference. Each time a new program is saved to ROM,
the previous program can no longer be retrieved. The
only way to keep track of old programs is to save the
data-file to disk or with printed copies.
NOTE: If you want to retrieve a data-set saved to disk,
see RETRIEVING A SAVED DATA-SET on page 3.05-
60.
1. With the Edit Screen displayed, press [F10] to save
your data-set to disk.
2. Highlight “Save Data to Filename” from the Saving
Options Menu and press [Enter].
3. Enter a filename according to the following
procedure (see Figure 3.05-61). Read all three steps
prior to saving the file to the disk.
a. Locate the engine’s serial number on the
nameplate.
b. If the engine has a “C-” number, remove the “C-”
and the “/” from the number. Example:
C-10768/01 would give a root file name of
“1076801”. If the engine does not have a “C-”
number use all six digits in the serial number for
the filename.
Figure 3.05-59: Verification Screen of Save to ROM
3.05-58
c. The first time the configuration is saved to the
disk add an “A” to the end. This is to indicate that
this is the first save of this configuration. If
changes are made to the configuration, save the
next file with the same numerical information and
change the suffix letter to “B.” Continue in this
manner for each revision to the file.
Once eight characters have been entered, the file
will automatically be saved to the disk from where
the AFM User Interface Program was accessed. If
the filename is less than eight characters, press
[Enter] to save.
NOTE: When saving to disk, the data-set will be saved
to the drive and directory where the AFM User Interface
Program was accessed.
4. Press [ESC] to return to the Main Menu.
5. If the data-set for your engine has been saved to
ROM and a file on disk, confirm the exit to the Main
Menu by pressing [Y] (see Figure 3.05-63). The Main
Menu appears. If you have not saved the data-set to
ROM (permanent memory), press [N] and see
SAVING DATA-SET TO ROM on page 3.05-56.
FORM 6286-2
© 3/2012
 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-60: Programming Error Message

Figure 3.05-61: Input Data-File Name Screen

FORM 6286-2
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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

RETRIEVING A SAVED DATA-SET

The data-sets that are saved to disk (not RAM or ROM)
and assigned a filename can be retrieved following the
steps in this section.
NOTE: If you want to save a data-set to disk, see
SAVING DATA-SET TO DISK on page 3.05-58.
1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
Setup” and press [Enter] (see Figure 3.05-62).

Figure 3.05-62: AFM User Interface Program Main Menu

Figure 3.05-63: Confirmation of Exit to Main Menu

2. On the next menu highlight “Retrieve from Filename”

and press [Enter] (see Figure 3.05-64).

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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS
Figure 3.05-64: Edit/Create Setup Menu
3. Highlight the filename (serial number) you want to
open and press [Enter] (see Figure 3.05-65). The
information that is shown on your PC screen is
information that has been saved in a file and was not
retrieved from the AFM module’s RAM or ROM.
Figure 3.05-65: File Select Menu
NOTE: The retrieved file’s data-set must be saved to
RAM or ROM before the displayed data-set values affect
control of the AFM system.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
3.05-61
NOTE: If you want to save an opened file to ROM
(permanent memory), see SAVING DATA-SET TO
ROM on page 3.05-56.
POST-PROGRAMMING CHECKS
Two post-programming checks must be completed to
confirm that the data-set created was successfully
stored to ROM. The procedures that follow take you
step-by-step through the post-programming checks.
NOTE: Print copies of your data-set or save your data-
set to a file for future reference before completing the two
post-programming checks.
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM
Check 1 confirms that the data-set was successfully
stored in ROM on the core EPROM chip.
NOTE: Programs saved to the core EPROM will be
retained even if power to the AFM module is interrupted.
Programs saved to RAM will be lost when power to the
AFM module is disconnected. The AFM can detect when
an evaluation data-set is being tested in RAM and has
not been saved to ROM. If you attempt to leave the AFM
User Interface Program without saving the evaluation
data to ROM, a warning will be displayed.
1. With the Main Menu showing on your screen,
highlight “Edit/Create Setup” and press [Enter].
2. Highlight “Retrieve from AFM” on the next menu and
press [Enter]. Several messages appear indicating
that the data-set is being retrieved from ROM.
3. The Edit Screen appears (see Figure 3.05-66).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 3.05-
60 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.
FORM 6286-2
© 3/2012
CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-66: Edit Screen

CHECK 2: FINAL TEST OF AFM SYSTEM SETUP

Check 2 confirms that the data-set is not lost when the
AFM system is powered down and that the AFM system
will power up with the data stored in ROM.
1. Highlight “Quit” on the Main Menu and press [Enter].
2. Press “Y” to confirm that the program is to be exited.
3. Disconnect power from the AFM module for a
minimum of 5 minutes.
4. Restore power to the AFM module.
5. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net. Figure 3.05-67: Communications Menu
6. The “Genuine Waukesha Parts” logo and version 7. The AFM User Interface Program’s Main Menu
identification screens appear briefly, followed by the appears showing various program options available
communications menu (see Figure 3.05-67). A dot (see Figure 3.05-68). Highlight “Edit/Create Setup”
is located in parentheses next to “1.” Press [Enter] to and press [Enter].
select communications port 1. If the DB-9 cable is
connected to a different port on your PC, use the 8. The menu shown in see Figure 3.05-69 appears.
arrow keys on the keyboard to select the Highlight “Retrieve from AFM” and press [Enter].
corresponding port from the communications menu 9. Observe which ROM number (ROMX) is being
and press [Enter] (typically: port 1 is correct). retrieved.

FORM 6286-2
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 CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

Figure 3.05-68: AFM User Interface Program Main Menu

Figure 3.05-69: Edit/Create Setup Menu

10. The Edit Screen appears (see Figure 3.05-66).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 3.05-
60 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.

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CATALYST PROGRAMMING – DUAL FUEL APPLICATIONS

This Page Intentionally Left Blank

FORM 6286-2
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 BEST POWER/ECONOMY PROGRAMMING
SECTION 4.00
BEST POWER/ECONOMY PROGRAMMING – SINGLE-FUEL
APPLICATIONS
PROGRAMMING THE AFM MODULE FOR
BEST POWER/ECONOMY CONTROL
This section, Section 4.00 Best Power/Economy
Programming – Single Fuel Applications, explains the
procedures required to program the AFM system for an
engine with a single fuel.
NOTE: When programming your AFM system for a dual
fuel application, complete the programming steps
provided in BEST POWER / ECONOMY
PROGRAMMING – DUAL-FUEL APPLICATIONS on
page 4.05-1.
If this is the initial startup of the AFM system on your
engine, complete ALL the procedures provided in this
section. If the AFM system has been operating, it may
be necessary only to complete applicable subsections
of the provided programming instructions.
OUTLINE OF SECTION 4.00
Preprogramming Steps: Begins on 4.00-2. Provides
the initial system checks that must be made BEFORE
applying power to the AFM module and starting the
engine.
User Interface Program Startup Steps: Begins on 4.00-
2. Provides the steps necessary to establish
communication between the AFM module and your PC.
Initial AFM Module Programming: Begins on 4.00-5.
Provides 1) initial setup programming of the AFM
module by selecting a preprogrammed setup file; 2)
steps for editing engine application information; 3) steps
for editing “Offset Steps” value; and 4) steps for saving
the setup file to RAM for testing.
4.00-1
Establishing Engine Start Position: Begins on
ESTABLISHING ENGINE START POSITION on page
4.00-15. Provides the programming steps necessary
to modify stepper motor start position to facilitate engine
starting.
Monitoring System Operation Using The View Serial
Link Screen: Begins on 4.00-18. Provides an
explanation of the information on the View Serial Link
Screen and allows you to monitor the AFM system after
applying power to the module and starting the engine.
Fine-Tuning AFM Programming For Best Power/
Economy Applications: Begins on 4.00-21. Provides
the programming steps to fine-tune the AFM system for
optimum air/fuel control. A worksheet is provided to help
you determine the programmable limits.
Programming The Best Power/Economy Control
Values: Begins on 4.00-25. Provides the programming
steps for entering the data-set values determined in the
previous section.
Checking AFM System Performance After
Programming: Begins on 4.00-27. Provides the steps
to check ease of starting the engine based on the start
position programmed.
Saving Data-Set To ROM: Begins on 4.00-28.
Provides the programming steps for saving the data-set
to ROM (permanent memory).
Saving Data-Set To Disk: Begins on 4.00-31. Provides
the programming steps for saving the data-set to a file
on disk (to the drive and directory where the AFM User
Interface Program was retrieved).
Retrieving A Saved Data-Set: Begins on 4.00-33.
Provides the programming steps for retrieving a file that
was previously saved to disk.
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Post-Programming Checks: Begins on 4.00-33.
Provides steps for completing two post-programming
checks that must be completed to confirm that the data-
set which was created/modified was successfully stored
to ROM.
PREPROGRAMMING STEPS
Before applying power to the AFM system and with the
engine shutdown:
1. Review GENERAL AFM PROGRAMMING
INFORMATION on page 1.15-1 for computer
requirements, program layout, and saving
information.
2. Review AFM DISPLAY AND KEYPAD
INFORMATION on page 1.20-1 for a detailed
explanation of the AFM module’s keypad functions
and LCD display messages.
3. Complete the preprogramming checklist in
PRESTART INSTALLATION CHECKLIST on page
2.15-1 before continuing.
4. With the engine NOT running and power OFF,
disconnect the oxygen sensor(s) by removing the
analog connections terminal block from the header
inside the AFM module (see Figure 4.00-1).
Figure 4.00-1: Analog and Power Connections Inside
AFM Module
4.00-2
USER INTERFACE PROGRAM STARTUP
STEPS
The steps provided in this section describe how to
connect the DB-9 serial cable between your PC and the
AFM module and then establish communication
between system components.
1. Apply power to the AFM module. After applying
power, the “Power” and “Alarm” LEDs will light on the
front cover of the AFM module. The LCD display on
the AFM module briefly displays “Waukesha CEC
TEST” if the core EPROM chip has not been
previously programmed. If the core EPROM was
previously programmed, the LED displays the
current control mode (for example: “Waukesha CEC
Custom Control”).
NOTE: “Custom Control” is the Best Power/Economy
control modes.
2. The AFM module must be programmed to work with
site specific information in order for the AFM system
to function properly. To program the AFM module,
connect a standard DB-9 serial cable (male to
female) to the communications port (labeled P1A)
within the AFM module. This is the communications
port on the right (see Figure 4.00-2). Connect the
other end of the cable to the PC’s communications
port. Typically, this is port 1 (also referred to as COM
1, serial A, or serial 1).
NOTICE
Verify that the DB-9 serial cable is securely connected
to the appropriate computer port. If the serial cable is
disturbed or disconnected during the saving process,
the core EPROM chip in the AFM module may become
corrupted and may need to be replaced. Even
previously stored data-sets may no longer be
functional.
3. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
NOTE: The core and display EPROM chips must be
“matched” with the AFM User Interface version number.
If the versions of the EPROM chips are not the same as
the User Interface Program version number, the
potential for errant operation exists and programming
will not work. See EPROM CHIP REPLACEMENT on
page 6.05-1 for more information.
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Figure 4.00-4: Communications Menu

6. The AFM User Interface Program’s Main Menu
appears showing various program options available
(see Figure 4.00-5). Highlight “Edit/Create Setup”
and press [Enter].

Figure 4.00-2: DB-9 Serial Cable Connection Inside AFM

Module
4. Once the AFM User Interface Program is open, the
“Genuine Waukesha Parts” Logo Screen appears
briefly, followed by the screen shown in Figure
4.00-3. The bottom line of this screen indicates what
software version of the AFM User Interface Program
you are using.

Figure 4.00-5: AFM User Interface Program Main Menu

7. The Edit/Create Setup Menu shown in see Figure
4.00-6 appears. Highlight “Retrieve from AFM” and
press [Enter].

Figure 4.00-3: Software Version Identification

5. The Communications Menu appears automatically
(see Figure 4.00-4). A dot is located in a circle next
to “1.” Press [Enter] to select communications port
1. If the DB-9 cable is connected to a different port
on your PC, use the arrow keys on the keyboard to
select the corresponding port from the
communications menu and press [Enter] (typically:
port 1 is correct).

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Figure 4.00-6: Edit/Create Setup Menu
NOTE: If a communications error message appears
(see Figure 4.00-7), there is a communication problem
between your PC and the AFM module. Either there is
no power to the AFM module, the serial cable is not
connected to the correct communications port, the
computer is not configured correctly, the core EPROM
chip is corrupt, or the cable is defective. Verify that the
cable is connected to the correct communications port
on your PC. If it is not connected correctly, move the
cable to the correct communications port. Check the
general condition of the serial cable and replace the
cable if defective. See TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1 for more
troubleshooting information. Press any key to continue.
Figure 4.00-7: Communications Error Message
4.00-4
8. If the AFM module has never been programmed for
an engine application, a message appears stating
the AFM module has been configured for test
purposes only (see Figure 4.00-8). Press any key to
return to the Main Menu and continue with INITIAL
AFM MODULE PROGRAMMING on page 4.00-
5. If the AFM system has been previously
programmed for another engine application, the
data-set for that engine application is displayed.
Note the following:
• If you want to program the AFM system using the
data-set displayed as a starting point continue with
EDITING ENGINE APPLICATION
INFORMATION on page 4.00-8.
• If you want to start from a preprogrammed setup
file (a new, engine specific data-set), press [Esc]
and then [Y] to return to the Main Menu. Continue
with INITIAL AFM MODULE PROGRAMMING on
page 4.00-5.
By completing Steps 1 – 8, communication between the
AFM module and your PC has been established.
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Figure 4.00-8: Test Program Message

INITIAL AFM MODULE PROGRAMMING 2. Highlight “Retrieve from Filename” on the Edit/
Create Setup Menu and press [Enter] (see Figure
After communication has been established between 4.00-10). A list of preprogrammed files appears (see
your PC and the AFM module, programming for your Figure 4.00-11).
specific engine application can begin.
NOTE: For the purposes of this manual, the examples
and figures used are based on the programming of a 12-
cylinder VHP L7042G engine for Best Economy Control
Mode. Although there are slight screen variations for
each engine family, the programming steps presented
in this manual are the same. The values in the examples
and figures are for REFERENCE ONLY. Actual values
are specific to your engine application.
1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
Setup” and press [Enter] (see Figure 4.00-9).

Figure 4.00-10: Edit/Create Setup Menu

Figure 4.00-9: AFM User Interface Program Main Menu

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Figure 4.00-11: File Select Menu
SELECTING A PREPROGRAMMED SETUP FILE
Preprogrammed setup files were developed to make
AFM module programming easier and faster. The values
stored in these files will get you started in creating a data-
set for your specific engine application. The values of the
preprogrammed files are generic and must be edited for
optimum air/fuel ratio control following the programming
procedures in this manual. It is recommended that you
use a preprogrammed file from this listing to program the
AFM module instead of starting with a new, nonsite-
specific data-set.
The preprogrammed setup files vary with engine
configuration and fuel regulator model. Example: All
VHP GSI vee engines with Fisher 66, 66Z, S201, and
S211 regulators, which includes VHP models 5108,
5790, 7042, and 9390, use setup file RSETUP01.
Similarly, VHP models 2895 and 3521 use a common
setup file.
1. Answer the following four questions before selecting
a preprogrammed setup file.
a. What is the engine family: VHP? _______
b. What is the engine configuration: inline or vee?
_______
c. What air induction configuration (aspiration)
does the engine have: natural (G) or
turbocharged (GSI)? _______
d. What fuel regulator(s) is installed: Fisher
Controls Model 66, 66Z, S201, S211, 99, 1098
or 133L? _______
4.00-6
2. After answering the four questions in Step 1,
carefully select the setup file from Table 4.00-1 that
was created for your engine application. Selecting
the wrong setup file may result in air/fuel control that
is less than optimum.
NOTE: The preprogrammed files listed on the File
Select Menu but not included in Table 4.00-1 are
preprogrammed setup files used when programming in
catalyst or lean burn control modes.
Table 4.00-1: Preprogrammed Setup Files for Best
Power/Economy Applications
VHP VEE ENGINES WITH BEST POWER/ECONOMY
Filename Use For ...
G or GSI engines with two S211, S201,
RSETUP5 66, 66Z or 133L regulators and steppers
(20,000 steps of adjustment).
G or GSI engines with two 99 or 1098
RSETUP6 regulators and steppers (5,800 steps of
adjustment).
VHP IN-LINE ENGINES WITH BEST POWER/ECONOMY
Filename Use For ...
G or GSI engines with one S211, S201,
RSETUP11 66, 66Z or 133L regulator and stepper
(20,000 steps of adjustment).
G or GSI engines with one 99 or 1098
RSETUP12 regulator and stepper (5,800 steps of
adjustment).
3. Using the arrow keys on the keyboard, scroll through
the list of preprogrammed files on the File Select
Menu. Highlight the appropriate preprogrammed file
and press [Enter] (see Figure 4.00-12). The Edit
Screen appears displaying the preprogrammed
setup file information (see Figure 4.00-13).
NOTE: When the setup file appears on the Edit Screen,
it will show engine family, model and fuel type
information for an engine model. This “application”
information is for reference only and will not affect AFM
system control.
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Figure 4.00-12: File Select Menu

Figure 4.00-13: Preprogrammed Setup File RSETUP05 – Best Power / Economy Applications

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EDITING ENGINE APPLICATION INFORMATION
The left box of the Edit Screen provides engine
application information including engine family, model,
and fuel type information (see Figure 4.00-13). This
section provides the programming steps necessary to
edit the engine application information based on your
specific site requirements.
1. With the Edit Screen displayed on your PC, press the
“UP” arrow key until the Engine Family Selection
Screen appears as shown in Figure 4.00-14.
2. Highlight the correct engine family and press [Enter].
3. Highlight the correct engine model on the Engine
Model Selection Screen and press [Enter] (see
Figure 4.00-15).
NOTE: Highlight “L7042” for 7044GSI VHP engines.
Highlight “L5790” for 5794GSI VHP engines. Highlight
“F3521” for 3524GSI VHP engines.
4. Highlight the correct engine air induction
configuration (aspiration) on the Engine Fuel System
Selection Screen and press [Enter] (see Figure
4.00-16).
Figure 4.00-14: Engine Family Selection Screen
4.00-8
5. Highlight the type of primary fuel the engine is using
on the Primary Fuel Selection Screen and press
[Enter] (see Figure 4.00-17).
6. The AFM system features dual fuel capability. If you
are programming the AFM system for dual fuel, see
BEST POWER / ECONOMY PROGRAMMING –
DUAL-FUEL APPLICATIONS on page 4.05-1. If
you are programming the AFM system for a single
fuel application, continue with Step 7.
7. Highlight “NONE” and press [Enter] on the
Secondary Fuel Selection Screen (see Figure
4.00-18).
8. Highlight “Best Power/Economy” on the Control
Mode Selection Screen and press [Enter] (see
Figure 4.00-19).
9. After the engine application information is selected,
confirm your selections by pressing [Y] at the
confirmation message (see Figure 4.00-20). The
engine application block will now be updated to
reflect your changes.
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Figure 4.00-15: Engine Model Selection Screen

Figure 4.00-16: Engine Fuel System Selection Screen

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Figure 4.00-17: Primary Fuel Selection Screen

Figure 4.00-18: Secondary Fuel Selection Screen

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Figure 4.00-19: AFM System Control Mode Selection Screen

Figure 4.00-20: Confirmation Message

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EDITING “OFFSET STEPS” VALUE FOR BEST Complete the steps below ONLY if desired running point
ECONOMY APPLICATIONS is best economy.
The preprogrammed setup file is programmed for best 1. Press [Enter] or use the arrow keys until the cursor
power applications (15.50:1 air/fuel ratios). In best is in the left “Offset Steps” field on the Edit Screen.
power applications the “Offset Steps” value is positive 2. Enter a negative value (-100) and press [Enter].
(Offset Steps = +100). If your desired running point is
3. If applicable, also change the right “Offset Steps”
best economy (17.00:1 air/fuel ratios), change the
field from positive (+100) to negative (-100).
“Offset Steps” value from positive to negative. In best
economy applications, the “Offset Steps” value is
negative (Offset Steps = -100) (see Figure 4.00-21).

Figure 4.00-21: Preprogrammed Setup File RSETUP05 – Best Power / Economy Applications

SAVING SETUP FILE TO RAM
The initial setup file must be saved to RAM (temporary
memory) to permit testing and editing of this data-set.
Each time modifications are made to the data-set, the
data-set must be saved to RAM before the edited values
affect control of the AFM system and can be tested.
Simply editing the values on the AFM User Interface
Program screens will not change AFM system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 4.00-31 to save your data-set to disk.
1. Press [F10] to save the preprogrammed file data and
edited “application” information to RAM (temporary
memory).
2. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter] (see Figure 4.00-22).
3. The confirmation screen shown in Figure 4.00-23
appears. Press [Y] to confirm save to RAM.
4. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Once the data-set has been saved to RAM,
the message shown in Figure 4.00-24 appears. The
LCD display on the AFM module will briefly read
“Waukesha CEC Custom Control,” then the normal
AFM LCD displays will appear.

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NOTE: “Custom Control” is the Best Power/Economy 5. Press any key to continue.
control mode.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than five
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.

Figure 4.00-22: Saving Options Menu

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Figure 4.00-23: Confirmation of Save to RAM

Figure 4.00-24: Verification of Save to RAM

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ESTABLISHING ENGINE START POSITION
Engine start position is a programmable stepper motor
position used to set gas/air at a value that is favorable
for engine starting. Most values stored in the
preprogrammed files should be reasonable for initial
programming of the AFM module. However, some
modification to the stepper motor “start position” setting
may be required to facilitate engine starting.
Complete the following steps to establish engine START
position. For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
NOTE: For VHP inline, all VGF, and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. Locate the applicable Best Power/Economy Control
Worksheet used to record desired gas/air setting.
(Original worksheet found in back of manual.)
Review the desired gas/air pressure setting
recorded on the front of your Best Power/Economy
Control Worksheet. If desired gas/air pressure
setting is not recorded on your worksheet, see
ESTABLISHING DESIRED GAS / AIR PRESSURE
SETTING (WITH OR WITHOUT AFM
COMPONENTS INSTALLED) on page 2.00-1 to
establish desired gas/air setting.
4.00-15
3. Measure current gas/air pressure with a manometer.
4. Use the AFM module’s manual adjustment keys
(<LEFT/RIGHT RICH> and <LEFT/RIGHT LEAN>)
on the keypad to change gas/air pressure as
required to duplicate desired gas/air setting. Once
current gas/air setting is equal to desired gas/air, the
stepper motor “start” position can be set.
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
5. Press <DSPL SEL> on the AFM keypad to scroll
through LCD display messages until the “L/R
STEPPER = XXXXX” message is shown.
6. Record the stepper position displayed on the AFM
module’s LCD display (L/R STEPPER = XXXXX) on
the “Stepper Start Position” space provided on the
front of your worksheet.
NOTE: For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
7. On your PC, press [Enter] or use the arrow keys until
the cursor is in the left/right “START POS.” field on
the Edit Screen (see Figure 4.00-25).
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Figure 4.00-25: Locating Stepper Motor Start Position

8. Enter the stepper position in the left/right “START NOTE: If the “EXECUTION STOPPED BY USER”
POS.” field on the Edit Screen and press [Enter] (see message persists on the AFM display for more than 5
Figure 4.00-26). minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: Each time modifications are made to the data-
set, the data-set must be saved to RAM before the edited NOTE: It is recommended that you save the current
values affect control of the AFM system and can be data-set to disk. Data-sets are assigned filenames and
tested. Simply editing the values on the AFM User saved on disk so you can retain and retrieve the data-set
Interface Program screens will not influence AFM later. When saving to disk, the data-set will be saved to
system operation. the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
NOTE: The contents of RAM are lost whenever power
DISK on page 4.00-31 to save your data-set to disk.
to the AFM module is removed.
13. Return to the Main Menu by pressing [Esc]. Figure
9. Press [F10] to save the edited start position
4.00-27 appears on the screen warning you to save
information to RAM (temporary memory).
any changes made to the data-set before exiting.
10. Highlight “Test Data on AFM” on the Saving Options Since the data-set has already been saved to RAM,
Menu and press [Enter]. press [Y] to return to the Main Menu.
11. Press [Y] to confirm save to RAM.
12. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key to continue after the save to
RAM is complete.

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Figure 4.00-26: Entering Stepper Motor Start Position

Figure 4.00-27: Confirmation of Exit to Main Menu

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MONITORING SYSTEM OPERATION

USING THE VIEW SERIAL LINK SCREEN
This section provides an explanation of the information
on the View Serial Link Screen and allows you to monitor
AFM system operation after applying power to the
module and starting the engine.
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] (see Figure 4.00-28). The information
shown on the View Serial Link Screen (see Figure
4.00-29) represents the current status of your AFM
system. This includes information on the oxygen
sensor voltage and stepper position.
No alarms will be active unless the “warm-up” delay Figure 4.00-28: AFM User Interface Program Main Menu
timer has expired (10 minutes have passed since the
program was stored to RAM and the thermocouples
have not yet exceeded the low temperature
threshold).
NOTE: If an alarm condition exists, acknowledge the
AFM system alarms by pressing <ALARM ACK> on the
AFM module keypad. Wait for the “WORKING” message
to disappear from the AFM LCD display (about 5
seconds). The yellow alarm LED will turn off, the
“ALARMOUTPUT ACTIVE” message on the PC screen
will clear, and the Error Out terminal within the AFM
module will close.

Figure 4.00-29: View Serial Link Screen

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2. If the “L Status” and “R Status” fields are in automatic,
press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module to put the AFM
module in manual control.
3. Verify that the stepper motor(s) is properly
connected.
NOTE: You cannot set the stepper motor(s) to the start
position if the intake manifold pressure is greater than 17
psia. If you press <F1> and then <STRT POS> when the
intake manifold pressure is greater than 17 psia, a
message will be displayed on the LCD telling you that
the request was ignored because the engine is loaded.
4. Set the stepper motor(s) to the “START Position” by
pressing and releasing <F1>, then <STRT POS> on
the AFM module keypad. The AFM LCD display will
show “MOVING L STEPPER TO START
POSITION.” The left and right “Status” messages on
the View Serial Link Screen will change to “MOTOR
RESET” during the positioning activity. Once the left
bank has been moved, the AFM module will move
the right bank stepper motor. Allow up to 3 minutes
for this process. After the stepper motor(s) has been
moved to the START position, the normal LCD
displays resume. If the normal LCD displays do not
resume within 5 minutes, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on
page 6.00-1.
5. Start the engine.
Figure 4.00-30: Analog Reconnection
Once the engine is running to at least 60 BMEP, the
sensor voltages should begin to fluctuate and the
sensor temperatures should rise as monitored on the
View Serial Link Screen.
As soon as the left and right exhaust temperatures
exceed 350°C (662°F), the left and right “Status”
messages on the View Serial Link Screen will
change from “MAN. WARM-UP” to “MANUAL” (see
Figure 4.00-31).
4.00-19
6. Recheck the power at the AFM module under worst
case conditions. The engine ignition and any other
electrical devices to be driven by the same power
supply as the AFM module must be operating. Peak-
to-peak voltage variations must not exceed two
volts. This measurement must be taken with an
oscilloscope. See AFM SYSTEM ELECTRICAL
CONNECTIONS on page 2.05-1 for AFM system
power specifications.
! WARNING
Before making terminal block
connection(s) within the AFM
module, the area should be
purged of all known hazardous
atmospheres because there is
potential for sparks.
7. Reconnect the analog connections terminal block
containing the intake manifold pressure transducer
and oxygen sensor(s) to the header inside the AFM
module (see Figure 4.00-30).
8. Allow the engine to warm up.
9. Set the engine speed to normal operating conditions
and the load to at least 60 BMEP.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
10. Adjust engine load to manufacturer’s rated load and
rated speed.
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11. Enable “AUTOMATIC” control by pressing the 13. Once you are satisfied that the AFM system is
<AUTO OPER> button on the AFM module keypad. controlling air/fuel ratio for the engine and no errors
The left and right “status” shown on the View Serial occur, continue with FINE-TUNING AFM
Link Screen will change to AUTOMATIC. The AFM PROGRAMMING FOR BEST POWER /
module will begin adjusting the stepper position to ECONOMY APPLICATIONS on page 4.00-21 to
control the engine’s air/fuel ratio. adjust the system for optimum air/fuel ratio control.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system. “RICH LIMIT” or
“LEAN LIMIT” errors are good indicators that the
carburetor screw needs adjusting.
12. To permit significant rich and lean adjustments to the
AFM system, it may be necessary to adjust the
carburetor screw(s) so the AFM system controls
close to the middle of the stepper motor range. Once
the AFM system has gained control of the air/fuel
ratio (sensor voltage readings are very near sensor
set-point), adjust the carburetor screws until the
AFM system is controlling close to the middle of the
stepper motor range: 10,000 steps (out of 20,000
steps) for 66, 66Z, S201, S211, 133L regulators or
2,900 steps (out of 5,800 steps) for 99, 1098
regulators.

Figure 4.00-31: AFM Module in Manual Mode

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FINE-TUNING AFM PROGRAMMING FOR
BEST POWER / ECONOMY APPLICATIONS
Once initial programming of the AFM module is
complete and the preliminary data-set is saved to RAM,
the AFM module must be “fine-tuned” for optimum air/
fuel ratio control. The AFM module is fine-tuned to
achieve the desired running point: best power or best
economy. To fine-tune the AFM module it will be
necessary to determine the number of “steps”, either rich
or lean, that the AFM module will take to move away from
stoichiometry to achieve best power or best economy.
In best power/economy control, the AFM module seeks
out stoichiometry then moves, either rich or lean, a
programmed number of steps (“Offset Steps”). If the
“Offset Steps” value is positive, the air/fuel ratio will be
adjusted rich of stoichiometry (best power). If the “Offset
Steps” value is negative, the air/fuel ratio will be adjusted
lean of stoichiometry (best economy).
A worksheet is provided to help you in determining the
offset steps required in programming the AFM module.
The worksheet is two sided. The front of the worksheet
applies to primary fuel values. The back of the worksheet
applies to secondary fuel values. Since you are
programming for a single fuel application, you need to
only complete the front of the worksheet.
NOTE: For VHP inline, all VGF, and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Locate your yellow Best Power/Economy Control
Worksheet (see Table 4.00-2 for sample
worksheet). Original worksheet is located in back of
manual. The worksheet is two-sided. Record values
for single fuel applications on the front of the
worksheet.
2. On the worksheet, circle the desired running point
(best power or best economy) for the engine.
3. The sensor set-point voltage is different for best
economy (0.4 volts) and best power (0.6 volts).
Verify that the View Serial Link Screen is displaying
the correct sensor set-point voltage for your
application (see Table 4.00-2).
NOTE: If the wrong sensor set-point voltage is
displayed, return to the Edit Screen, change the “Offset
Steps” value to a negative value for best economy or a
positive value for best power, and save this new data-
set in RAM. Return to the View Serial Link Screen and
the sensor set-point will display the correct voltage for
your desired running point.
4.00-21
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
4. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.
5. Using exhaust analyzers (CO and O2 meters), adjust
the air/fuel ratio by pressing <LEFT RICH> and/or
<LEFT LEAN> on the keypad until stoichiometry is
achieved. The sensor set-point voltage should be
met as indicated on the View Serial Link Screen (0.4
volts for best economy, 0.6 volts for best power) (see
Table 4.00-2). For VHP vee engines, repeat this step
for the engine’s right bank using the “right” keypad
buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: It may be difficult to distinguish between the two
sensor set-points. The oxygen sensor signal may be
very erratic near stoichiometry.
6. Record the stepper position displayed on the View
Serial Link Screen in the “Stepper Position at
Stoichiometry” column on the front of your worksheet
(see Table 4.00-2).
7. Using exhaust analyzers (CO and O2 meters), adjust
air/fuel ratio by pressing <LEFT RICH> and/or
<LEFT LEAN> on the AFM module keypad until the
desired running point is achieved (best power or best
economy). For VHP vee engines, repeat this step for
the engine’s right bank using the “right” keypad
buttons.
• Best Power Setting – 15.50:1 AFR
• Best Economy Setting – 17.00:1 AFR
8. Record the stepper position displayed on the View
Serial Link Screen in the “Stepper Position at
Desired Running Point” column on the front of your
worksheet (see Table 4.00-2).
9. Subtract the stepper position at stoichiometry
recorded in Step 6 from the stepper position at
desired running point recorded in Step 8. This value
is the “Offset Steps” value. Use the space provided
on the front of your worksheet to determine the
“Offset Steps” value(s) (see Table 4.00-2).
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NOTE: The result of subtracting these values will be
negative if desired running point is best economy. The
result of subtracting these values will be positive if
desired running point is best power.

Table 4.00-2: View Serial Link Screen and Best Power / Economy Control Worksheet

NOTE: The values in this table are for reference ONLY.

Actual values are specific to your engine application.

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Figure 4.00-32: Oxygen Sensor Response vs. Exhaust
Gas Concentrations for Various Air/Fuel Ratios – Rich
Burn ONLY
NOTE: The oxygen, carbon monoxide and oxygen
sensor signal curves were plotted for laboratory data.
Actual sensor response and desired air/fuel ratio will
depend slightly on fuel composition; however, the
relationship between CO and O2 will remain constant.
10. The AFM system adjusts the stepper motor between
two programmable limits to maintain the sensor set-
point voltage. Current recommendations are to set
the lean and rich limits ± 2 air/fuel ratios or less.
Determine a lean and rich limit, to define the stepper
motor adjustment range following the guidelines
below and Figure 4.00-32:
4.00-23
NOTE: Stepper motor lean and rich limits (± 2 air/fuel
ratios) can be determined by moving 1 air/fuel ratio and
doubling the change in stepper position. For example:
An engine at desired running point has a stepper position
of 1,500 steps. The engine is adjusted +1 air/fuel ratio
and stepper position is 1,400 steps. The change in
stepper position for +1 air/fuel ratio is 100 steps (1,500
– 1,400 = 100). Doubling this value, stepper motor
change for +2 air/fuel ratios is 200 steps. Therefore, the
lean limit stepper position is 1,300 steps (1,500 – 200 =
1,300).
a. Using exhaust analyzers, lean air/fuel ratio by +2
air/fuel ratios (3.4 percent oxygen for best
economy; 1.8 percent oxygen for best power) by
pressing <LEFT LEAN> on the keypad. For VHP
vee engines, repeat this step for the engine’s
right bank using the “right” keypad buttons.
b. Record the stepper position displayed on the
View Serial Link Screen in the “Lean Limit”
column on the front of your worksheet.
c. Using exhaust analyzers, richen air/fuel ratio by
-2 air/fuel ratios (2.0 percent carbon monoxide
for best economy; 4.5 percent carbon monoxide
for best power) by pressing <LEFT RICH> on the
keypad. For VHP vee engines, repeat this step
for the engine’s right bank using the “right”
keypad buttons.
d. Record the stepper position displayed on the
View Serial Link Screen in the “Rich Limit”
column on the front of your worksheet.
11. After completing the front of the Best Power/
Economy Control Worksheet, continue with
PROGRAMMING THE BEST POWER / ECONOMY
CONTROL VALUES on page 4.00-25.
NOTE: Figure 4.00-33 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.
FORM 6286-2
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Figure 4.00-33: Programming Scenario for Best Power / Economy Control

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PROGRAMMING THE BEST POWER /
ECONOMY CONTROL VALUES
This section provides the programming steps for
entering the set-point values determined in the previous
section, FINE-TUNING AFM PROGRAMMING FOR
BEST POWER / ECONOMY APPLICATIONS on page
4.00-21. You will be programming the values recorded
on the front of your Best Power/Economy Control
Worksheet.
1. Press [Esc] to return to the Main Menu.
2. Highlight “Edit/Create Setup” on the Main Menu and
press [Enter] (see Figure 4.00-34).
Figure 4.00-34: AFM User Interface Program Main Menu
3. The Edit/Create Setup Menu shown in Figure
4.00-35 appears. Highlight “Retrieve from AFM” and
press [Enter].
Figure 4.00-35: Edit/Create Setup Menu
NOTE: See Figure 3.05-24 while editing the data-set.
4.00-25
4. After the Edit Screen appears, type in any comments
regarding AFM programming or revise existing
comments at the “Comments:” field. Typically,
comments include site, engine number, and date
information.
NOTE: When the cursor is moved between entry
locations, the bottom line of the Edit Screen will show a
brief explanation and limits for that entry.
5. Press [Enter] to move from the “Comments:” field to
the “PWM out” field. Leave the “PWM Out” value set
to zero for unheated sensors.
6. Using the down arrow key, position the cursor in the
“Lo-Temp” field. Although the high and low
temperature limits can be modified, it is not
recommended that these two values be changed.
The “Lo-Temp” value should not be set below 350°C
(662°F) because that temperature is the minimum
for correct oxygen sensor operation. If required, the
“Hi-Temp” value can be modified to provide a safety
against high exhaust temperatures.
7. Position the cursor in the “Search Delay” field. The
default value for the search delay is five minutes.
Search delay is the amount of time, in minutes, that
the AFM waits between searches for stoichiometry.
Adjust the search delay value as desired. For stable
fuels and maximum benefits, set search delay value
at maximum.
NOTE: When entering the “Offset Steps” value(s), a
negative value moves the AFM lean from stoichiometry
toward the best economy operating point. A positive
value moves the AFM rich from stoichiometry toward the
best power operating point.
8. Press [Enter] or use arrow keys until the cursor is
positioned in the left “Lean Limit” column on the Edit
Screen. Using your Best Power/Economy Control
Worksheet, enter the “Lean Limit,” “Rich Limit,” and
“Offset Steps” values for each engine bank. Press
[Enter] after each value is entered to work down
through each column.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: Each time modifications are made to the data-
set it must be saved to AFM RAM (temporary memory)
for evaluation. Simply editing the values on the PC
screen will not influence AFM operation.
9. Press [F10] to save the Edit Screen values to RAM
(temporary memory) for testing.
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
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12. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key on your computer to continue
after the save to RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
13. To return to the Main Menu, press [Esc]. Figure
4.00-37 appears on the screen warning you to save
changes that were made to the data-set before
exiting. Since the data-set has already been saved
to RAM, press [Y] to return to the Main Menu.
14. Place the AFM module in automatic mode by
pressing <AUTO OPER> on the AFM keypad.

Figure 4.00-36: Editing the Data-Set on the Edit Screen

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Figure 4.00-37: Confirmation of Exit to Main Menu
CHECKING AFM SYSTEM PERFORMANCE
AFTER PROGRAMMING
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] to return to the View Serial Link Screen.
2. Monitor AFM system performance.
Steps 3 – 7 are completed to check ease of starting
the engine based on the start position programmed.
3. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
4. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down the engine and allow it to cool
for several minutes.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: You cannot set the stepper motor(s) to the start
position if the intake manifold pressure is greater than 17
psia. If you press <F1> and then <STRT POS> when the
intake manifold pressure is greater than 17 psia, a
message will be displayed on the LCD telling you that
the request was ignored because the engine is loaded.
4.00-27
5. Press and release <F1>, then <STRT POS> on the
AFM module keypad to test the START position. The
AFM LCD display will show “MOVING L STEPPER
TO START POSITION.” The left and right “Status”
messages on the View Serial Link Screen will
change to “MOTOR RESET” during the positioning
activity. Once the left bank has been moved, the
AFM module will move the right bank stepper motor.
Allow up to 3 minutes for this process. After the
stepper motors have been moved to the START
position, the normal LCD displays resume. If the
normal LCD displays do not resume within 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
6. Attempt to start the engine to check ease of starting.
NOTE: Consider “cold” starts when modifying start
position.
7. If necessary, modify the START position by
changing the START position on the Edit Screen and
saving changes to RAM to test. Repeat the check
until the engine starts well.
8. Once you are satisfied with AFM system
performance and ease of starting, return to the Main
Menu.
9. Continue with SAVING DATA-SET TO ROM on
page 4.00-28.
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SAVING DATA-SET TO ROM
Once you create a data-set, test the data-set in RAM
(temporary memory), and are satisfied with the AFM’s
air/fuel control, the data-set must be saved to permanent
memory (ROM). Complete the steps in this section to
save your data-set to ROM.
NOTE: The AFM system allows five saves to ROM
(permanent memory). All data-sets should be carefully
evaluated in RAM (temporary memory) before storing to
ROM. Once ROM has been fully configured, the core
EPROM chip in the AFM module must be replaced to
permit further saves to permanent memory. 6.05-1
for core EPROM replacement instructions.
1. Highlight “Edit/Create Setup” from the Main Menu to
return to the Edit Screen and press [Enter].
2. Highlight “Retrieve from AFM” and press [Enter].
3. With the Edit Screen displayed, press [F10] to save
the data-set to ROM (permanent memory).
NOTE: The “Test Data on AFM” option from the Save
Options Menu allows a program to be run in the AFM
module’s temporary memory (RAM). This may be used
for troubleshooting so that the ROM memory space is
conserved. The contents of RAM are lost whenever
power to the AFM module is removed.
4. Highlight “Configure AFM Memory” on the Save
Options Menu and press [Enter].
5. When the confirmation screen appears as shown in
Figure 4.00-38 press [Y].
NOTICE
Do not disturb the serial cable, interrupt the AFM
module power, or interrupt computer power while
configuring memory. If disturbed or disconnected
during the saving process, the core EPROM chip in
the AFM module may become corrupted and may
need to be replaced.
4.00-28
6. When the verification screen appears as shown in
Figure 4.00-39 press [Y].
7. Several screens will appear indicating that the data-
set is being saved to ROM (permanent memory on
the core EPROM chip inside the AFM module). Once
the data-set has been saved to ROM, the message
shown in Figure 4.00-40 appears.
NOTE: The AFM allows five saves to ROM. Once ROM
has been fully configured, the core EPROM chip in the
AFM module must be replaced to permit further saves
to permanent memory.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 4.00-31 to save your data-set to disk.
8. Press any key to return to the Edit Screen.
NOTE: If the power to the AFM is inadequate (less than
21.6 volts) or excessively “dirty” (more than 2 volts peak-
to-peak ripple), the programming operation may not be
successful. An unsuccessful store to “ROM” will result in
the error message illustrated in Figure 4.00-41. Should
this error occur, the core EPROM chip must be replaced
and the true cause for the failure corrected. 6.05-1 for
core EPROM replacement instructions. Press any key
on your computer to continue.
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Figure 4.00-38: Confirmation of Save to ROM

Figure 4.00-39: Verification to Store New Values to ROM

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Figure 4.00-40: Verification Screen of Save to ROM

Figure 4.00-41: Programming Error Message

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SAVING DATA-SET TO DISK
The new data-set should be stored to a floppy/hard disk
and to “permanent” memory (ROM) as the previous
section explains. Data-sets are assigned filenames and
saved on disk so the user can retain the data-set for
future reference. Each time a new program is saved to
ROM, the previous program can no longer be retrieved.
The only way to keep track of old programs is to save the
data-file to disk or with printed copies.
NOTE: If you want to retrieve a data-set saved to disk,
see RETRIEVING A SAVED DATA-SET on page 4.00-
33.
1. With the Edit Screen displayed, press [F10] to save
your data-set to disk.
2. Highlight “Save Data to Filename” from the Saving
Options Menu and press [Enter].
3. Enter a filename according to the following
procedure (see Figure 4.00-42). Read all three steps
prior to saving the file to the disk.
a. Locate the engine’s serial number on the
nameplate.
b. If the engine has a “C-” number, remove the “C-”
and the “/” from the number. Example:
C-10768/01 would give a root file name of
“1076801”. If the engine does not have a “C-”
number use all six digits in the serial number for
the filename.
4.00-31
c. The first time the configuration is saved to the
disk add an “A” to the end. This is to indicate that
this is the first save of this configuration. If
changes are made to the configuration, save the
next file with the same numerical information and
change the suffix letter to “B.” Continue in this
manner for each revision to the file.
Once eight characters have been entered, the file
will automatically be saved to the disk from where
the AFM User Interface Program was accessed. If
the filename is less than eight characters, press
[Enter] to save.
NOTE: When saving to disk, the data-set will be saved
to the drive and directory where the AFM User Interface
Program was accessed.
4. Press [ESC] to return to the Main Menu.
5. If the data-set for your engine has been saved to
ROM and a file on disk, confirm the exit to the Main
Menu by pressing [Y] (see Figure 4.00-43). The Main
Menu appears. If you have not saved the data-set to
ROM (permanent memory), press [N] and see
SAVING DATA-SET TO ROM on page 4.00-28.
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Figure 4.00-42: Input Data-File Name Screen

Figure 4.00-43: Confirmation of Exit to Main Menu

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RETRIEVING A SAVED DATA-SET
The data-sets that are saved to disk (not RAM or ROM)
and assigned a filename can be retrieved following the
steps in this section.
NOTE: If you want to save a data-set to disk, see
SAVING DATA-SET TO DISK on page 4.00-31.
1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
Setup” and press [Enter].
2. On the next menu highlight “Retrieve from File name”
and press [Enter].
3. Highlight the filename (serial number) you want to
open and press [Enter] (see Figure 4.00-44). The
information that is shown on your PC screen is
information that has been saved in a file and was not
retrieved from the AFM module’s RAM or ROM.
NOTE: The retrieved file’s data-set must be saved to
RAM or ROM before the displayed data-set values affect
control of the AFM system.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: If you want to save an opened file to ROM
(permanent memory), see SAVING DATA-SET TO
ROM on page 4.00-28.
Figure 4.00-44: File Select Menu
4.00-33
POST-PROGRAMMING CHECKS
Two post-programming checks must be completed to
confirm that the data-set created was successfully
stored to ROM. The procedures that follow take you
step-by-step through the post-programming checks.
NOTE: Print copies of your data-set or save your data-
set to a file for future reference before completing the two
post-programming checks.
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM
Check 1 confirms that the data-set was successfully
stored in ROM on the core EPROM chip.
NOTE: Programs saved to the EPROM will be retained
even if power to the AFM module is interrupted.
Programs saved to RAM will be lost when power to the
AFM module is disconnected. The AFM can detect when
an evaluation data-set is being tested in RAM and has
not been saved to ROM. If you attempt to leave the AFM
User Interface Program without saving the evaluation
data to ROM, a warning will be displayed.
1. With the Main Menu showing on your screen,
highlight “Edit/Create Setup” and press [Enter].
2. Highlight “Retrieve from AFM” on the next menu that
appears and press [Enter]. Several messages
appear indicating that the data-set is being retrieved
from ROM.
3. The Edit Screen appears (see Figure 4.00-45).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 4.00-
33 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.
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Figure 4.00-45: Edit Screen
CHECK 2: FINAL TEST OF AFM SYSTEM SETUP
Check 2 confirms that the data-set is not lost when the
AFM system is powered down and that the AFM system
will power up with the data stored in ROM.
1. Highlight “Quit” on the Main Menu and press [Enter]
(see Figure 4.00-46).
Figure 4.00-46: AFM User Interface Program Main Menu
2. Press “Y” to confirm that the program is to be exited.
3. Disconnect power from the AFM module for a
minimum of five minutes.
4. Restore power to the AFM module.
4.00-34
5. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
6. The “Genuine Waukesha Parts” logo and version
identification screens appear briefly, followed by the
communications menu (see Figure 4.00-47). A dot
is located in parentheses next to “1” which indicates
that the selected communications port on the
computer is port 1. Press [Enter] to select
communications port 1. If the DB-9 cable is
connected to a different port on your PC, use the
arrow keys on the keyboard to select the
corresponding port from the communications menu
and press [Enter] (typically: port 1 is correct).
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Figure 4.00-47: Communications Menu
7. The AFM User Interface Program’s Main Menu
appears showing various program options available
(see Figure 4.00-48). Highlight “Edit/Create Setup”
and press [Enter].
Figure 4.00-48: AFM User Interface Program Main Menu
4.00-35
8. The menu shown in Figure 4.00-49 appears.
Highlight “Retrieve from AFM” and press [Enter].
Figure 4.00-49: Edit/Create Setup Menu
9. Observe which ROM number (ROMX) is being
retrieved.
10. The Edit Screen appears (see Figure 4.00-50).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 4.00-
33 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.
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Figure 4.00-50: Edit Screen

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 SECTION 4.05
BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL
APPLICATIONS
PROGRAMMING THE AFM MODULE FOR
BEST POWER/ECONOMY CONTROL
This section, Section 4.05 Best Power/Economy
Programming – Dual Fuel Applications, explains the
procedures required to program the AFM system for an
engine with a dual fuel.
NOTE: When programming your AFM system for a
single fuel application, complete the programming steps
provided in BEST POWER/ECONOMY
PROGRAMMING – SINGLE-FUEL APPLICATIONS on
page 4.00-1.
When programming for dual fuel applications you are
required to establish two data-sets, one for primary fuel
and one for secondary fuel. This section provides the
programming steps necessary to create a data-set for
each fuel.
If this is the initial startup of the AFM system on your
engine, complete ALL the procedures provided in this
section. If the AFM system has been operating, it may
be necessary only to complete applicable subsections
of the provided programming instructions.
OUTLINE OF SECTION 4.05
An outline with a description of the subsections included
in Section 4.05 is provided below.
Preprogramming Steps: Begins on page 4.05-2.
Provides the initial system checks that must be made
BEFORE applying power to the AFM module and
starting the engine.
User Interface Program Startup Steps: Begins on
page 4.05-2.
Provides the steps necessary to establish
communication between the AFM module and your PC.
Initial AFM Module Programming: Begins on page
4.05-5.
4.05-1
Provides 1) initial setup programming of the AFM
module by selecting a preprogrammed setup file; 2)
steps for editing engine application information; 3) steps
for editing “Offset Steps” value; and 4) steps for saving
the setup file to RAM for testing.
PRIMARY FUEL PROGRAMMING
NOTE: The icon, “P”, appears in several
subheadings indicating programming
information that is only applicable to
primary fuel.
Switching to Primary Fuel: Begins on page 4.05-
16.
Provides the steps necessary to switch over to primary
fuel.
Establishing Engine START Position: Begins on
page 4.05-17.
Provides the programming steps necessary to modify
stepper motor START position to facilitate engine
starting for primary fuel.
Monitoring System Operation Using the View Serial
Link Screen: Begins on page 4.05-19.
Provides an explanation of the information on the View
Serial Link Screen and allows you to monitor the AFM
system after applying power to the module and starting
the engine on primary fuel.
Fine-Tuning AFM Programming for Best Power/
Economy Applications: Begins on page 4.05-21.
Provides the programming steps to fine-tune the AFM
system for optimum air/fuel control. A worksheet is
provided to help you determine the programmable limits.
SECONDARY FUEL PROGRAMMING
NOTE: The icon, “S”, appears in
several subheadings indicating
programming information that is only
applicable to secondary fuel.
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Switching to Secondary Fuel: Begins on page 4.05- PREPROGRAMMING STEPS
27.
Provides the steps necessary to switch over to Before applying power to the AFM system and with the
secondary fuel. engine shutdown:
1. Review GENERAL AFM PROGRAMMING
Establishing Engine START Position: Begins on
INFORMATION on page 1.15-1 for computer
page 4.05-27.
requirements, program layout, and saving
Provides the programming steps necessary to modify
information.
stepper motor START position to facilitate engine
starting for secondary fuel. 2. Review AFM DISPLAY AND KEYPAD
INFORMATION on page 1.20-1 for a detailed
Monitoring System Operation Using the View Serial explanation of the AFM module’s keypad functions
Link Screen: Begins on page 4.05-30. and LCD display messages.
Provides an explanation of the information on the View
Serial Link Screen and allows you to monitor the AFM 3. Complete the preprogramming checklist in
system after starting the engine on secondary fuel. PRESTART INSTALLATION CHECKLIST on page
2.15-1 before continuing.
Fine-Tuning AFM Programming for Best Power/
4. With the engine NOT running and power OFF,
Economy Applications: Begins on page 4.05-32.
disconnect the oxygen sensor(s) by removing the
Provides the programming steps to fine-tune the AFM
analog connections terminal block from the header
system for optimum air/fuel control. A worksheet is
inside the AFM module (see Figure 4.05-1).
provided to help you determine the programmable limits.
Programming the Best Power/Economy Control
Values: Begins on page 4.05-37.
Provides the programming steps for entering the data-
set values determined in the previous sections for
primary and secondary fuels.
Checking AFM System Performance After
Programming: Begins on page 4.05-39.
Provides the steps to check ease of starting the engine
based on the start position programmed for BOTH
primary and secondary fuels.
Saving Data-Set to ROM: Begins on page 4.05-40.
Provides the programming steps for saving the data-set
values to ROM (permanent memory).
Figure 4.05-1: Analog and Power Connections Inside
Saving Data-Set to Disk: Begins on page 4.05-43. AFM Module
Provides the programming steps for saving the data-set
values to a file on disk (to the drive and directory where USER INTERFACE PROGRAM STARTUP
the AFM User Interface Program was retrieved).
STEPS
Retrieving a Saved Data-Set: Begins on page
RETRIEVING A SAVED DATA-SET on page 4.05-45. The steps provided in this section describe how to
Provides the programming steps for retrieving a file that connect the DB-9 serial cable between your PC and the
was previously saved to disk. AFM module and then establish communication
between system components.
Post-Programming Checks: Begins on page 4.05-
1. Apply power to the AFM module. After applying
45.
power, the “Power” and “Alarm” LEDs will light on the
Provides steps for completing two post-programming
front cover of the AFM module. The LCD display on
checks that must be completed to confirm that the data-
the AFM module briefly displays “Waukesha CEC
set values which were created/modified were
TEST” if the core EPROM chip has not been
successfully stored to ROM.
previously programmed. If the core EPROM was
previously programmed, the LED displays the
current control mode (for example: “Waukesha CEC
Custom Control”).

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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
NOTE: “Custom Control” is the Best Power/Economy
control modes.
2. The AFM module must be programmed to work with
site specific information in order for the AFM system
to function properly. To program the AFM module,
connect a standard DB-9 serial cable (male to
female) to the communications port (labeled P1A)
within the AFM module. This is the communications
port on the right (see Figure 4.05-2). Connect the
other end of the cable to the PC’s communications
port. Typically, this is port 1 (also referred to as COM
1, serial A, or serial 1).

NOTICE
Verify that the DB-9 serial cable is securely connected
to the appropriate computer port. If the serial cable is
disturbed or disconnected during the saving process,
the core EPROM chip in the AFM module may become
corrupted and may need to be replaced. Even
previously stored data-sets may no longer be
functional. Figure 4.05-2: DB-9 Serial Cable Connection Inside AFM
Module
3. Start the AFM User Interface Program on your PC. 4. Once the AFM User Interface Program is open, the
NOTE: For information on installing and/or accessing “Genuine Waukesha Parts” Logo Screen appears
the AFM User Interface Program, see “Controls briefly, followed by the screen shown in Figure
Downloads” section on WEDlinks.net. 4.05-3. The bottom line of this screen indicates what
software version of the AFM User Interface Program
NOTE: The core and display EPROM chips must be you are using.
“matched” with the AFM User Interface version number.
If the versions of the EPROM chips are not the same as
the User Interface Program version number, the
potential for errant operation exists and programming
will not work. See EPROM CHIP REPLACEMENT on
page 6.05-1 for more information.

Figure 4.05-3: Software Version Identification

5. The Communications Menu appears automatically
(see Figure 4.05-4). A dot is located in a circle next
to “1.” Press [Enter] to select communications port
1. If the DB-9 cable is connected to a different port
on your PC, use the arrow keys on the keyboard to
select the corresponding port from the
communications menu and press [Enter] (typically:
port 1 is correct).

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Figure 4.05-4: Communications Menu
6. The AFM User Interface Program’s Main Menu
appears showing various program options available
(see Figure 4.05-5). Highlight “Edit/Create Setup”
and press [Enter].
Figure 4.05-5: AFM User Interface Program Main Menu
7. The Edit/Create Setup Menu shown in Figure
4.05-6 appears. Highlight “Retrieve from AFM” and
press [Enter].
4.05-4
Figure 4.05-6: Edit/Create Setup Menu
NOTE: If a communications error message appears
(see Figure 4.05-7), there is a communication problem
between your PC and the AFM module. Either there is
no power to the AFM module, the serial cable is not
connected to the correct communications port, the
computer is not configured correctly, the core EPROM
chip is corrupt, or the cable is defective. Verify that the
cable is connected to the correct communications port
on your PC. If it is not connected correctly, move the
cable to the correct communications port. Check the
general condition of the serial cable and replace the
cable if defective. See TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1 for more
troubleshooting information. Press any key to continue.
8. If the AFM module has never been programmed for
an engine application, a message appears stating
the AFM module has been configured for test
purposes only (see Figure 4.05-8). Press any key to
return to the Main Menu and continue with the next
section, INITIAL AFM MODULE PROGRAMMING
on page 4.05-5. If the AFM system has been
previously programmed for another engine
application, the data-set for that engine application
is displayed.
Note the following:
• If you want to program the AFM system using the
data-set displayed as a starting point continue with
EDITING ENGINE APPLICATION
INFORMATION on page 4.05-8.
• If you want to start from a preprogrammed setup
file (a new, engine specific data-set), press [Esc]
and then [Y] to return to the Main Menu. Continue
with the next section INITIAL AFM MODULE
PROGRAMMING on page 4.05-5.
By completing Steps 1 – 8, communication between
the AFM module and your PC has been established.
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Figure 4.05-7: Communications Error Message

Figure 4.05-8: Test Program Message

INITIAL AFM MODULE PROGRAMMING 1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
After communication has been established between Setup” and press [Enter] (see Figure 4.05-9).
your PC and the AFM module, programming for your
specific engine application can begin.
NOTE: For the purposes of this manual, the examples
and figures used are based on the programming of a 12-
cylinder VHP L7042G engine for Best Economy Control
Mode. Although there are slight screen variations for
each engine family, the programming steps presented
in this manual are the same. The values in the examples
and figures are for REFERENCE ONLY. Actual values
are specific to your engine application.

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Figure 4.05-9: AFM User Interface Program Main Menu
2. Highlight “Retrieve from Filename” on the Edit/
Create Setup Menu and press [Enter] (see Figure
4.05-10). A list of preprogrammed files appears (see
Figure 4.05-11).
Figure 4.05-10: Edit/Create Setup Menu
4.05-6
Figure 4.05-11: File Select Menu
SELECTING A PREPROGRAMMED SETUP FILE
Preprogrammed setup files were developed to make
AFM module programming easier and faster. The values
stored in these files will get you started in creating a data-
set for your specific engine application. The values of the
preprogrammed files are generic and must be edited for
optimum air/fuel ratio control following the programming
procedures in this manual. It is recommended that you
use a preprogrammed file from this listing to program the
AFM module instead of starting with a new, nonsite-
specific (or blank) data-set. The preprogrammed setup
files vary with engine.
The preprogrammed setup files vary with engine
configuration and fuel regulator model. Example: All
VHP GSI vee engines with Fisher 66, 66Z, S201 and
S211 regulators, which includes VHP models 5108,
5790, 7042 and 9390, use setup file RSETUP01.
Similarly, VHP models 2895 and 3521 use a common
setup file.
1. Answer the following four questions before selecting
a preprogrammed setup file.
a. What is the engine family: VHP? _______
b. What is the engine configuration: inline or vee?
_______
c. What air induction configuration (aspiration)
does the engine have: natural (G) or
turbocharged (GSI)? _______
d. What fuel regulator(s) is installed: Fisher
Controls Model 66, 66Z, S201, S211, 99, 1098,
or 133L? _______
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2. After answering the four questions in Step 1,
carefully select the setup file from Table 4.05-1 that
was created for your engine application. Selecting
the wrong setup file may result in air/fuel control that
is less than optimum.
Table 4.05-1: Preprogrammed Setup Files for Best
Power/Economy Applications
VHP VEE ENGINES WITH BEST POWER/ECONOMY
Filename Use For ...
G or GSI engines with two S211, S201,
RSETUP5 66, 66Z or 133L regulators and steppers
(20,000 steps of adjustment).
G or GSI engines with two 99 or 1098
RSETUP6 regulators and steppers (5,800 steps of
adjustment).
VHP IN-LINE ENGINES WITH BEST POWER/ECONOMY
Filename Use For ...
G or GSI engines with one S211, S201,
RSETUP11 66, 66Z or 133L regulator and stepper
(20,000 steps of adjustment).
G or GSI engines with one 99 or 1098
RSETUP12 regulator and stepper (5,800 steps of
adjustment).
Figure 4.05-12: Preprogrammed Setup File RSETUP05 – Best Power / Economy Applications
4.05-7
NOTE: The preprogrammed files listed on the File
Select Menu but not included in Table 4.05-1 are
preprogrammed setup files used when programming in
catalyst or lean burn control modes.
3. Using the arrow keys on the keyboard, scroll through
the list of preprogrammed files on the File Select
Menu (see Figure 4.05-11). Highlight the
appropriate preprogrammed file and press [Enter].
The Edit Screen appears displaying the
preprogrammed setup file information (see Figure
4.05-12).
NOTE: When the setup file appears on the Edit Screen,
it will show engine family, model and fuel type
information for an engine model. This “application”
information is for reference only and will not affect AFM
system control.
NOTE: When programming with a preprogrammed
setup file, the Edit Screen will only contain values for a
single fuel. To program for dual fuel, continue with the
next section EDITING ENGINE APPLICATION
INFORMATION on page 4.05-8. In the next section
you program the AFM system for dual fuel and for your
specific site requirements.
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EDITING ENGINE APPLICATION INFORMATION
The left box of the Edit Screen provides engine
application information including engine family, model
and fuel type information (see Figure 4.05-12). This
section provides the programming steps necessary to
edit the engine application information based on your
specific site requirements.
1. With the Edit Screen displayed on your PC, press the
“UP” arrow key until the Engine Family Selection
Screen appears as shown in Figure 4.05-13.
2. Highlight the correct engine family and press [Enter].
3. Highlight the correct engine model on the Engine
Model Selection Screen and press [Enter] (see
Figure 4.05-14).
NOTE: Highlight “L7042” for 7044GSI VHP engines.
Highlight “L5790” for 5794GSI VHP engines. Highlight
“F3521” for 3524GSI VHP engines.
4. Highlight the correct engine air induction
configuration (aspiration) on the Engine Fuel System
Selection Screen and press [Enter] (see Figure
4.05-15).
5. Highlight the type of primary fuel the engine is using
on the Primary Fuel Selection Screen and press
[Enter] (see Figure 4.05-16).
6. Highlight the type of secondary fuel the engine is
using on the Secondary Fuel Selection Screen and
press [Enter] (see Figure 4.05-17).
NOTE: If you are programming for a single fuel
application, complete the programming steps provided
in BEST POWER/ECONOMY PROGRAMMING –
SINGLE-FUEL APPLICATIONS on page 4.00-1.
7. Highlight the type of fuel system you will be operating
and press [Enter] (see Figure 4.05-18). A description
of the two fuel systems follows.
• Simple Fuel Systems: A “simple” fuel system is
defined as a single fuel pipe connected to the
engine. Note the following:
– On VHP inline, all VGF and all ATGL engines,
the primary and secondary fuels are regulated
by one stepper motor and regulator.
– On VHP vee engines one stepper motor is used
on each engine bank (a total of two stepper
motors installed on the engine). On each engine
bank, the primary and secondary fuel are
regulated by one stepper motor and regulator.
4.05-8
When operating a simple fuel system, you
program a different data-set for each fuel but the
AFM User Interface Program only keeps track of
one stepper motor position. Because only one
position is tracked, the engine will have to be shut
down and the start position re-initiated when
switching fuels. Determine how your engine is
configured for handling dual fuels.
• Complex Fuel Systems: A “complex” fuel system
is defined as two discrete fuel pipes connected to
the engine. Note the following:
– On VHP inlines, all VGF, and all ATGL engines
two stepper motors are used: one stepper motor
for primary fuel and one for secondary fuel.
– On VHP vee engines, four stepper motors are
used on the engine. Two stepper motors are
used per engine bank. On each bank, one
stepper motor regulates primary fuel and one
regulates secondary fuel.
When operating a complex fuel system, you
program a different data-set for each fuel and the
AFM User Interface Program keeps track of each
stepper motor position. Because two positions are
tracked, there is no need to shut down the engine
or re-initiate the start position when switching fuels
(as long as the start positions were initiated once
before starting the engine). Determine how your
engine is configured for handling dual fuels.
NOTE: For additional information on simple and
complex fuel systems and the alternate fuel relay, see
CONNECTING AUXILIARY AFM INPUTS AND
OUTPUTS on page 2.10-1.
8. Highlight “Best Power/Economy” on the Control
Mode Selection Screen and press [Enter] (see
Figure 4.05-19).
9. After the engine application information is selected,
confirm your selections by pressing [Y] at the
confirmation message (see Figure 4.05-20). The
engine application block will now be updated to
reflect your changes (see Figure 4.05-21).
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Figure 4.05-13: Engine Family Selection Screen

Figure 4.05-14: Engine Model Selection Screen

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Figure 4.05-15: Engine Fuel System Selection Screen

Figure 4.05-16: Primary Fuel Selection Screen

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Figure 4.05-17: Secondary Fuel Selection Screen

Figure 4.05-18: Fuel System Selection Screen

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Figure 4.05-19: AFM System Control Mode Selection Screen

Figure 4.05-20: Confirmation Message

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Figure 4.05-21: Edit Screen With Edited Engine Application Information

EDITING “OFFSET STEPS” VALUE FOR BEST
ECONOMY APPLICATIONS
The preprogrammed setup file is programmed for best
power applications (15.50:1 air/fuel ratios). In best
power applications the “Offset Steps” value is positive
(Offset Steps = +100). If your desired running point is
best economy (17.00:1 air/fuel ratios), change the
“Offset Steps” value from positive to negative. In best
economy applications, the “Offset Steps” value is
negative (Offset Steps = -100) (see Figure 4.05-22).
2. Enter a negative value (-100) and press [Enter].
3. If applicable, also change the right bank “Offset
Steps” field from positive (+100) to negative (-100).
4. Press [Enter] or use the arrow keys until the cursor
is in the left bank “Offset Steps” field for secondary
fuel on the Edit Screen.
5. Enter a negative value (-100) and press [Enter].
6. If applicable, also change the right bank “Offset
Steps” field from positive (+100) to negative (-100).

Complete the steps below ONLY if desired running point

is best economy.
1. Press [Enter] or use the arrow keys until the cursor
is in the left bank “Offset Steps” field for primary fuel
on the Edit Screen.

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Figure 4.05-22: Editing “Offset Steps” Value for Best Economy Applications
SAVING SETUP FILE TO RAM
The initial setup file must be saved to RAM (temporary
memory) to permit testing and editing of this data-set.
Each time modifications are made to the data-set, the
data-set must be saved to RAM before the edited values
affect control of the AFM system and can be tested.
Simply editing the values on the AFM User Interface
Program screens will not change AFM system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 4.05-43 to save your data-set to disk.
1. Press [F10] to save the preprogrammed file data and
edited “application” information to RAM (temporary
memory).
4.05-14
2. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter] (see Figure 4.05-23).
3. The confirmation screen shown in Figure 4.05-24
appears. Press [Y] to confirm save to RAM.
4. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Once the data-set has been saved to RAM,
the message shown in see Figure 4.05-25 appears.
The LCD display on the AFM module will briefly read
“Waukesha CEC Custom Control,” then the normal
AFM LCD displays will appear.
NOTE: “Custom Control” is the Best Power/Economy
control mode.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than five
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
5. Press any key to continue.
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Figure 4.05-23: Saving Options Menu

Figure 4.05-24: Confirmation of Save to RAM

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Figure 4.05-25: Verification of Save to RAM

PRIMARY FUEL PROGRAMMING 2. Switch customer supplied logic control to primary

The programming steps prior to this section were
necessary for initial setup of the AFM system. Once
initial setup is complete, you are ready to program the
AFM system for primary fuel. This section contains the
programming steps necessary to establish data-set
values for primary fuel only. The subsections that follow
that are applicable to primary fuel are indicated by the
“P” icon (shown below).
fuel. “ALT FUEL” connection inside AFM module
MUST be and remain ungrounded (see Figure
4.05-26).
3. For complex fuel systems, switch customer supplied
logic to activate primary fuel stepper motors. See
CONNECTING AUXILIARY AFM INPUTS AND
OUTPUTS on page 2.10-1 for additional information
and schematic on fuel system wiring.

SWITCHING TO PRIMARY FUEL

NOTE: This procedure applies to primary

fuel applications.

To determine primary fuel data-set values, you must be

set to run on primary fuel. Complete the steps below to
switch over to primary fuel if necessary.
1. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down engine and switch over to Figure 4.05-26: Alternate Fuel Connection Inside AFM
primary fuel. Module

NOTE: The contents of RAM are lost whenever power

to the AFM module is removed.

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ESTABLISHING ENGINE START POSITION
NOTE: This procedure applies to primary
fuel applications.
Engine START position is a programmable stepper
motor position used to set gas/air at a value that is
favorable for engine starting. Most values stored in the
preprogrammed files should be reasonable for initial
programming. However, some modification to the
stepper motor “START position” setting may be required
to facilitate engine startup on primary fuel.
Complete the following steps to establish engine START
position for primary fuel. For VHP vee engines, complete
Steps 1 – 6 for both the left bank and right bank stepper
motors.
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. Locate the applicable Best Power/Economy Control
Worksheet used to record desired gas/air setting.
(Original worksheet found in back of manual.)
Review the desired gas/air pressure setting for
primary fuel recorded on the front of your Best
Power/Economy Control Worksheet. If desired gas/
air pressure setting for primary fuel is not recorded
on your worksheet, see ESTABLISHING DESIRED
GAS / AIR PRESSURE SETTING (WITH OR
WITHOUT AFM COMPONENTS INSTALLED) on
page 2.00-1 to establish desired gas/air setting.
3. Measure current gas/air pressure with a manometer.
4. Use the AFM module’s manual adjustment keys
(<LEFT/RIGHT RICH> and <LEFT/RIGHT LEAN>)
on the keypad to change gas/air pressure as
required to duplicate desired gas/air setting. Once
current gas/air setting is equal to desired gas/air for
primary fuel, the stepper motor “start” position can
be set.
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
4.05-17
5. Press <DSPL SEL> on the AFM keypad to scroll
through LCD display messages until the “L/R
STEPPER = XXXXX” message is shown.
6. Record the stepper position displayed on the AFM
module’s LCD display (L/R STEPPER = XXXXX) on
the “Stepper Start Position” space for primary fuel
provided on your worksheet.
NOTE: For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
7. On your PC, press [Enter] or use the arrow keys until
the cursor is in the left/right “START POS.” field for
primary fuel on the Edit Screen (see Figure
4.05-27).
8. Enter the stepper position in the left/right “START
POS.” field on the Edit Screen and press [Enter] (see
Figure 4.05-28).
NOTE: Each time modifications are made to the data-
set, the data-set must be saved to RAM before the edited
values affect control of the AFM system and can be
tested. Simply editing the values on the AFM User
Interface Program screens will not influence AFM
system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
9. Press [F10] to save the edited START position
information to RAM (temporary memory).
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
12. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key to continue after the save to
RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 4.05-43 to save your data-set to disk.
13. Return to the Main Menu by pressing [Esc]. Figure
4.05-30 appears on the screen warning you to save
any changes made to the data-set before exiting.
Since the data-set has already been saved to RAM,
press [Y] to return to the Main Menu.
FORM 6286-2
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Figure 4.05-27: Locating Stepper Motor START Position

Figure 4.05-28: Entering Stepper Motor START Position

FORM 6286-2
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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
MONITORING SYSTEM OPERATION USING THE This section provides an explanation of the information
VIEW SERIAL LINK SCREEN on the View Serial Link Screen and allows you to monitor
the AFM system operation on primary fuel after applying
NOTE: This procedure applies to primary power to the module and starting the engine.
fuel applications.

Figure 4.05-29: View Serial Link Screen

1. Highlight “View Serial Link” from the Main Menu and
press [Enter] (see Figure 4.05-31). The information
shown on the View Serial Link Screen (see Figure
4.05-29) represents the current status of your AFM
system. This includes information on the oxygen
sensor voltage and stepper position.
No alarms will be active unless the “warm-up” delay
timer has expired (10 minutes has passed since the
program was stored to RAM and the thermocouples
have not yet exceeded the low temperature
threshold).

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Figure 4.05-30: Confirmation of Exit to Main Menu

3. Verify that the stepper motor(s) is properly

connected.
NOTE: You cannot set the stepper motor(s) to the start
position if the intake manifold pressure is greater than 17
psia. If you press <F1> and then <STRT POS> when the
intake manifold pressure is greater than 17 psia, a
message will be displayed on the LCD telling you that
the request was ignored because the engine is loaded.
4. Set the stepper motor(s) to the “START Position” by
pressing and releasing <F1>, then <STRT POS> on
the AFM module keypad. The AFM LCD display will
show “MOVING L STEPPER TO START
POSITION.” The left and right “Status” messages on
Figure 4.05-31: AFM User Interface Program Main Menu the View Serial Link Screen will change to “MOTOR
RESET” during the positioning activity. Once the left
NOTE: If an alarm condition exists, acknowledge the
bank has been moved, the AFM module will move
AFM system alarms by pressing <ALARM ACK> on the
the right bank stepper motor (if applicable). Allow up
AFM module keypad. Wait for the “WORKING” message
to 3 minutes for this process. After the stepper
to disappear from the AFM LCD display (about 5
motor(s) has been moved to the START position, the
seconds). The yellow alarm LED will turn off, the
normal LCD displays resume. If the normal LCD
“ALARMOUTPUT ACTIVE” message on the PC screen
displays do not resume within 5 minutes, see AFM
will clear, and the Error Out terminal within the AFM
SYSTEM TROUBLESHOOTING AND
module will close.
DIAGNOSTICS on page 6.00-1.
2. If the “L Status” and “R Status” fields are in automatic,
5. Start the engine on primary fuel.
press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module to put the AFM
module in manual control.

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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
6. Recheck the power at the AFM module under worst
case conditions. The engine ignition and any other
electrical devices to be driven by the same power
supply as the AFM module must be operating. Peak-
to-peak voltage variations must not exceed 2 volts.
This measurement must be taken with an
oscilloscope. See AFM SYSTEM ELECTRICAL
CONNECTIONS on page 2.05-1 for AFM system
power specifications.
! WARNING
Before making terminal block
connection(s) within the AFM
module, the area should be
purged of all known hazardous
atmospheres because there is
potential for sparks.
7. Reconnect the analog connections terminal block
containing the intake manifold pressure transducer
and oxygen sensor(s) to the header inside the AFM
module (see Figure 4.05-32).
Figure 4.05-32: Analog Reconnection
8. Allow the engine to warm up.
9. Set the engine speed to normal operating conditions
and the load to at least 60 BMEP.
Once the engine is running to at least 60 BMEP, the
sensor voltages should begin to fluctuate and the
sensor temperatures should rise as monitored on the
View Serial Link Screen.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
4.05-21
As soon as the left and right exhaust temperatures
exceed 350°C (662°F), the left and right “Status”
messages on the View Serial Link Screen will
change from “MAN. WARM-UP” to “MANUAL” (see
Figure 4.05-33).
10. Adjust engine load to manufacturer’s rated load and
rated speed.
11. Enable “AUTOMATIC” control by pressing the
<AUTO OPER> button on the AFM module keypad.
The left and right “status” shown on the View Serial
Link Screen will change to AUTOMATIC. The AFM
module will begin adjusting the stepper position to
control the engine’s air/fuel ratio.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system. “RICH LIMIT” or
“LEAN LIMIT” errors are good indicators that the
carburetor screw needs adjusting.
12. To permit significant rich and lean adjustments to the
AFM system, it may be necessary to adjust the
carburetor screw(s) so the AFM system controls
close to the middle of the stepper motor range. Once
the AFM system has gained control of the air/fuel
ratio (sensor voltage readings are very near sensor
set-point), adjust the carburetor screws until the
AFM system is controlling close to the middle of the
stepper motor range: 10,000 steps (out of 20,000
steps) for 66, 66Z, S201, S211, 133L regulators or
2,900 steps (out of 5,800 steps) for 99, 1098
regulators.
13. Once you are satisfied that the AFM system is
controlling air/fuel ratio for the engine on primary fuel
and no errors occur, continue with FINE-TUNING
AFM PROGRAMMING FOR BEST POWER /
ECONOMY APPLICATIONS on page 4.05-21 to
adjust the system for optimum air/fuel ratio control
when operating on primary fuel.
FINE-TUNING AFM PROGRAMMING FOR BEST
POWER / ECONOMY APPLICATIONS
NOTE: This procedure applies to primary
fuel applications.
FORM 6286-2
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BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
Once initial programming of the AFM module for primary A worksheet is provided to help you in determining the
fuel is complete and the preliminary data-set is saved to offset steps required in programming the AFM module.
RAM, the AFM module must be “fine-tuned” for optimum The worksheet is two sided. The front of the worksheet
air/fuel ratio control. The AFM module is fine-tuned to applies to primary fuel values. The back of the worksheet
achieve the desired running point: best power or best applies to secondary fuel values.
economy. To fine-tune the AFM module it will be
NOTE: For VHP inline, all VGF, and all ATGL engines,
necessary to determine the number of “steps,” either rich
the “left” buttons on the AFM keypad control operation
or lean, that the AFM module will take to move away from
of system components. For VHP vee engines, the “left”
stoichiometry to achieve best power or best economy.
keypad buttons control the engine’s left bank and the
In best power/economy control, the AFM module seeks “right” keypad buttons control the engine’s right bank.
out stoichiometry then moves, either rich or lean, a
programmed number of steps (“Offset Steps”). If the
“Offset Steps” value is positive, the air/fuel ratio will be
adjusted rich of stoichiometry (best power). If the “Offset
Steps” value is negative, the air/fuel ratio will be adjusted
lean of stoichiometry (best economy).

Figure 4.05-33: AFM Module in Manual Mode

1. Locate your yellow Best Power/Economy Control
Worksheet (see Table 4.05-2 for sample
worksheet). Original worksheet is located in back of
manual. The worksheet is two-sided. Record values
for primary fuel on the front of the worksheet.
2. On the front of the worksheet, circle the desired
running point (best power or best economy) for the
engine.
3. The sensor set-point voltage is different for best
economy (0.4 volts) and best power (0.6 volts).
Verify that the View Serial Link Screen is displaying
the correct sensor set-point voltage for your
application (see Table 4.05-2).

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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
NOTE: If the wrong sensor set-point voltage is NOTE: See the engine’s operation and maintenance
displayed, return to the Edit Screen, change the “Offset manual for location of exhaust analyzer access point(s).
Steps” value to a negative value for best economy or a
NOTE: It may be difficult to distinguish between the two
positive value for best power, and save this new data-
sensor set-points. The oxygen sensor signal may be
set in RAM. Return to the View Serial Link Screen and
very erratic near stoichiometry.
the sensor set-point will display the correct voltage for
your desired running point. 6. Record the stepper position displayed on the View
Serial Link Screen in the “Stepper Position at
NOTE: If an alarm condition exists, the AFM module Stoichiometry” column on the front of your worksheet
keypad will not function until the alarm is acknowledged (see Table 4.05-2).
by pressing <ALARM ACK> on the keypad.
7. Using exhaust analyzers (CO and O2 meters), adjust
4. Put the AFM module into manual mode by pressing
air/fuel ratio by pressing <LEFT RICH> and/or
<LEFT MAN> and <RIGHT MAN> (if applicable) on
<LEFT LEAN> on the AFM module keypad until the
the AFM module keypad.
desired running point is achieved (best power or best
NOTE: One press of the <LEFT/RIGHT LEAN> or economy). For VHP vee engines, repeat this step for
<LEFT/RIGHT RICH> buttons moves stepper position the engine’s right bank using the “right” keypad
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST> buttons.
prior to pressing the lean or rich buttons, a 400 step (1 • Best Power Setting 15.50:1 AFR
turn) change is made to stepper position.
• Best Economy Setting 17.00:1 AFR
5. Using exhaust analyzers (CO and O2 meters), adjust
the air/fuel ratio by pressing <LEFT RICH> and/or
<LEFT LEAN> on the keypad until stoichiometry is
achieved. The sensor set-point voltage should be
met as indicated on the View Serial Link Screen (0.4
volts for best economy, 0.6 volts for best power) (see
Table 4.05-2). For VHP vee engines, repeat this step
for the engine’s right bank using the “right” keypad
buttons.

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BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
Table 4.05-2: View Serial Link Screen and Best Power / Economy Control Worksheet

NOTE: The values in this table are for reference ONLY.
Actual values are specific to your engine application.
8. Record the stepper position displayed on the View
Serial Link Screen in the “Stepper Position at
Desired Running Point” column on the front of your
worksheet (see Table 4.05-2).
9. Subtract the stepper position at stoichiometry
recorded in Step 6 from the stepper position at
desired running point recorded in Step 8. This value
is the “Offset Steps” value. Use the space provided
on the front of your worksheet to determine the
“Offset Steps” value(s) (see Table 4.05-2).

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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
NOTE: The result of subtracting these values will be
negative if desired running point is best economy. The
result of subtracting these values will be positive if
desired running point is best power.
10. The AFM system adjusts the stepper motor between
two programmable limits to maintain the sensor set-
point voltage. Current recommendations are to set
the lean and rich limits ±2 air/fuel ratios or less.
Determine a lean and rich limit, to define the stepper
motor adjustment range following the guidelines
below and Figure 4.05-34:
NOTE: Stepper motor lean and rich limits (± 2 air/fuel
ratios) can be determined by moving ± 1 air/fuel ratio and
doubling the change in stepper position. For example:
An engine at desired running point has a stepper position
of 1,500 steps. The engine is adjusted +1 air/fuel ratio
and stepper position is 1,400 steps. The change in
stepper position for +1 air/fuel ratio is 100 steps (1,500
– 1,400 = 100). Doubling this value, stepper motor
change for +2 air/fuel ratios is 200 steps. Therefore, the
lean limit stepper position is 1,300 steps (1,500 – 200 =
1,300).
a. Using exhaust analyzers, lean air/fuel ratio by +2
air/fuel ratios (3.4 percent oxygen for best
economy; 1.8 percent oxygen for best power) by
pressing <LEFT LEAN> on the keypad. For VHP
vee engines, repeat this step for the engine’s
right bank using the “right” keypad buttons.
b. Record the stepper position displayed on the
View Serial Link Screen in the “Lean Limit”
column on the front of your worksheet.
c. Using exhaust analyzers, richen air/fuel ratio by
-2 air/fuel ratios (2.0 percent carbon monoxide
for best economy; 4.5 percent carbon monoxide
for best power) by pressing <LEFT RICH> on the Figure 4.05-34: Oxygen Sensor Response vs. Exhaust
keypad. For VHP vee engines, repeat this step Gas Concentrations for Various Air/Fuel Ratios – Rich
Burn ONLY
for the engine’s right bank using the “right”
keypad buttons. NOTE: The oxygen, carbon monoxide and oxygen
d. Record the stepper position displayed on the sensor signal curves were plotted for laboratory data.
View Serial Link Screen in the “Rich Limit” Actual sensor response and desired air/fuel ratio will
column on the front of your worksheet. depend slightly on fuel composition; however, the
relationship between CO and O2 will remain constant.
11. After completing the front of the Best Power/
Economy Control Worksheet for primary fuel,
continue with SECONDARY FUEL
PROGRAMMING on page 4.05-27.
NOTE: Figure 4.05-35 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.

FORM 6286-2
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BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 4.05-35: Programming Scenario for Best Power / Economy Control

FORM 6286-2
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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
SECONDARY FUEL PROGRAMMING
The programming steps prior to this section determined
programing values for primary fuel. Once primary fuel
values are determined, you are ready to program the
AFM system for secondary fuel. This section contains
the programming steps necessary to establish data-set
values for secondary fuel only. The subsections that
follow that are applicable to secondary fuel are indicated
by the “S” icon (shown below).
SWITCHING TO SECONDARY FUEL
NOTE: This procedure applies to
secondary fuel applications.
To determine secondary fuel data-set values, you must
be set to run on secondary fuel. Complete the steps that
follow to switch over to secondary fuel.
1. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down engine and switch over to
secondary fuel.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
2. Switch customer supplied logic control to secondary
fuel. “ALT FUEL” connection inside AFM module
MUST be and remain grounded (see Figure
4.05-36).
3. For complex fuel systems, switch customer supplied
logic to activate secondary fuel stepper motors. See
CONNECTING AUXILIARY AFM INPUTS AND
OUTPUTS on page 2.10-1 for additional information
and schematic on fuel system wiring.
Figure 4.05-36: Alternate Fuel Connection Inside AFM
Module
4.05-27
ESTABLISHING ENGINE START POSITION
NOTE: This procedure applies to
secondary fuel applications.
Engine start position is a programmable stepper motor
position used to set gas/air at a value that is favorable
for engine starting. Most values stored in the
preprogrammed files should be reasonable for initial
programming. However, some modification to the
stepper motor “start position” setting may be required to
facilitate engine startup on secondary fuel.
Complete the following steps to establish engine start
position for secondary fuel. For VHP vee engines,
complete Steps 1 – 6 for both the left bank and right bank
stepper motors.
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. Locate the applicable Best Power/Economy Control
Worksheet used to record desired gas/air setting.
(Original worksheet found in back of manual.)
Review the desired gas/air pressure setting for
secondary fuel recorded on the back of your Best
Power/Economy Control Worksheet. If desired gas/
air pressure setting for secondary fuel is not
recorded on your worksheet, ESTABLISHING
DESIRED GAS / AIR PRESSURE SETTING (WITH
OR WITHOUT AFM COMPONENTS INSTALLED)
on page 2.00-1 to establish desired gas/air setting.
3. Measure current gas/air pressure with a manometer.
4. Use the AFM module’s manual adjustment keys
(<LEFT/RIGHT RICH> and <LEFT/RIGHT LEAN>)
on the keypad to change gas/air pressure as
required to duplicate desired gas/air setting. Once
current gas/air setting is equal to desired gas/air for
secondary fuel, the stepper motor “START” position
can be set.
NOTE: For more information on the keypad functions to
make adjustments, 1.20-5.
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5. Press <DSPL SEL> on the AFM keypad to scroll
through LCD display messages until the “L/R
STEPPER = XXXXX” message is shown.
6. Record the stepper position displayed on the AFM
module’s LCD display (L/R STEPPER = XXXXX) on
the “Stepper Start Position” space for secondary fuel
provided on your worksheet.
NOTE: For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
7. On your PC, press [Enter] or use the arrow keys until
the cursor is in the left/right “START POS.” field for
secondary fuel on the Edit Screen (see Figure
4.05-37).
8. Enter the stepper position in the left/right “START
POS.” field on the Edit Screen and press [Enter] (see
Figure 4.05-38).
NOTE: Each time modifications are made to the data-
set, the data-set must be saved to RAM before the edited
values affect control of the AFM system and can be
tested. Simply editing the values on the AFM User
Interface Program screens will not influence AFM
system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
9. Press [F10] to save the edited START position
information to RAM (temporary memory).
Figure 4.05-37: Locating Stepper Motor START Position
4.05-28
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
12. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key to continue after the save to
RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 4.05-43 in this section to save your data-
set to disk.
13. Return to the Main Menu by pressing [Esc]. Figure
4.05-39 appears on the screen warning you to save
any changes made to the data-set before exiting.
Since the data-set has already been saved to RAM,
press [Y] to return to the Main Menu.
FORM 6286-2
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BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 4.05-38: Entering Stepper Motor START Position

Figure 4.05-39: Confirmation of Exit to Main Menu

FORM 6286-2
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BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
MONITORING SYSTEM OPERATION USING THE
VIEW SERIAL LINK SCREEN
NOTE: This procedure applies to
secondary fuel applications.
2. If the “L Status” and “R Status” fields are in automatic,
press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module to put the AFM
module in manual control.
3. Verify that the stepper motor(s) is properly
connected.

This section provides an explanation of the information

on the View Serial Link Screen and allows you to monitor
the AFM system operation on secondary fuel after
applying power to the module and starting the engine.
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] (see Figure 4.05-40). The information
shown on the View Serial Link Screen (see Figure
4.05-41) represents the current status of your AFM
system. This includes information on the oxygen
sensor voltage and stepper position.
No alarms will be active unless the “warm-up” delay
timer has expired (10 minutes has passed since the
program was stored to RAM and the thermocouples
have not yet exceeded the low temperature Figure 4.05-40: AFM User Interface Program Main Menu
threshold).
NOTE: If an alarm condition exists, acknowledge the
AFM system alarms by pressing <ALARM ACK> on the
AFM module keypad. Wait for the “WORKING” message
to disappear from the AFM LCD display (about 5
seconds). The yellow alarm LED will turn off, the
“ALARMOUTPUT ACTIVE” message on the PC screen
will clear, and the Error Out terminal within the AFM
module will close.

FORM 6286-2
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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
Figure 4.05-41: View Serial Link Screen
NOTE: You cannot set the stepper motor(s) to the
START position if the intake manifold pressure is greater
than 17 psia. If you press <F1> and then <STRT POS>
when the intake manifold pressure is greater than 17
psia, a message will be displayed on the LCD telling you
that the request was ignored because the engine is
loaded.
4. Set the stepper motor(s) to the “START Position” by
pressing and releasing <F1>, then <STRT POS> on
the AFM module keypad. The AFM LCD display will
show “MOVING L STEPPER TO START
POSITION.” The left and right “Status” messages on
the View Serial Link Screen will change to “MOTOR
RESET” during the positioning activity. Once the left
bank has been moved, the AFM module will move
the right bank stepper motor (if applicable). Allow up
to3 minutes for this process. After the stepper
motor(s) has been moved to the START position, the
normal LCD displays resume. If the normal LCD
displays do not resume within 5 minutes, see AFM
SYSTEM TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1.
5. Start the engine on secondary fuel.
6. Allow the engine to warm up.
4.05-31
7. Set the engine speed to normal operating conditions
and the load to at least 60 BMEP.
Once the engine is running to at least 60 BMEP, the
sensor voltages should begin to fluctuate and the
sensor temperatures should rise as monitored on the
View Serial Link Screen.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
As soon as the left and right exhaust temperatures
exceed 350°C (662°F), the left and right “Status”
messages on the View Serial Link Screen will
change from “MAN. WARM-UP” to “MANUAL” (see
Figure 4.05-42).
8. Adjust engine load to manufacturer’s rated load and
rated speed.
9. Enable “AUTOMATIC” control by pressing the
<AUTO OPER> button on the AFM module keypad.
The left and right “status” shown on the View Serial
Link Screen will change to AUTOMATIC. The AFM
module will begin adjusting the stepper position to
control the engine’s air/fuel ratio.
FORM 6286-2
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BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
Figure 4.05-42: AFM Module in Manual Mode
FINE-TUNING AFM PROGRAMMING FOR BEST
POWER / ECONOMY APPLICATIONS
NOTE: This procedure applies to
secondary fuel applications.
Once initial programming of the AFM module for
secondary fuel is complete and the preliminary data-set
is saved to RAM, the AFM module must be “fine-tuned”
for optimum air/fuel ratio control. The AFM module is
fine-tuned to achieve the desired running point: best
power or best economy. To fine-tune the AFM module it
will be necessary to determine the number of “steps,”
either rich or lean, that the AFM module will take to move
away from stoichiometry to achieve best power or best
economy.
4.05-32
10. Once you are satisfied that the AFM system is
controlling air/fuel ratio for the engine on secondary
fuel and no errors occur, continue with FINE-
TUNING AFM PROGRAMMING FOR BEST
POWER / ECONOMY APPLICATIONS on page
4.05-32 to adjust the system for optimum air/fuel
ratio control when operating on secondary fuel.
In best power/economy control, the AFM module seeks
out stoichiometry then moves, either rich or lean, a
programmed number of steps (“Offset Steps”). If the
“Offset Steps” value is positive, the air/fuel ratio will be
adjusted rich of stoichiometry (best power). If the “Offset
Steps” value is negative, the air/fuel ratio will be adjusted
lean of stoichiometry (best economy).
A worksheet is provided to help you in determining the
offset steps required in programming the AFM module.
The worksheet is two sided. The front of the worksheet
applies to primary fuel values. The back of the worksheet
applies to secondary fuel values.
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
FORM 6286-2
© 3/2012
 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
1. Locate your yellow Best Power/Economy Control
Worksheet (see Table 4.05-3 for sample
worksheet). Original worksheet is located in back of
manual. The worksheet is two-sided. Record values
for secondary fuel on the back of the worksheet.
2. On the back of the worksheet, circle the desired
running point (best power or best economy) for the
engine.
3. The sensor set-point voltage is different for best
economy (0.4 volts) and best power (0.6 volts).
Verify that the View Serial Link Screen is displaying
the correct sensor set-point voltage for your
application (see Table 4.05-3).
NOTE: If the wrong sensor setpoint voltage is
displayed, return to the Edit Screen, change the “Offset
Steps” value to a negative value for best economy or a
positive value for best power, and save this new data-
set in RAM. Return to the View Serial Link Screen and
the sensor setpoint will display the correct voltage for
your desired running point.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
4. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.
5. Using exhaust analyzers (CO and O2 meters), adjust
the air/fuel ratio by pressing <LEFT RICH> and/or
<LEFT LEAN> on the keypad until stoichiometry is
achieved. The sensor set-point voltage should be
met as indicated on the View Serial Link Screen (0.4
volts for best economy, 0.6 volts for best power) (see
Table 4.05-3). For VHP vee engines, repeat this step
for the engine’s right bank using the “right” keypad
buttons.
4.05-33
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: It may be difficult to distinguish between the two
sensor setpoints. The oxygen sensor signal may be very
erratic near stoichiometry.
6. Record the stepper position displayed on the View
Serial Link Screen in the “Stepper Position at
Stoichiometry” column on the back of your
worksheet (see Table 4.05-3).
7. Using exhaust analyzers (CO and O2 meters), adjust
air/fuel ratio by pressing <LEFT RICH> and/or
<LEFT LEAN> on the AFM module keypad until the
desired running point is achieved (best power or best
economy). For VHP vee engines, repeat this step for
the engine’s right bank using the “right” keypad
buttons.
• Best Power Setting 15.50:1 AFR
• Best Economy Setting 17.00:1 AFR
8. Record the stepper position displayed on the View
Serial Link Screen in the “Stepper Position at
Desired Running Point” column on the back of your
worksheet (see Table 4.05-3).
9. Subtract the stepper position at stoichiometry
recorded in Step 6 from the stepper position at
desired running point recorded in Step 8. This value
is the “Offset Steps” value. Use the space provided
on the back of your worksheet to determine the
“Offset Steps” value(s) (see Table 4.05-3).
NOTE: The result of subtracting these values will be
negative if desired running point is best economy. The
result of subtracting these values will be positive if
desired running point is best power.
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Table 4.05-3: View Serial Link Screen and Best Power / Economy Control Worksheet

NOTE: The values in this table are for reference ONLY.

Actual values are specific to your engine application.

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Figure 4.05-43: Oxygen Sensor Response vs. Exhaust
Gas Concentrations for Various Air / Fuel Ratios – Rich
Burn ONLY
NOTE: The oxygen, carbon monoxide and oxygen
sensor signal curves were plotted for laboratory data.
Actual sensor response and desired air/fuel ratio will
depend slightly on fuel composition; however, the
relationship between CO and O2 will remain constant.
10. The AFM system adjusts the stepper motor between
two programmable limits to maintain the sensor set-
point voltage. Current recommendations are to set
the lean and rich limits ± 2 air/fuel ratios or less.
Determine a lean and rich limit, to define the stepper
motor adjustment range following the guidelines
below and (see Figure 4.05-43):
4.05-35
NOTE: Stepper motor lean and rich limits (± 2 air/fuel
ratios) can be determined by moving ± 1 air/fuel ratio and
doubling the change in stepper position. For example:
An engine at desired running point has a stepper position
of 1,500 steps. The engine is adjusted +1 air/fuel ratio
and stepper position is 1,400 steps. The change in
stepper position for +1 air/fuel ratio is 100 steps (1,500
– 1,400 = 100). Doubling this value, stepper motor
change for +2 air/fuel ratios is 200 steps. Therefore, the
lean limit stepper position is 1,300 steps (1,500 – 200 =
1,300).
a. Using exhaust analyzers, lean air/fuel ratio by +2
air/fuel ratios (3.4 percent oxygen for best
economy; 1.8 percent oxygen for best power) by
pressing <LEFT LEAN> on the keypad. For VHP
vee engines, repeat this step for the engine’s
right bank using the “right” keypad buttons.
b. Record the stepper position displayed on the
View Serial Link Screen in the “Lean Limit”
column on the back of your worksheet.
c. Using exhaust analyzers, richen air/fuel ratio by
-2 air/fuel ratios (2.0 percent carbon monoxide
for best economy; 4.5 percent carbon monoxide
for best power) by pressing <LEFT RICH> on the
keypad. For VHP vee engines, repeat this step
for the engine’s right bank using the “right”
keypad buttons.
d. Record the stepper position displayed on the
View Serial Link Screen in the “Rich Limit”
column on the back of your worksheet.
NOTE: Figure 4.05-44 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.
11. After the Best Power/Economy Control Worksheet
is complete for primary and secondary fuels,
continue with PROGRAMMING THE BEST
POWER / ECONOMY CONTROL VALUES on page
4.05-37.
FORM 6286-2
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Figure 4.05-44: Programming Scenario for Best Power / Economy Control

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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
PROGRAMMING THE BEST POWER /
ECONOMY CONTROL VALUES
This section provides the programming steps for
entering the set-point values determined for primary and
secondary fuel in the previous section, FINE-TUNING
AFM PROGRAMMING FOR BEST POWER /
ECONOMY APPLICATIONS on page 4.05-32. You will
be programming the values recorded on both sides of
your completed Best Power/Economy Control
Worksheet.
1. Press [Esc] to return to the Main Menu.
2. Highlight “Edit/Create Setup” on the Main Menu and
press [Enter] (see Figure 4.05-45).
Figure 4.05-45: AFM User Interface Program Main Menu
3. The Edit/Create Setup Menu shown in Figure
4.05-46 appears. Highlight “Retrieve from AFM” and
press [Enter].
Figure 4.05-46: Edit/Create Setup Menu
NOTE: See Figure 4.05-47 while editing the data-set.
4.05-37
4. After the Edit Screen appears, type in any comments
regarding AFM programming or revise existing
comments at the “Comments:” field. Typically,
comments include site, engine number and date
information.
NOTE: When the cursor is moved between entry
locations, the bottom line of the Edit Screen will show a
brief explanation and limits for that entry.
5. Press [Enter] to move from the “Comments:” field to
the “PWM out” field. Leave the “PWM Out” value set
to zero for unheated sensors.
6. Using the down arrow key, position the cursor in the
“Lo-Temp” field. Although the high and low
temperature limits can be modified, it is not
recommended that these two values be changed.
The “Lo-Temp” value should not be set below 350°C
(662°F) because that temperature is the minimum
for correct oxygen sensor operation. If required, the
“Hi-Temp” value can be modified to provide a safety
against high exhaust temperatures.
7. Position the cursor in the “Search Delay” field. The
default value for the search delay is 5 minutes.
Search delay is the amount of time, in minutes, that
the AFM waits between searches for stoichiometry.
Adjust the search delay value as desired. For stable
fuels and maximum benefits, set search delay value
at maximum.
NOTE: When entering the “Offset Steps” value(s), a
negative value moves the AFM lean from stoichiometry
toward the best economy operating point. A positive
value moves the AFM rich from stoichiometry toward the
best power operating point.
8. Press [Enter] until the cursor is positioned in the Left
Bank “Lean Limit” field for primary fuel. Using your
completed Best Power/Economy Control
Worksheet, enter all the primary fuel values in the
Left Bank column and then enter all the secondary
fuel values. Press [Enter] after each value is entered
to work down through the column.
9. For VHP vee engines, repeat Step 8 for the Right
Bank “Lean Limit” field for primary and secondary
fuel values using your completed Best Power/
Economy Control Worksheet.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: Each time modifications are made to the data-
set it must be saved to AFM RAM (temporary memory)
for evaluation. Simply editing the values on the PC
screen will not influence AFM operation.
10. Press [F10] to save the Edit Screen values to RAM
(temporary memory) for testing.
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11. Highlight “Test Data on AFM” on the Saving Options 14. To return to the Main Menu, press [Esc]. Figure
Menu and press [Enter]. 4.05-48 appears on the screen warning you to save
12. Press [Y] to confirm save to RAM. changes that were made to the data-set before
exiting. Since the data-set has already been saved
13. Several screens will appear indicating that the data- to RAM, press [Y] to return to the Main Menu.
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY 15. Place the AFM module in automatic mode by
USER.” Press any key on your computer to continue pressing <AUTO OPER> on the AFM keypad.
after the save to RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 4.05-43 to save your data-set to disk.

Figure 4.05-47: Editing the Data-Set on the Edit Screen

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Figure 4.05-48: Confirmation of Exit to Main Menu

CHECKING AFM SYSTEM PERFORMANCE

AFTER PROGRAMMING
Complete Steps 1 – 7 to check ease of starting the
engine based on the start position programmed for
BOTH primary and secondary fuels.
1. Switch fuels over as necessary. To switch over fuels
complete the following:
a. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down engine and switch fuel.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
b. Switch customer supplied logic control to
selected fuel. For primary fuel, the ALT FUEL
connection inside the AFM module MUST be
and remain ungrounded. For secondary fuel, the
ALT FUEL connection inside the AFM module
MUST be and remain grounded (see Figure
4.05-49).
c. For complex fuel systems, switch customer
supplied logic to activate primary/secondary fuel
stepper motors. See CONNECTING
AUXILIARY AFM INPUTS AND OUTPUTS on
page 2.10-1 for additional information and
schematic on fuel system wiring.
Figure 4.05-49: Alternate Fuel Connection Inside AFM
Module
2. Highlight “View Serial Link” from the Main Menu and
press [Enter] to return to the View Serial Link Screen.
3. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: You cannot set the stepper motor(s) to the start
position if the intake manifold pressure is greater than 17
psia. If you press <F1> and then <STRT POS> when the
intake manifold pressure is greater than 17 psia, a
message will be displayed on the LCD telling you that
the request was ignored because the engine is loaded.

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4. Press and release <F1>, then <STRT POS> on the
AFM module keypad to test the START position. The
AFM LCD display will show “MOVING L STEPPER
TO START POSITION.” The left and right “Status”
messages on the View Serial Link Screen will
change to “MOTOR RESET” during the positioning
activity. Once the left bank has been moved, the
AFM module will move the right bank stepper motor
(if applicable). Allow up to 3 minutes for this process.
After the stepper motors have been moved to the
START position, the normal LCD displays resume.
If the normal LCD displays do not resume within 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
5. Attempt to start the engine to check ease of starting.
NOTE: Consider “cold” starts when modifying start
position.
6. If necessary, modify the start position by changing
the START position on the Edit Screen and saving
changes to RAM to test. Repeat the check until the
engine starts well.
NOTE: The AFM system allows five saves to ROM
(permanent memory). All data-sets should be carefully
evaluated in RAM (temporary memory) before storing to
ROM. Once ROM has been fully configured, the core
EPROM chip in the AFM module must be replaced to
permit further saves to permanent memory. 6.05-1
for core EPROM replacement instructions.
1. Highlight “Edit/Create Setup” from the Main Menu to
return to the Edit Screen and press [Enter].
2. Highlight “Retrieve from AFM” and press [Enter].
3. With the Edit Screen displayed, press [F10] to save
the data-set to ROM (permanent memory).
NOTE: The “Test Data on AFM” option from the Save
Options Menu allows a program to be run in the AFM
module’s temporary memory (RAM). This may be used
for troubleshooting so that the ROM memory space is
conserved. The contents of RAM are lost whenever
power to the AFM module is removed.
4. Highlight “Configure AFM Memory” on the Save
Options Menu and press [Enter].

7. Monitor AFM system performance. 5. When the confirmation screen appears as shown in
Figure 4.05-50 press [Y].
NOTE: Complete Steps 1 – 7 for both primary and
secondary fuels.
8. Once you are satisfied with AFM system
performance and ease of starting, return to the Main
Menu.
9. Continue SAVING DATA-SET TO ROM on page
4.05-40.

SAVING DATA-SET TO ROM

Once you create a data-set, test the data-set in RAM
(temporary memory), and are satisfied with the AFM’s
air/fuel control, the data-set must be saved to permanent
memory (ROM). Complete the steps in this section to
save your data-set to ROM.

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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 4.05-50: Confirmation of Save to ROM

NOTE: It is recommended that you save the current

NOTICE
Do not disturb the serial cable, interrupt the AFM
module power, or interrupt computer power while
configuring memory. If disturbed or disconnected
during the saving process, the core EPROM chip in
the AFM module may become corrupted and may
need to be replaced.
6. When the verification screen appears as shown in
Figure 4.05-51 press [Y].
7. Several screens will appear indicating that the data-
set is being saved to ROM (permanent memory on
the core EPROM chip inside the AFM module). Once
the data-set has been saved to ROM, the message
shown in Figure 4.05-52 appears.
NOTE: The AFM allows five saves to ROM. Once ROM
has been fully configured, the core EPROM chip in the
AFM module must be replaced to permit further saves
to permanent memory.
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 4.05-43 to save your data-set to disk.
8. Press any key to return to the Edit Screen.
NOTE: If the power to the AFM is inadequate (less than
21.6 volts) or excessively “dirty” (more than 2 volts peak-
to-peak ripple), the programming operation may not be
successful. An unsuccessful store to “ROM” will result in
the error message illustrated in Figure 4.05-53. Should
this error occur, the core EPROM chip must be replaced
and the true cause for the failure corrected. See EPROM
CHIP REPLACEMENT on page 6.05-1 for core
EPROM replacement instructions. Press any key on
your computer to continue.

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Figure 4.05-51: Verification to Store New Values to ROM

Figure 4.05-52: Verification Screen of Save to ROM

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Figure 4.05-53: Programming Error Message
SAVING DATA-SET TO DISK
The new data-set should be stored to a floppy/hard disk
and to “permanent” memory (ROM) as the previous
section explains. Data-sets are assigned filenames and
saved on disk so the user can retain the data-set for
future reference. Each time a new program is saved to
ROM, the previous program can no longer be retrieved.
The only way to keep track of old programs is to save the
data-file to disk or with printed copies.
NOTE: If you want to retrieve a data-set saved to disk,
see RETRIEVING A SAVED DATA-SET on page 4.05-
45.
1. With the Edit Screen displayed, press [F10] to save
your data-set to disk.
2. Highlight “Save Data to Filename” from the Saving
Options Menu and press [Enter].
3. Enter a filename according to the following
procedure (see Figure 4.05-54). Read all three steps
prior to saving the file to the disk.
a. Locate the engine’s serial number on the
nameplate.
4.05-43
b. If the engine has a “C-” number, remove the “C-”
and the “/” from the number. Example:
C-10768/01 would give a root file name of
“1076801”. If the engine does not have a “C-”
number use all six digits in the serial number for
the filename.
c. The first time the configuration is saved to the
disk add an “A” to the end. This is to indicate that
this is the first save of this configuration. If
changes are made to the configuration, save the
next file with the same numerical information and
change the suffix letter to “B.” Continue in this
manner for each revision to the file.
Once eight characters have been entered, the file
will automatically be saved to the disk from where
the AFM User Interface Program was accessed. If
the filename is less than eight characters, press
[Enter] to save.
NOTE: When saving to disk, the data-set will be saved
to the drive and directory where the AFM User Interface
Program was accessed.
4. Press [ESC] to return to the Main Menu.
5. If the data-set for your engine has been saved to
ROM and a file on disk, confirm the exit to the Main
Menu by pressing [Y] (see Figure 4.05-55). The Main
Menu appears. If you have not saved the data-set to
ROM (permanent memory), press [N] and see
SAVING DATA-SET TO ROM on page 4.05-40.
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Figure 4.05-54: Input Data-File Name Screen

Figure 4.05-55: Confirmation of Exit to Main Menu

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 BEST POWER / ECONOMY PROGRAMMING – DUAL-FUEL APPLICATIONS
RETRIEVING A SAVED DATA-SET
The data-sets that are saved to disk (not RAM or ROM)
and assigned a filename can be retrieved following the
steps in this section.
NOTE: If you want to save a data-set to disk, see
SAVING DATA-SET TO DISK on page 4.05-43.
1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
Setup” and press [Enter].
2. On the next menu highlight “Retrieve from File name”
and press [Enter].
3. Highlight the filename (serial number) you want to
open and press [Enter] (see Figure 4.05-56). The
information that is shown on your PC screen is
information that has been saved in a file and was not
retrieved from the AFM module’s RAM or ROM.
NOTE: The retrieved file’s data-set must be saved to
RAM or ROM before the displayed data-set values affect
control of the AFM system.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: If you want to save an opened file to ROM
(permanent memory), see SAVING DATA-SET TO
ROM on page 4.05-40.
Figure 4.05-56: File Select Menu
4.05-45
POST-PROGRAMMING CHECKS
Two post-programming checks must be completed to
confirm that the data-set created was successfully
stored to ROM. The procedures that follow take you
step-by-step through the post-programming checks.
NOTE: Print copies of your data-set or save your data-
set to a file for future reference before completing the two
post-programming checks.
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM
Check 1 confirms that the data-set was successfully
stored in ROM on the core EPROM chip.
NOTE: Programs saved to the EPROM will be retained
even if power to the AFM module is interrupted.
Programs saved to RAM will be lost when power to the
AFM module is disconnected. The AFM can detect when
an evaluation data-set is being tested in RAM and has
not been saved to ROM. If you attempt to leave the AFM
User Interface Program without saving the evaluation
data to ROM, a warning will be displayed.
1. With the Main Menu showing on your screen,
highlight “Edit/Create Setup” and press [Enter].
2. Highlight “Retrieve from AFM” on the next menu that
appears and press [Enter]. Several messages
appear indicating that the data-set is being retrieved
from ROM.
3. The Edit Screen appears (see Figure 4.05-57).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 4.05-
45 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.
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Figure 4.05-57: Edit Screen
CHECK 2: FINAL TEST OF AFM SYSTEM SETUP
Check 2 confirms that the data-set is not lost when the
AFM system is powered down and that the AFM system
will power up with the data stored in ROM.
1. Highlight “Quit” on the Main Menu and press [Enter]
(see Figure 4.05-58).
Figure 4.05-58: AFM User Interface Program Main Menu
2. Press “Y” to confirm that the program is to be exited.
3. Disconnect power from the AFM module for a
minimum of five minutes.
4. Restore power to the AFM module.
4.05-46
5. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
6. The “Genuine Waukesha Parts” logo and version
identification screens appear briefly, followed by the
communications menu (see Figure 4.05-59). A dot
is located in parentheses next to “1” which indicates
that the selected communications port on the
computer is port 1. Press [Enter] to select
communications port 1. If the DB-9 cable is
connected to a different port on your PC, use the
arrow keys on the keyboard to select the
corresponding port from the communications menu
and press [Enter] (typically: port 1 is correct).
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Figure 4.05-59: Communications Menu

7. The AFM User Interface Program’s Main Menu
appears showing various program options available
(see Figure 4.05-58). Highlight “Edit/Create Setup”
and press [Enter].
8. Highlight “Retrieve from AFM” from the Edit/Create
Menu and press [Enter].
9. Observe which ROM number (ROMX) is being
retrieved.
10. The Edit Screen appears (see Figure 4.05-57).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 4.05-
45 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.

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This Page Intentionally Left Blank

FORM 6286-2
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 LEAN BURN PROGRAMMING
SECTION 5.00
LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
This section explains the procedures required to
program the AFM system for an engine with a single fuel.
PROGRAMMING THE AFM MODULE FOR
LEAN BURN CONTROL
NOTE: When programming your AFM system for a dual
fuel application, complete the programming steps
provided in LEAN BURN PROGRAMMING – DUAL-
FUEL APPLICATIONS on page 5.05-1.
If this is the initial startup of the AFM system on your
engine, complete ALL the procedures provided in this
section. If the AFM system has been operating, it may
be necessary only to complete applicable subsections
of the provided programming instructions.
OUTLINE OF SECTION 5.00
An outline with a description of the subsections included
in Section 5.00 is provided below.
Preprogramming Steps: Begins on page 5.00-2.
Provides the initial system checks that must be made
BEFORE applying power to the AFM module and
starting the engine.
User Interface Program Startup Steps: Begins on
page 5.00-2.
Provides the steps necessary to establish
communication between the AFM module and your PC.
Initial AFM Module Programming: Begins on page
5.00-5.
Provides 1) initial setup programming of the AFM
module by selecting a preprogrammed setup file; 2)
steps for editing engine application information; and 3)
steps for saving the setup file to RAM for testing.
Establishing Engine START Position: Begins on
page 5.00-8.
5.00-1
Provides the programming steps necessary to modify
stepper motor START position to facilitate engine
starting.
Monitoring System Operation Using the View Serial
Link Screen: Begins on page 5.00-19.
Provides an explanation of the information on the View
Serial Link Screen and allows you to monitor the AFM
system after applying power to the module and starting
the engine.
Fine-Tuning AFM Programming for Lean Burn
Applications: Begins on page 5.00-22.
Provides the programming steps to fine-tune the AFM
system for optimum air/fuel control. You can either fine-
tune the AFM system for very precise control using
variable set-points or fine-tune the system with constant
set-points. A worksheet is provided to help you
determine the programmable limits for the data-set.
Programming the Lean Burn Control Values: Begins
on page 5.00-35.
Provides the programming steps for entering the data-
set values determined in the previous section.
Checking AFM System Performance After
Programming: Begins on page 5.00-37.
Provides the steps to check ease of starting the engine
based on the start position programmed.
Saving Data-Set to ROM: Begins on page SAVING
DATA-SET TO ROM on page 5.00-38.
Provides the programming steps for saving the data-set
to ROM (permanent memory).
Saving Data-Set to Disk: Begins on page 5.00-40.
Provides the programming steps for saving the data-set
to a file on disk (to the drive and directory where the AFM
User Interface Program was retrieved).
Retrieving a Saved Data-Set: Begins on page 5.00-
43.
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Provides the programming steps for retrieving a file that
was previously saved to disk.
Post-Programming Checks: Begins on page 5.00-
43.
Provides steps for completing two post-programming
checks that must be completed to confirm that the data-
set which was created/modified was successfully stored
to ROM.
PREPROGRAMMING STEPS
Before applying power to the AFM system and with the
engine shutdown:
1. Review GENERAL AFM PROGRAMMING
INFORMATION on page 1.15-1 for computer
requirements, program layout, and saving
information.
2. Review AFM DISPLAY AND KEYPAD
INFORMATION on page 1.20-1 for a detailed
explanation of the AFM module’s keypad functions
and LCD display messages.
3. Complete the preprogramming checklist in
PRESTART INSTALLATION CHECKLIST on page
2.15-1 before continuing.
4. With the engine NOT running and power OFF,
disconnect the intake manifold pressure transducer
and lean burn oxygen sensor(s) by removing the
analog and lean burn oxygen sensor connections
terminal blocks from the headers inside the AFM
module (see Figure 5.00-1).
Figure 5.00-1: Analog, Sensor, and Power Connections
Inside AFM Module
5.00-2
USER INTERFACE PROGRAM STARTUP
STEPS
The steps provided in this section describe how to
connect the DB-9 serial cable between your PC and the
AFM module and then establish communication
between system components.
1. Apply power to the AFM module. After applying
power, the “Power” and “Alarm” LEDs will light on the
front cover of the AFM. The LCD display on the AFM
module briefly displays “Waukesha CEC TEST” if
the core EPROM chip has not been previously
programmed. If the core EPROM was previously
programmed, the LED displays the current control
mode (for example: “Waukesha CEC Lean-Burn”).
NOTE: Because you disconnected the intake manifold
pressure transducer and lean burn oxygen sensor(s) in
“Preprogramming Steps,” a list of system errors will be
displayed on the LCD display. Messages on the display
may include, but not necessarily be limited to, “O2
SIGNAL LO,” “IMP INPUT LO,” and “O2 TEMP LO.”
These messages are normal since these engine
parameters are below the test program limits with the
intake manifold pressure transducer and lean burn
oxygen sensor(s) disconnected.
2. The AFM module must be programmed to work with
site specific information in order for the AFM system
to function properly. To program the AFM module,
connect a standard DB-9 serial cable (male to
female) to the communications port (labeled P1A)
within the AFM module. This is the communications
port on the right (see Figure 5.00-2). Connect the
other end of the cable to the PC’s communications
port. Typically, this is port 1 (also referred to as COM
1, serial A, or serial 1).
NOTICE
Verify that the DB-9 serial cable is securely connected
to the appropriate computer port. If the serial cable is
disturbed or disconnected during the saving process,
the core EPROM chip in the AFM module may become
corrupted and may need to be replaced. Even
previously stored data-sets may no longer be
functional.
3. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
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5. The Communications Menu appears automatically
(see Figure 5.00-4). A dot is located in a circle next
to “1.” Press [Enter] to select communications port
1. If the DB-9 cable is connected to a different port
on your PC, use the arrow keys on the keyboard to
select the corresponding port from the
communications menu and press [Enter] (typically:
port 1 is correct).

Figure 5.00-2: DB-9 Serial Cable Connection Inside AFM

Module
NOTE: The core and display EPROM chips must be Figure 5.00-4: Communications Menu
“matched” with the AFM User Interface Program version
6. The AFM User Interface Program’s Main Menu
number. If the versions of the EPROM chips are not the
appears showing various program options available
same as the User Interface Program version number, the
(see Figure 5.00-5). Highlight “Edit/Create Setup”
potential for errant operation exists and programming
and press [Enter].
will not work. See EPROM CHIP REPLACEMENT on
page 6.05-1 for more information.
4. Once the AFM User Interface Program is open, the
“Genuine Waukesha Parts” Logo Screen appears
briefly, followed by the screen shown in Figure
5.00-3. The bottom line of this screen indicates what
software version of the AFM User Interface Program
you are using.

Figure 5.00-5: AFM User Interface Program Main Menu

7. The Edit/Create Setup Menu shown in Figure
5.00-6 appears. Highlight “Retrieve from AFM” and
press [Enter].

Figure 5.00-3: Software Version Identification

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Figure 5.00-6: Edit/Create Setup Menu
NOTE: If a communications error message appears
(see Figure 5.00-7), there is a communication problem
between your PC and the AFM module. Either there is
no power to the AFM module, the serial cable is not
connected to the correct communications port, the
computer is not configured correctly, the core EPROM
chip is corrupt, or the cable is defective. Verify that the
cable is connected to the correct communications port
on your PC. If it is not connected correctly, move the
cable to the correct communications port. Check the
general condition of the serial cable and replace the
cable if defective. See TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1 for more
troubleshooting information and core EPROM chip
replacement instructions. Press any key to continue.
Figure 5.00-7: Communications Error Message
5.00-4
8. If the AFM module has never been programmed for
an engine application, a message appears stating
the AFM module has been configured for test
purposes only (see Figure 5.00-8). Press any key to
return to the Main Menu and continue with the next
section, INITIAL AFM MODULE PROGRAMMING
on page 5.00-5. If the AFM system has been
previously programmed for another engine
application, the data-set for that engine application
is displayed. Note the following:
• If you want to program the AFM system using the
data-set displayed as a starting point continue with
the sectionEDITING ENGINE APPLICATION
INFORMATION on page 5.00-8.
• If you want to start from a preprogrammed setup
file (a new, engine specific data-set), press [Esc]
and then [Y] to return to the Main Menu. Continue
with the next section, INITIAL AFM MODULE
PROGRAMMING on page 5.00-5.
By completing Steps 1 – 8, communication between the
AFM module and your PC has been established.
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Figure 5.00-8: Test Program Message

INITIAL AFM MODULE PROGRAMMING

After communication has been established between
your PC and the AFM module, you can begin
programming for your specific engine application.
NOTE: For the purposes of this manual, the examples
and figures used are based on the programming of a
12V-ATGL engine. Although there are slight screen
variations for each engine family, the programming
steps presented in this manual are the same. The values
in the examples and figures are for REFERENCE ONLY.
Actual values are specific to your engine application.
1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
Setup” and press [Enter] (see Figure 5.00-9).
Figure 5.00-9: AFM User Interface Program Main Menu
2. Highlight “Retrieve from Filename” on the Edit/
Create Setup Menu and press [Enter] (see Figure
5.00-10). A list of preprogrammed files appears (see
Figure 5.00-11).

Figure 5.00-10: Edit/Create Setup Menu

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Figure 5.00-11: File Select Menu
SELECTING A PREPROGRAMMED SETUP FILE
Preprogrammed setup files were developed to make
AFM module programming easier and faster. The values
stored in these files will get you started in creating a data-
set for your specific engine application. The values of the
preprogrammed files are generic and must be edited for
optimum air/fuel ratio control following the programming
procedures in this manual. It is recommended that you
use a preprogrammed file from this listing to program the
AFM module instead of starting with a new, non site-
specific (or blank) data-set. The preprogrammed setup
files vary with engine.
The preprogrammed setup files vary with engine
configuration and fuel regulator model. Example: All
VHP GL vee engines with Fisher 99 and 1098 regulators,
which includes VHP models 5108, 5790, 7042 and 9390,
use setup file ASETUP03 or LSETUP03. Similarly, VHP
models 2895 and 3521 use a common setup file.
1. a. Is there an atmospheric pressure transducer
installed inside the AFM module? _______
To determine if an atmospheric pressure
transducer is installed, look inside the AFM
module. The atmospheric pressure transducer,
if installed, would be mounted in the bottom right
corner as shown in Figure 5.00-12.
b. What is the engine family: ATGL, VHP or VGF?
_______
c. What is the engine configuration: inline or vee?
_______
5.00-6
d. What fuel regulator(s) is installed: Fisher
Controls Model 66, 66Z, S201, S211, 99, 1098
or 133L? _______
Figure 5.00-12: Atmospheric Pressure Transducer
Installed in AFM Module
2. After answering the four questions in Step 1,
carefully select the setup file from the tables
provided. Note the following:
• If your answer to Question 1 was “YES,” carefully
select the setup file from Table 5.00-1 that was
created for your engine application. Selecting the
wrong setup file may result in air/fuel control that
is less than optimum. The “A” in the filename
indicates that an atmospheric pressure transducer
is installed.
• If your answer to Question 1 was “NO,” carefully
select the setup file from Table 5.00-2 that was
created for your engine application. Selecting the
wrong setup file may result in air/fuel control that
is less than optimum. The “L” in the filename
indicates that the AFM system is being
programmed for lean burn control without an
atmospheric pressure transducer installed.
NOTE: The preprogrammed files listed on the File
Select Menu but not included in Table 5.00-1 or Table
5.00-2 are preprogrammed setup files used when
programming rich burn applications (catalyst or best
power/economy control modes).
3. Using the arrow keys on the keyboard, scroll through
the list of preprogrammed files on the File Select
Menu. Highlight the appropriate preprogrammed file
and press [Enter] (see Figure 5.00-13). The Edit
Screen appears displaying the preprogrammed
setup file information (see Figure 5.00-14).
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NOTE: When the setup file appears on the Edit Screen,
it will show engine family, model and fuel type
information for an engine model. This “application”
information is for reference only and will not affect AFM
system control.

Figure 5.00-13: File Select Menu

Figure 5.00-14: Preprogrammed Setup File ASETUP01 – Lean Burn Equipped ATGL Applications

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Table 5.00-1: Preprogrammed Setup Files for Lean Burn
Control With Atmospheric Pressure Transducer
LEAN BURN CONTROL SETUP FILES WITH
ATMOSPHERIC PRESSURE TRANSDUCER
Filename Use For ...
12V-ATGL engines with one 99 or 1098
regulator and stepper (5,800 steps of
ASETUP01
adjustment) and with atmospheric
pressure transducer installed
8L-ATGL engines with one 99 or 1098
fuel regulator and stepper (5,800 steps of
ASETUP02
adjustment) and with atmospheric
pressure transducer installed
VHP vee engines with two 99 or 1098 fuel
regulators and steppers (5,800 steps of
ASETUP03
adjustment) and with atmospheric
pressure transducer installed
VHP inline engines with one 99 or 1098
fuel regulator and stepper (5,800 steps of
ASETUP04
adjustment) and with atmospheric
pressure transducer installed
VGF vee engines with one 66, 66Z, S201
or S211 fuel regulator and stepper
ASETUP05 (20,000 steps of adjustment) and with
atmospheric pressure transducer
installed
VGF inline engines with one 66, 66Z,
S201 or S211 fuel regulator and stepper
ASETUP06 (20,000 steps of adjustment) and with
atmospheric pressure transducer
installed
VHP vee engines with two 66, 66Z, S201,
S211 or 133L fuel regulators and
ASETUP07 steppers (20,000 steps of adjustment)
and with atmospheric pressure
transducer installed
VHP inline engines with one 66, 66Z,
S201, S211 or 133L fuel regulator and
ASETUP08 stepper (20,000 steps of adjustment) and
with atmospheric pressure transducer
installed
16V-ATGL engines with one 99 or 1098
regulator and stepper (5,800 steps of
ASETUP09
adjustment) and with atmospheric
pressure transducer installed
5.00-8
Table 5.00-2: Preprogrammed Setup Files for Lean Burn
Control
LEAN BURN CONTROL SETUP FILES
Filename Use For ...
12V-ATGL engines with one 99 or 1098
LSETUP01 regulator and stepper (5,800 steps of
adjustment)
8L-ATGL engines with one 99 or 1098
LSETUP02 fuel regulator and stepper (5,800 steps of
adjustment)
VHP vee engines with two 99 or 1098 fuel
LSETUP03 regulators and steppers (5,800 steps of
adjustment)
VHP inline engines with one 99 or 1098
LSETUP04 fuel regulator and stepper (5800 steps of
adjustment)
VGF vee engines with one 66, 66Z, S201
LSETUP05 or S211 fuel regulator and stepper
(20,000 steps of adjustment)
VGF inline engines with one 66, 66Z,
LSETUP06 S201 or S211 fuel regulator and stepper
(20,000 steps of adjustment)
VHP vee engines with two 66, 66Z, S201,
LSETUP07 S211 or 133L fuel regulators and
steppers (20,000 steps of adjustment)
VHP inline engines with one 66, 66Z,
LSETUP08 S201, S211 or 133L fuel regulator and
stepper (20,000 steps of adjustment)
16V-ATGL engines with one 99 or 1098
LSETUP09 regulator and stepper (5,800 steps of
adjustment)
EDITING ENGINE APPLICATION INFORMATION
The left box of the Edit Screen provides engine
application information including engine family, model,
and fuel type information (see Figure 5.00-15). This
section provides the programming steps necessary to
edit the engine application information based on your
specific site requirements.
NOTE: For safety reasons, the values in the “O2 S-P”
column(s) and the “Lo-Temp” field on the Edit Screen
are deleted after the “application” information is edited.
These values will have to be re-entered before saving
the setup file to RAM.
1. Before editing the application information, record the
values displayed in the “O2 S-P” column(s) and the
“Lo-Temp” field on the Edit Screen (see Figure
5.00-15).
2. With the Edit Screen displayed on your PC, press the
“UP” arrow key until the Engine Family Selection
Screen appears as shown in Figure 5.00-16.
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3. Highlight the correct engine family and press [Enter]. 9. Highlight “NONE” and press [Enter] on the
4. Highlight the correct engine model on the Engine Secondary Fuel Selection Screen (see Figure
Model Selection Screen and press [Enter] (see 5.00-21).
Figure 5.00-17). 10. After the engine application information is selected,
confirm your selections by pressing [Y] at the
NOTE: Highlight “L5108” for 5115GL VHP engines.
confirmation message (see Figure 5.00-22).
5. For VHP and VGF engines only, highlight “GL” (the
The engine application block will now be updated to
applicable engine fuel system) on the Engine Fuel
reflect your changes (see Figure 5.00-23). The “Lo-
System Selection Screen and press [Enter] (see
Temp” field value and oxygen set-point values in the
Figure 5.00-18).
“O2 S-P” columns(s) are deleted.
6. If the atmospheric pressure transducer is installed,
11. To re-enter the values in the “Lo-Temp” field and “O2
highlight “Atmospheric Pressure Sensor Installed”
S-P” column, press [Enter] or use arrow keys until
on the Atmospheric Pressure Sensor Selection
the cursor is in the “Lo-Temp” field or first “O2 S-P”
Screen and press [Enter] (see Figure 5.00-19). If the
field. Re-enter the deleted values recorded in Step
atmospheric pressure transducer is not installed,
1. Press [Enter] after each value is entered to work
highlight “Atmospheric Pressure Sensor NOT
down through the column(s) (see Figure 5.00-24).
Installed” and press [Enter].
NOTE: Whenever the engine application information is
NOTE: To determine if an atmospheric pressure
edited, the deleted values will have to be re-entered.
transducer is installed, look inside the AFM module. The
atmospheric pressure transducer, if installed, would be
mounted in the bottom right corner of the module.
7. Highlight the type of primary fuel the engine is using
on the Primary Fuel Selection Screen and press
[Enter] (see Figure 5.00-20).
8. The AFM system features dual fuel capability. If you
are programming the AFM system for dual fuel, see
LEAN BURN PROGRAMMING – DUAL-FUEL
APPLICATIONS on page 5.05-1. If you are
programming the AFM system for a single fuel
application, continue with Step 9.

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Figure 5.00-15: Recording “O2 S-P” and “Lo-Temp” Values

Figure 5.00-16: Engine Family Selection Screen

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Figure 5.00-17: Engine Model Selection Screen

Figure 5.00-18: Engine Fuel System Selection Screen – VHP and VGF Engines Only

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Figure 5.00-19: Atmospheric Pressure Sensor Selection Screen

Figure 5.00-20: Primary Fuel Selection Screen

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Figure 5.00-21: Secondary Fuel Selection Screen

Figure 5.00-22: Confirmation Message

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Figure 5.00-23: Edit Screen with Updated Engine Application Block

Figure 5.00-24: Entering “Lo-Temp” and “O2 S-P” Values

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SAVING SETUP FILE TO RAM
The initial setup file must be saved to RAM (temporary
memory) to permit testing and editing of the data-set.
Each time modifications are made to the data-set, the
data-set must be saved to RAM before the edited values
affect control of the AFM system and can be tested.
Simply editing the values on the AFM User Interface
Program screens will not change AFM system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 5.00-40 to save your data-set to disk.
1. Press [F10] to save the preprogrammed file data and
edited “application” information to RAM (temporary
memory).
2. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter] (see Figure 5.00-25).
3. The confirmation screen shown in Figure 5.00-26
appears. Press [Y] to confirm save to RAM.
4. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Once the data-set has been saved to RAM,
a confirmation of the save to RAM appears. The LCD
display on the AFM module will briefly read
“Waukesha CEC Lean-Burn,” then the normal AFM
LCD displays will appear.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than five
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
5. Press any key to continue.

Figure 5.00-25: Saving Options Menu

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Figure 5.00-26: Confirmation of Save to RAM
ESTABLISHING ENGINE START POSITION
Engine start position is a programmable stepper motor
position used to set gas over air (gas/air) at a value that
is favorable for engine starting. Most values stored in the
preprogrammed files should be reasonable for initial
programming of the AFM module. However, some
modification to the stepper motor “START position”
setting may be required to facilitate engine starting.
Complete the following steps to establish engine start
position. For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
5.00-16
2. Locate the applicable Lean Burn Control Worksheet
used to record desired gas/air setting. (Original
worksheet found in back of manual.) Review the
desired gas/air pressure setting recorded on the
front of your Lean Burn Control Worksheet. If desired
gas/air pressure setting is not recorded on your
worksheet, see ESTABLISHING DESIRED GAS /
AIR PRESSURE SETTING (WITH OR WITHOUT
AFM COMPONENTS INSTALLED) on page 2.00-1
to establish desired gas/air setting.
3. Measure current gas/air pressure with a manometer.
4. Use the AFM module’s manual adjustment keys
(<LEFT/RIGHT RICH> and <LEFT/RIGHT LEAN>)
on the AFM module keypad to change gas/air
pressure as required to duplicate desired gas/air
setting. Once current gas/air setting on the
manometer is equal to desired gas/air, the stepper
motor “START” position can be set.
NOTE: For more information on the keypad functions to
make adjustments, AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
5. Press <DISP SEL> on the AFM keypad to scroll
through LCD display messages until the “L/R
STEPPER = XXXXX” message is shown.
6. Record the stepper position displayed on the AFM
module’s LCD display (L/R STEPPER = XXXXX) on
the “Stepper Start Position” space provided on the
front of your worksheet.
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NOTE: For VHP vee engines, complete Steps 1 – 6 for 12. Several screens will appear indicating that the data-
both the left bank and right bank stepper motors. set is being saved to RAM. The LCD display on the
7. On your PC, press [Enter] or use the arrow keys until AFM module will read “EXECUTION STOPPED BY
the cursor is in the left/right “START POS.” field on USER.” Press any key to continue after the save to
the Edit Screen (see Figure 5.00-27). RAM is complete.

8. Enter the stepper position in the left/right “START
POS.” field on the Edit Screen and press [Enter] (see
Figure 5.00-28).
NOTE: Each time modifications are made to the data-
set, the data-set must be saved to RAM before the edited
values affect control of the AFM system and can be
tested. Simply editing the values on the AFM User
Interface Program screens will not influence AFM
system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
9. Press [F10] to save the edited start position
information to RAM (temporary memory).
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 5.00-40 to save your data-set to disk.
13. Return to the Main Menu by pressing [Esc]. Figure
5.00-29 appears on the screen warning you to save
any changes made to the data-set before exiting.
Since the data-set has already been saved to RAM,
press [Y] to return to the Main Menu.

Figure 5.00-27: Stepper Motor START Position Field

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Figure 5.00-28: Entering Stepper Motor START Position

Figure 5.00-29: Confirmation of Exit to Main Menu

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MONITORING SYSTEM OPERATION
USING THE VIEW SERIAL LINK SCREEN
This section provides an explanation of the information
on the View Serial Link Screen and allows you to monitor
the AFM system operation after applying power to the
module and starting the engine.
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] (see Figure 5.00-30). The information
shown on the View Serial Link Screen (see Figure
5.00-31) represents the current status of your AFM
system. This includes information on the oxygen
sensor, stepper position and pressures.
Figure 5.00-30: AFM User Interface Program Main Menu
5.00-19
NOTE: Since the engine may not be running and the
oxygen sensors and pressure transducer(s) not
connected, the alarms shown would be correct for the
current conditions. These same alarms would also be
indicated on the AFM LCD display.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. If AFM system alarms are activated, acknowledge
the alarms by pressing <ALARM ACK> on the AFM
module keypad. Wait for the “WORKING” message
to disappear from the AFM LCD display (about 5
seconds). The yellow alarm LED will turn off, the
“ALARMOUTPUT ACTIVE” message on the PC
screen will clear, and the Error Out terminal within
the AFM module will close. However, the alarm(s)
will still be indicated on the View Serial Link Screen
and LCD display.
3. If the “L Status” and “R Status” fields are in automatic,
press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module to put the AFM
module in manual control.
4. Verify that the stepper motor(s) is properly
connected.
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Figure 5.00-31: View Serial Link Screen
NOTE: You cannot set the stepper motor(s) to the
START position if the intake manifold pressure is greater
than 17 psia. If you press <F1> and then <STRT POS>
when the intake manifold pressure is greater than 17
psia, a message will be displayed on the LCD telling you
that the request was ignored because the engine is
loaded.
5. Set the stepper motor(s) to the “START Position” by
pressing and releasing <F1>, then <STRT POS> on
the AFM module keypad. The AFM LCD display will
show “MOVING L STEPPER TO START POSITION”
The left and right “Status” messages on the View
Serial Link Screen will change to “MOTOR RESET”
during the positioning activity. Once the left bank has
been moved, the AFM module will move the right
bank stepper motor (if applicable). Allow up to 3
minutes for this process. After the stepper motor(s)
has been moved to the START position, the normal
LCD displays resume. If the normal LCD displays do
not resume within 5 minutes, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on
page 6.00-1.
6. Start the engine.
5.00-20
7. Recheck the power at the AFM module under worst
case conditions. The engine ignition and any other
electrical devices to be driven by the same power
supply as the AFM module must be operating. Peak-
to-peak voltage variations must not exceed two
volts. This measurement must be taken with an
oscilloscope. See AFM SYSTEM ELECTRICAL
CONNECTIONS on page 2.05-1 for AFM system
power specifications.
! WARNING
Before making terminal block
connection(s) within the AFM
module, the area should be
purged of all known hazardous
atmospheres because there is
potential for sparks.
8. Reconnect the analog and lean burn oxygen sensor
connections terminal blocks to the headers inside
the AFM module (see Figure 5.00-32).
FORM 6286-2
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 LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
11. Adjust engine load to manufacturer’s rated load and
rated speed.
12. Use the manual adjustment keys (<LEFT/RIGHT
RICH> and <LEFT/RIGHT LEAN>) on the front of the
AFM module and an oxygen meter to adjust the air/
fuel to the desired running point.
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
13. Locate the potentiometer labeled TP4A (VHP vees
– left bank only, VHP inlines, VGFs and ATGLs) and
TP4B (VHP vees – right bank only) inside the AFM
Figure 5.00-32: Analog and Sensor Reconnections
module (see Figure 5.00-33). Using a small
9. Allow the engine to warm up. screwdriver, adjust the potentiometer(s) inside the
10. Set the engine speed to normal operating conditions AFM module until the sensor voltage on the View
and the load to at least 60 BMEP. Serial Link Screen is 2.500 volts. Turning clockwise
decreases the voltage; turning counterclockwise
Once the engine is running to at least 60 BMEP, the
increases the voltage.
sensor voltages should begin to fluctuate and the
intake manifold pressure readings will begin to
change according to speed and load. These can be
monitored on the View Serial Link Screen.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
As soon as the left and right exhaust temperatures
exceed the “Lo-Temp” value [390°C (734°F) for
VHP/VGF and 475°C (887°F) for ATGL], the left and
right “Status” messages on the View Serial Link
Screen will change from “MAN. WARM-UP” to
“MANUAL” (see Figure 5.00-34).
NOTE: The warmup process for the sensor block can Figure 5.00-33: Potentiometer Adjustment
take at least 30 minutes for ATGL engines and 50
minutes for VHP/VGF engines.

FORM 6286-2
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LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
Figure 5.00-34: AFM Module in Manual Mode
14. Enable “AUTOMATIC” control by pressing the
<AUTO OPER> key on the AFM module keypad.
The left and right “status” shown on the View Serial
Link Screen will change to AUTOMATIC. The AFM
module will begin adjusting the “stepper” position(s)
to control the engine’s air/fuel ratio.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system. “RICH LIMIT” or
“LEAN LIMIT” errors are good indicators that the
carburetor screw(s) needs adjusting.
15. To permit significant rich and lean adjustments to the
AFM system, it may be necessary to adjust the
carburetor screw(s) so the AFM system controls
close to the middle of the stepper motor range. Once
the AFM system has gained control of the air/fuel
ratio (sensor voltage readings are very near sensor
set-point), adjust the carburetor screws until the
AFM system is controlling close to the middle of the
stepper motor range: 10,000 steps (out of 20,000
steps) for 66, 66Z, S201, S211, 133L regulators or
2900 steps (out of 5800 steps) for 99, 1098
regulators.
5.00-22
16. Once you are satisfied that the AFM system is
controlling air/fuel ratio for the engine and no errors
occur, continue with FINE-TUNING AFM
PROGRAMMING FOR LEAN BURN
APPLICATIONS on page 5.00-22 to adjust the
system for optimum air/fuel ratio control.
FINE-TUNING AFM PROGRAMMING FOR
LEAN BURN APPLICATIONS
Once initial programming of the AFM module is
complete and the preliminary data-set is saved to RAM,
the AFM module must be “fine-tuned” for optimum air/
fuel ratio control. To fine-tune the AFM module it will be
necessary to determine oxygen sensor target voltage(s)
and stepper motor rich/lean limits.
A worksheet is provided to help you in determining the
programmable limits required in programming the AFM
module. Each worksheet is two sided. The front of the
worksheet applies to primary fuel values. The back of the
worksheet applies to secondary fuel values. Since you
are programming for a single fuel application, you need
to only complete the front of the worksheet.
FORM 6286-2
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 LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
If your engine application requires very precise control
of air/fuel ratio at various engine loads to meet emissions
regulations, follow the procedure labeled GATHERING
DATA FOR VARIABLE OXYGEN SENSOR
SETPOINTS on page 5.00-23. If, however, such
precise control is not required, follow the procedure
labeled GATHERING DATA FOR CONSTANT
OXYGEN SENSOR SETPOINTS on page 5.00-29.
Figure 5.00-35: Sample Air / Fuel Ratio Curve With Stepper Motor Limits – ATGL Engines
GATHERING DATA FOR VARIABLE OXYGEN
SENSOR SETPOINTS
Very precise control of air/fuel ratio to meet emissions
regulations is achieved by determining and
programming sensor voltage and lean/rich limits at
various engine loads. Complete the front of the
applicable Lean Burn Control Worksheet for variable
oxygen sensor set-points by following the steps in this
section.
NOTE: If very precise air/fuel ratio control is NOT
required at various engine loads to meet emissions
regulations, follow the procedure labeled GATHERING
DATA FOR CONSTANT OXYGEN SENSOR
SETPOINTS on page 5.00-29.
The AFM system adjusts the stepper motor between two
programmable limits while trying to maintain the oxygen
sensor set-point voltage. The lean and rich limits, which
define the stepper motor adjustment range, are
determined by establishing an air/fuel ratio curve.
5.00-23
NOTE: For VHP inline, all VGF, and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
Figure 5.00-35 illustrates a sample air/fuel ratio curve.
Combustion instability occurs when combustion
pressure within the engine diminishes as load is
reduced. The combustion stability limit is the point where
combustion is no longer stable and exhaust oxygen is
not a good indicator of air/fuel ratio.
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen
increases sharply (using an O2 meter). This sharp
increase indicates the combustion stability limit. If
detection is difficult, an alternative is to make the
combustion stability limit point 60 BMEP. Generally,
loads greater than 60 BMEP have stable combustion.
1. Locate your green Lean Burn Control Worksheet
(see Table 5.00-3 for sample worksheet). Original
worksheets are located in back of manual. One
green worksheet applies to ATGL engines and the
other applies to VHP/VGF engines. The map-points
are different for ATGL and VHP/VGF engines. Make
sure you use the worksheet that applies to your
engine application. Each worksheet is two-sided.
Record values for single fuel applications on the front
of the worksheet.
FORM 6286-2
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LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
3. Adjust engine load for generator sets, or load and
speed for compressors, until the HIGHEST map-
point (intake manifold pressure, psia) achievable
with manufacturer’s ratings is met as indicated on
the View Serial Link Screen (see Table 5.00-3).
NOTE: The highest map-point in see Table 5.00-3 is
52.0 psia. If, however, manufacturer’s rated load for your
application is in-between map-points, adjust engine load
to the next lower map-point. For example, if rated load
is 48.0 psia, then adjust engine load to map-point 45.0
psia (see Table 5.00-3).
5.00-24
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.
4. Using an exhaust analyzer (O2 meter), adjust the air/
fuel ratio by pressing <LEFT LEAN> and <LEFT
RICH> on the keypad until the desired oxygen level
is met for the map-point. For VHP vee engines,
repeat this step for the engine’s right bank using the
“right” keypad buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
FORM 6286-2
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 LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
Table 5.00-3: View Serial Link Screen and Lean Burn Control Worksheet (ATGL Engines) – Variable Setpoints

NOTE: The values in this table are for reference ONLY.
Actual values are specific to your engine application.
5. Locate the potentiometer labeled TP4A (VHP vees
– left bank only, VHP inlines, VGFs, and ATGLs) and
TP4B (VHP vees – right bank only) inside the AFM
module (see Figure 5.00-36). Using a small
screwdriver, adjust the potentiometer(s) inside the
AFM module until the sensor voltage on the View
Serial Link Screen is 2.500 volts. Turning clockwise
decreases the voltage; turning counterclockwise
increases the voltage.

FORM 6286-2
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LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
NOTE: The potentiometer is only adjusted for the
highest achievable map-point.
6. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Set-Point”
column on the front of your worksheet (see Table
5.00-3).
7. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position”
column on the front of your worksheet (see Table
5.00-3).
Figure 5.00-36: Potentiometer Adjustment
! WARNING
Never set the rich limit above 5
!
inch-Hg (127 mm-Hg) gas/air
pressure.
8. Determine a lean and rich limit for the map-point
following the guidelines below and Figure 5.00-37:
• At engine loads above the combustion stability
limit, current recommendations are to set the lean/
rich limits ± 2 air/fuel ratios (± 1 percent oxygen)
or less.
5.00-26
• At engine loads below the combustion stability
limit, the lean/rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting. The starting point
can then be modified as required to achieve
desired operation. For example: If prior to
programming the AFM system the gas/air setting
was 10 inch-H2O (254 mm-H2O), use the stepper
motor limits to permit only 10 inch-H2O (254 mm-
H2O) gas/air below the combustion stability limit.
Use a manometer to make this measurement.
NOTE: Stepper motor lean and rich limits (± 2 air/fuel
ratios) can be determined by moving ±1 air/fuel ratio and
doubling the change in stepper position. For example:
An engine at desired running point has a stepper position
of 1,500 steps. The engine is adjusted +1 air/fuel ratio
and stepper position is 1,400 steps. The change in
stepper position for +1 air/fuel ratio is 100 steps (1,500
– 1,400 = 100). Doubling this value, stepper motor
change for +2 air/fuel ratios is 200 steps. Therefore, the
lean limit stepper position is 1,300 steps (1,500 – 200 =
1,300).
9. Adjust the air/fuel ratio by pressing <LEFT LEAN>
on the keypad until the desired lean limit is achieved
based on the guidelines in Step 8. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
10. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on the
front of your worksheet (see Table 5.00-3).
11. Adjust the air/fuel ratio by pressing <LEFT RICH> on
the keypad until the desired rich limit is achieved
based on the guidelines in Step 8. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
12. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
front of your worksheet (see Table 5.00-3).
NOTE: For map-points greater than rated load, use the
same values in the table columns as the rated map-point.
13. Complete the front of the Lean Burn Control
Worksheet. Adjust engine load to the next lower
map-point and adjust the air/fuel ratio until the
desired oxygen level is met. Then complete Steps 6
– 12. Repeat procedure for each intake manifold
pressure map-point to complete the front of the
worksheet.
FORM 6286-2
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 LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
14. After the front of the Lean Burn Control Worksheet
is complete, continue with PROGRAMMING THE
LEAN BURN CONTROL VALUES on page 5.00-
35.
NOTE: Figure 5.00-38 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.

Figure 5.00-37: Oxygen Sensor Response vs. Exhaust

Oxygen Concentrations for Various Air / Fuel Ratios –
Lean Burn ONLY

FORM 6286-2
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LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS

Figure 5.00-38: Programming Scenario for Lean Burn Control (Variable Oxygen Sensor Setpoints)

FORM 6286-2
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 LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS

Figure 5.00-39: Sample Air / Fuel Ratio Curve With Stepper Limits – ATGL Engines
NOTE: Desired air/fuel ratio and stepper limits can be programmed for various loads. The values in this table are for
reference ONLY. Actual values are specific to your engine application.

GATHERING DATA FOR CONSTANT OXYGEN Figure 5.00-39 illustrates a sample air/fuel ratio curve
SENSOR SETPOINTS with constant oxygen sensor set-points. Combustion
instability occurs when combustion pressure within the
Control of air/fuel ratio to meet emissions regulations at
engine diminishes as load is reduced. The combustion
a constant oxygen sensor setpoint is achieved by
stability limit is the point where combustion is no longer
determining sensor voltage and rich/lean limits at rated
stable and exhaust oxygen is not a good indicator of air/
engine load. Complete the front of the Lean Burn Control
fuel ratio.
Worksheet for constant oxygen sensor setpoints by
following the steps in this section. The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen
NOTE: If very precise air/fuel ratio control is required at
increases sharply (using an O2 meter). This sharp
various engine loads to meet emissions regulations,
follow the procedure labeled GATHERING DATA FOR increase indicates the combustion stability limit. If
VARIABLE OXYGEN SENSOR SETPOINTS on page detection is difficult, an alternative is to make the
5.00-23. combustion stability limit point 60 BMEP. Generally,
loads greater than 60 BMEP have stable combustion.
The AFM system adjusts the stepper motor between two
programmable limits to maintain the oxygen sensor set-
point voltage. The lean and rich limits, which define the
stepper motor adjustment range, are determined by
establishing an air/fuel ratio curve.

FORM 6286-2
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LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS

Figure 5.00-40: Potentiometer Adjustment

1. Locate your Lean Burn Control Worksheet (see
Table 5.00-4 for sample worksheet). Original
worksheets are located in back of manual. One
worksheet applies to ATGL engines and the other
applies to VHP/VGF engines. The map-points are
different for ATGL and VHP/VGF engines. Make
sure you use the worksheet that applies to your
engine application. Each worksheet is two-sided.
Record values for single-fuel applications on the
front of the worksheet.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
3. Adjust engine load to manufacturer’s rated load and
rated speed.
4. Using an exhaust analyzer (O2 meter), adjust air/fuel
ratio by pressing <LEFT LEAN> and <LEFT RICH>
on the AFM module keypad until the desired oxygen
level is met. For VHP vee engines, repeat this step
for the engine’s right bank using the “right” keypad
buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400-step (1
turn) change is made to stepper position.
5. Locate the potentiometer labeled TP4A (VHP vees
– left bank only, VHP inlines, VGFs and ATGLs) and
TP4B (VHP vees – right bank only) inside the AFM
module (see Figure 5.00-40). Using a small
screwdriver, adjust the potentiometer(s) inside the
AFM module until the sensor voltage on the View
Serial Link Screen is 2.500 volts. Turning clockwise
decreases the voltage; turning counterclockwise
increases the voltage.
NOTE: The potentiometer is only adjusted for the
highest achievable map-point.

FORM 6286-2
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 LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
Table 5.00-4: View Serial Link Screen and Lean Burn Control Worksheet (ATGL Engines) – Constant Setpoints

NOTE: The values in this table are for reference ONLY.
Actual values are specific to your engine application.
6. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Set-Point”
column for each map-point on the front of your
worksheet (see Table 5.00-4).
7. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position”
column on the front of your worksheet for each map-
point above the combustion stability limit (see Table
5.00-4).

FORM 6286-2
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LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
8. With the engine running at manufacturer’s rated
load, determine a lean and rich limit for the map-
points above the combustion stability limit. Current
recommendations are to set the lean and rich limit to
± 2 air/fuel ratios (± 1 percent oxygen) or less when
programming constant oxygen sensor set-points
(see Figure 5.00-41).
Figure 5.00-41: Oxygen Sensor Response vs. Exhaust
Oxygen Concentrations for Various Air / Fuel Ratios –
Lean Burn ONLY
! WARNING
Never set the rich limit above 5
!
inch-Hg (127 mm-Hg) gas/air
pressure.
9. Using an exhaust analyzer, lean air/fuel ratio by +2
air/fuel ratios by pressing <LEFT LEAN> on the
keypad. For VHP vee engines, repeat this step for
the engine’s right bank using the “right” keypad
buttons.
10. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on the
front of your worksheet for each map-point above the
combustion stability limit (see Table 5.00-4).
11. Using an exhaust analyzer, richen air/fuel ratio by -4
air/fuel ratios (-2 from desired oxygen level) by
pressing <LEFT RICH> on the keypad. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
5.00-32
12. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
front of your worksheet for each map-point above the
combustion stability limit (see Table 5.00-4).
13. At map-points below the combustion stability limit,
the lean and rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting. The starting point
can then be modified as required to achieve desired
operation. For example: If prior to programming the
AFM system the gas/air setting was 10 inch-H2O
(254 mm-H2), use the stepper motor limits to permit
only 10 inch-H2O (254 mm-H2) gas/air below the
combustion stability limit. Use a manometer to make
this measurement. Complete the substeps that
follow for each map-point below the combustion
stability limit.
a. Reduce load to a map-point below the
combustion stability limit.
b. Adjust air/fuel ratio by pressing <LEFT LEAN>
on the keypad until the desired lean limit is
achieved based on the guidelines in Step 13. For
VHP vee engines, repeat this step for the
engine’s right bank using the “right” keypad
buttons.
c. Record the stepper position displayed on the
View Serial Link Screen in the “Lean Limit”
column on the front of your worksheet (see Table
5.00-4).
d. Adjust the air/fuel ratio by pressing <LEFT
RICH> on the keypad until the desired rich limit
is achieved based on the guidelines in Step 13.
For VHP vee engines, repeat this step for the
engine’s right bank using the “right” keypad
buttons.
e. Record the stepper position displayed on the
View Serial Link Screen in the “Rich Limit”
column on the front of your worksheet (see Table
5.00-4).
f. Repeat Steps a – efor each intake manifold
pressure map-point below the combustion
stability limit to complete the front of your Lean
Burn Control Worksheet.
14. After the front of the Lean Burn Control Worksheet
is complete, continue with PROGRAMMING THE
LEAN BURN CONTROL VALUES on page 5.00-
35.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
NOTE: Figure 5.00-42 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.

FORM 6286-2
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LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS

Figure 5.00-42: Programming Scenario for Lean Burn Control (Constant Oxygen Sensor Setpoints)

FORM 6286-2
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 LEAN BURN PROGRAMMING – SINGLE FUEL APPLICATIONS
PROGRAMMING THE LEAN BURN
CONTROL VALUES
This section provides the programming steps for
entering the setpoint values determined in the previous
section, FINE-TUNING AFM PROGRAMMING FOR
LEAN BURN APPLICATIONS on page 5.00-22. You will
be programming the values recorded on your Lean Burn
Control Worksheet.
1. Press [Esc] to return to the Main Menu.
2. Highlight “Edit/Create Setup” on the Main Menu and
press [Enter] (see Figure 5.00-43).
Figure 5.00-43: AFM User Interface Program Main Menu
3. The Edit/Create Setup Menu shown in Figure
5.00-44 appears. Highlight “Retrieve from AFM” and
press [Enter].
Figure 5.00-44: Edit/Create Setup Menu
NOTE: See Figure 5.00-45 while editing the data-set.
5.00-35
4. After the Edit Screen appears, type in any comments
regarding AFM programming or revise existing
comments at the “Comments:” field. Typically,
comments include site, engine number, and date
information.
NOTE: When the cursor is moved between entry
locations, the bottom line of the Edit Screen will show a
brief explanation and limits for that entry.
5. Press [Enter] to move from the “Comments:” field to
the “Setpoint” field. It is not recommended that this
temperature value be changed.
6. Position the cursor in the “Gain” field. Gain
influences how large a change is made to the
stepper motor position when the oxygen sensor
signal is not within the specified tolerance around the
sensor target (setpoint) voltage. A larger gain value
will result in a larger change. Adjust the gain value to
give the desired rate of response.
7. Using the down arrow key, position the cursor in the
“Lo-Temp” field. Although the high and low
temperature limits can be modified, it is not
recommended that these two values be changed.
The “Lo-Temp” value should not be set below 475°C
(887°F) for ATGL engines and 390°C (734°F) for
VHP/VGF engines because that temperature is the
minimum for correct oxygen sensor operation. The
“Hi-Temp” value should not be set above 545°C
(1,013°F) for ATGL engines and 460°C (860°F) for
VHP/VGF engines.
8. Press [Enter] until the cursor is positioned in the left
“O2 S-P” column. Using your Lean Burn Control
Worksheet, enter all the “O2 Set-Points (S-P),” “Lean
Limit,” and “Rich Limit” values for each intake
manifold pressure map-point. Press [Enter] after
each value is entered to work down through each
column.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: Each time modifications are made to the data-
set it must be saved to AFM RAM (temporary memory)
for evaluation. Simply editing the values on the PC
screen will not change AFM operation.
9. Press [F10] to save the Edit Screen values to RAM
(temporary memory) for testing.
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
FORM 6286-2
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12. Several screens will appear indicating that the data- 13. To return to the Main Menu, press [Esc]. Figure
set is being saved to RAM. The LCD display on the 5.00-46 appears on the screen warning to save
AFM module will read “EXECUTION STOPPED BY changes that were made to the data-set before
USER.” Press any key on your computer to continue exiting. Since the data-set has already been saved
after the save to RAM is complete. to RAM, press [Y] to return to the Main Menu.
NOTE: If the “EXECUTION STOPPED BY USER” 14. Place the AFM module in automatic mode by
message persists on the AFM display for more than five pressing <AUTO OPER> on the AFM keypad.
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 5.00-40 to save your data-set to disk.

Figure 5.00-45: Editing the Data-Set on the Edit Screen

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Figure 5.00-46: Confirmation of Exit to Main Menu
CHECKING AFM SYSTEM PERFORMANCE
AFTER PROGRAMMING
Complete the following steps to check ease of starting
the engine based on the start position and data-set
values programmed.
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] to return to the View Serial Link Screen.
2. Monitor AFM system performance. The response
must be fast enough to meet site requirements,
however, not so fast that it causes instability. If the
system is too slow, go back to the Edit Screen and
increase the “Gain” setting. To test the setting
changes, you must save your changes to RAM by
pressing [F10], selecting “Test Data on AFM” from
the Saving Options Menu, pressing [Enter], and then
pressing [Y]. Return to the View Serial Link Screen
to monitor AFM system performance. Continue
adjusting the “Gain” setting on the Edit Screen until
the speed of response is satisfactory.
Steps 3 – 7 are completed to check ease of starting
the engine based on the start position programmed.
3. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
5.00-37
4. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down the engine and allow it to cool
for several minutes.
NOTE: You cannot set the stepper motor(s) to the
START position if the intake manifold pressure is greater
than 17 psia. If you press <F1> and then <STRT POS>
when the intake manifold pressure is greater than 17
psia, a message will be displayed on the LCD telling you
that the request was ignored because the engine is
loaded.
5. Press and release <F1>, then <STRT POS> on the
AFM module keypad to test the START position. The
AFM LCD display will show “MOVING L STEPPER
TO START POSITION.” The left and right “Status”
messages on the View Serial Link Screen will
change to “MOTOR RESET” during the positioning
activity. Once the left bank has been moved, the
AFM module will move the right bank stepper motor
(if applicable). Allow up to 3 minutes for this process.
After the stepper motors have been moved to the
START position, the normal LCD displays resume.
If the normal LCD displays do not resume within 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
6. Attempt to start the engine to check ease of starting.
NOTE: Consider “cold” starts when modifying START
position.
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7. If necessary, modify the START position by
changing the START position on the Edit Screen and
saving changes to RAM to test. Repeat the check
until the engine starts well.
8. Once you are satisfied with AFM system
performance and ease of starting, return to the Main
Menu.
9. Continue with the next section SAVING DATA-SET
TO ROM on page 5.00-38.
SAVING DATA-SET TO ROM
Once you create a data-set, test the data-set in RAM
(temporary memory), and are satisfied with the AFM’s
air/fuel control, the data-set must be saved to permanent
memory (ROM). Complete the steps in this section to
save your data-set to ROM.
NOTE: The AFM system allows five saves to ROM
(permanent memory). All data-sets should be carefully
evaluated in RAM (temporary memory) before storing to
ROM. Once ROM has been fully configured, the core
EPROM chip in the AFM module must be replaced to
permit further saves to permanent memory. See
EPROM CHIP REPLACEMENT on page 6.05-1 for
EPROM replacement instructions.
1. Highlight “Edit/Create Setup” from the Main Menu to
return to the Edit Screen and press [Enter].
2. Highlight “Retrieve from AFM” and press [Enter].
NOTE: The “Test Data on AFM” option from the Save
Options Menu allows a program to be run in the AFM
module’s temporary memory (RAM). This may be used
for troubleshooting so that the ROM memory space is
conserved. The contents of RAM are lost whenever
power to the AFM module is removed.
3. Highlight “Configure AFM Memory” on the Save
Options Menu and press [Enter].
4. When the confirmation screen appears as shown in
Figure 5.00-47 press [Y].
NOTICE
Do not disturb the serial cable, interrupt the AFM
module power, or interrupt computer power while
configuring memory. If disturbed or disconnected
during the saving process, the core EPROM chip in
the AFM module may become corrupted and may
need to be replaced.
5.00-38
5. When the verification screen appears as shown in
Figure 5.00-48 press [Y].
6. Several screens will appear indicating that the data-
set is being saved to ROM (permanent memory on
the core EPROM chip inside the AFM module). Once
the data-set has been saved to ROM, the message
shown in Figure 5.00-49 appears.
NOTE: The AFM allows five saves to ROM. Once ROM
has been fully configured, the core EPROM chip in the
AFM module must be replaced to permit further saves
to permanent memory.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 5.00-40 to save your data-set to disk.
7. Press any key on your computer to return to the Edit
Screen.
NOTE: If the power to the AFM is inadequate (less than
21.6 volts) or excessively “dirty” (more than 2 volts peak-
to-peak ripple), the programming operation may not be
successful. An unsuccessful store to “ROM” will result in
the error message illustrated in Figure 5.00-50. Should
this error occur, the core EPROM chip must be replaced
and the true cause for the failure corrected. See EPROM
CHIP REPLACEMENT on page 6.05-1 for core
EPROM replacement instructions. Press any key on
your computer to continue.
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Figure 5.00-47: Confirmation of Save to ROM

Figure 5.00-48: Verification to Store New Values to ROM

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Figure 5.00-49: Verification Screen of Save to ROM
SAVING DATA-SET TO DISK
The new data-set should be stored to a floppy/hard disk
and to “permanent” memory (ROM) as the previous
section explains. Data-sets are assigned filenames and
saved on disk so you can retain the data-set for future
reference. Each time a new program is saved to ROM,
the previous program can no longer be retrieved. The
only way to keep track of old programs is to save the
data-file to disk or with printed copies.
NOTE: If you want to retrieve a data-set saved to disk,
see RETRIEVING A SAVED DATA-SET on page 5.00-
43.
1. With the Edit Screen displayed, press [F10] to save
your data-set to disk.
2. Highlight “Save Data to Filename” from the Saving
Options Menu and press [Enter].
3. Enter a filename according to the following
procedure (see Figure 5.00-51). Read all three steps
prior to saving the file to the disk.
a. Locate the engine’s serial number on the
nameplate.
5.00-40
b. If the engine has a “C-” number, remove the “C-”
and the “/” from the number. Example:
C-10768/01 would give a root file name of
“1076801”. If the engine does not have a “C-”
number use all six digits in the serial number for
the filename.
c. The first time the configuration is saved to the
disk add an “A” to the end. This is to indicate that
this is the first save of this configuration. If
changes are made to the configuration, save the
next file with the same numerical information and
change the suffix letter to “B.” Continue in this
manner for each revision to the file.
Once eight characters have been entered, the
file will automatically be saved to the disk from
where the AFM User Interface Program was
accessed. If the filename is less than eight
characters, press [Enter] to save.
NOTE: When saving to disk, the data-set will be saved
to the drive and directory where the AFM User Interface
Program was accessed.
4. Press [ESC] to return to the Main Menu.
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5. If the data-set for your engine has been saved to
ROM and a file on disk, confirm the exit to the Main
Menu by pressing [Y] (see Figure 5.00-52). The Main
Menu appears (see Figure 5.00-53). If you have not
saved the data-set to ROM (permanent memory),
press [N] and see SAVING DATA-SET TO ROM on
page 5.00-38.

Figure 5.00-50: Programming Error Message

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Figure 5.00-51: Input Data-File Name Screen

Figure 5.00-52: Confirmation of Exit to Main Menu

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Figure 5.00-53: AFM User Interface Program Main Menu
RETRIEVING A SAVED DATA-SET
The data-sets that are saved to disk (not RAM or ROM)
and assigned a filename can be retrieved following the
steps in this section.
NOTE: If you want to save a data-set to disk, see
SAVING DATA-SET TO DISK on page 5.00-40.
1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
Setup” and press [Enter] (see Figure 5.00-53).
2. On the next menu highlight “Retrieve from Filename”
and press [Enter] (see Figure 5.00-54).
Figure 5.00-54: Edit/Create Setup Menu
3. Highlight the filename (serial number) you want to
open and press [Enter] (see Figure 5.00-55). The
information that is shown on your PC screen is
information that has been saved in a file and was not
retrieved from the AFM module’s RAM or ROM.
NOTE: The retrieved file’s data-set must be saved to
RAM or ROM before the displayed data-set values affect
control of the AFM system.
5.00-43
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: If you want to save an opened file to ROM
(permanent memory), see SAVING DATA-SET TO
ROM on page 5.00-38.
Figure 5.00-55: File Select Menu
POST-PROGRAMMING CHECKS
Two post-programming checks must be completed to
confirm that the data-set created was successfully
stored to ROM. The procedures that follow take you
step-by-step through the post-programming checks.
NOTE: Print copies of your data-set or save your data-
set to a file for future reference before completing the two
post-programming checks.
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM
Check 1 confirms that the data-set was successfully
stored in ROM on the core EPROM chip.
NOTE: Programs saved to the EPROM will be retained
even if power to the AFM module is interrupted.
Programs saved to RAM will be lost when power to the
AFM module is disconnected. The AFM can detect when
an evaluation data-set is being tested in RAM and has
not been saved to ROM. If you attempt to leave the AFM
User Interface Program without saving the evaluation
data to ROM, a warning will be displayed.
1. With the Main Menu showing on your screen,
highlight “Edit/Create Setup” and press [Enter].
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2. Highlight “Retrieve from AFM” on the next menu and
press [Enter]. Several messages appear indicating
that the data-set is being retrieved from ROM.
3. The Edit Screen appears (see Figure 5.00-56).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 5.00-
43 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.

Figure 5.00-56: Edit Screen

CHECK 2: FINAL TEST OF AFM SYSTEM SETUP

Check 2 confirms that the data-set is not lost when the
AFM system is powered down and that the AFM system
will power up with the data stored in ROM.
1. Highlight “Quit” on the Main Menu and press [Enter]
(see Figure 5.00-57).

Figure 5.00-57: AFM User Interface Program Main Menu

2. Press “Y” to confirm that the program is to be exited.

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3. Disconnect power from the AFM module for a
minimum of five minutes.
4. Restore power to the AFM module.
5. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
6. The “Genuine Waukesha Parts” logo and version
identification screens appear briefly, followed by the
communications menu (see Figure 5.00-58). A dot
is located in parentheses next to “1.” Press [Enter] to
select communications port 1. If the DB-9 cable is
connected to a different port on your PC, use the
arrow keys on the keyboard to select the Figure 5.00-59: AFM User Interface Program Main Menu
corresponding port from the communications menu
and press [Enter] (typically: port 1 is correct). 8. The menu shown in Figure 5.00-60 appears.
Highlight “Retrieve from AFM” and press [Enter].
9. Observe which ROM location (ROMX) is being
retrieved.
10. The Edit Screen appears (see Figure 5.00-56).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.

Figure 5.00-58: Communications Menu

7. The AFM User Interface Program’s Main Menu
appears showing various program options available
(see Figure 5.00-59). Highlight “Edit/Create Setup”
and press [Enter].

Figure 5.00-60: Edit/Create Setup Menu

If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 5.00-
43 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.

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This Page Intentionally Left Blank

FORM 6286-2
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 SECTION 5.05
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
PROGRAMMING THE AFM MODULE FOR
LEAN BURN CONTROL
This section, Section 5.05 Lean Burn Programming –
Dual Fuel Applications, explains the procedures
required to program the AFM system for an engine with
dual fuel.
NOTE: When programming your AFM system for a
single fuel application, complete the programming steps
provided in Section 5.00 Lean Burn Programming –
Single Fuel Applications.
When programming for dual fuel applications you are
required to establish two data-sets, one for primary fuel
and one for secondary fuel. This section provides the
programming steps necessary to create a data-set for
each fuel.
If this is the initial startup of the AFM system on your
engine, complete ALL the procedures provided in this
section. If the AFM system has been operating, it may
be necessary only to complete applicable subsections
of the provided programming instructions.
OUTLINE OF SECTION 5.05
An outline with a description of the subsections included
in Section 5.05 is provided below.
Preprogramming Steps: Begins on page 5.05-2.
Provides the initial system checks that must be made
BEFORE applying power to the AFM module and
starting the engine.
User Interface Program Startup Steps: Begins on
page 5.05-2.
Provides the steps necessary to establish
communication between the AFM module and your PC.
Initial AFM Module Programming: Begins on page
5.05-5.
Provides 1) initial setup programming of the AFM
module by selecting a preprogrammed setup file; 2)
steps for editing engine application information; and 3)
steps for saving the setup file to RAM for testing.
5.05-1
PRIMARY FUEL PROGRAMMING
NOTE: The icon, “P”, appears in several
subheadings indicating programming
information that is only applicable to
primary fuel.
Switching to Primary Fuel: Begins on page 5.05-
18.
Provides the steps necessary to switch over to primary
fuel.
Establishing Engine START Position: Begins on
page 5.05-18.
Provides the programming steps necessary to modify
stepper motor START position to facilitate engine
starting for primary fuel.
Monitoring System Operation Using the View Serial
Link Screen: Begins on page 5.05-21.
Provides an explanation of the information on the View
Serial Link Screen and allows you to monitor the AFM
system after applying power to the module and starting
the engine on primary fuel.
Fine-Tuning AFM Programming for Lean Burn
Applications: Begins on page 5.05-24.
Provides the programming steps to fine-tune the AFM
system for optimum air/fuel control when operating on
primary fuel. You can either fine-tune the AFM system
for very precise control using variable set-points or fine-
tune the system with constant set-points. A worksheet is
provided to help you determine the programmable limits
for the data-set.
SECONDARY FUEL PROGRAMMING
NOTE: The icon, “S”, appears in several
subheadings indicating programming
information that is only applicable to
secondary fuel.
Switching to Secondary Fuel: Begins on page 5.05-
36.
Provides the steps necessary to switch over to
secondary fuel.
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Establishing Engine START Position: Begins on
page 5.05-36.
Provides the programming steps necessary to modify
stepper motor START position to facilitate engine
starting for secondary fuel.
Monitoring System Operation Using the View Serial
Link Screen: Begins on page 5.05-39.
Provides an explanation of the information on the View
Serial Link Screen and allows you to monitor the AFM
system after starting the engine on secondary fuel.
Fine-Tuning AFM Programming for Lean Burn
Applications: Begins on page 5.05-41.
Provides the programming steps to fine-tune the AFM
system for optimum air/fuel control when operating on
secondary fuel. You can either fine-tune the AFM system
for very precise control using variable set-points or fine-
tune the system with constant set-points. A worksheet is
provided to help you determine the programmable limits
for the data-set.
Programming the Lean Burn Control Values: Begins
on page 5.05-52.
Provides the programming steps for entering the data-
set values determined in the previous sections for
primary and secondary fuels.
Checking AFM System Performance After
Programming: Begins on page 5.05-54.
Provides the steps to check ease of starting the engine
based on the start position programmed for BOTH
primary and secondary fuels.
Saving Data-Set to ROM: Begins on page 5.05-54.
Provides the programming steps for saving the data-set
values to ROM (permanent memory).
Saving Data-Set to Disk: Begins on page 5.05-58.
Provides the programming steps for saving the data-set
values to a file on disk (to the drive and directory where
the AFM User Interface Program was retrieved).
Retrieving a Saved Data-Set: Begins on page 5.05-
60.
Provides the programming steps for retrieving a file that
was previously saved to disk.
Post-Programming Checks: Begins on page 5.05-
60.
Provides steps for completing two post-programming
checks that must be completed to confirm that the data-
set values which were created/modified were
successfully stored to ROM.
5.05-2
PREPROGRAMMING STEPS
Before applying power to the AFM system and with the
engine shutdown:
1. Review GENERAL AFM PROGRAMMING
INFORMATION on page 1.15-1 for computer
requirements, program layout, and saving
information.
2. Review AFM DISPLAY AND KEYPAD
INFORMATION on page 1.20-1 for a detailed
explanation of the AFM module’s keypad functions
and LCD display messages.
3. Complete the preprogramming checklist in
PRESTART INSTALLATION CHECKLIST on page
2.15-1 before continuing.
4. With the engine NOT running and power OFF,
disconnect the intake manifold pressure transducer
and lean burn oxygen sensor(s) by removing the
analog and lean burn oxygen sensor connections
terminal block from the headers inside the AFM
module (see Figure 5.05-1).
Figure 5.05-1: Analog, Sensor and Power Connections
Inside AFM Module
USER INTERFACE PROGRAM STARTUP
STEPS
The steps provided in this section describe how to
connect the DB-9 serial cable between your PC and the
AFM module and then establish communication
between system components.
1. Apply power to the AFM module. After applying
power, the “Power” and “Alarm” LEDs will light on the
front cover of the AFM. The LCD display on the AFM
module briefly displays “Waukesha CEC TEST” if
the core EPROM chip has not been previously
programmed. If the core EPROM was previously
programmed, the LED displays the current control
mode (for example: “Waukesha CEC Lean-Burn”).
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NOTE: Because you disconnected the intake manifold
pressure transducer and lean burn oxygen sensor(s) in
“Preprogramming Steps,” a list of system errors will be
displayed on the LCD display. Messages on the display
may include, but not necessarily be limited to, “O2
SIGNAL LO,” “IMP INPUT LO,” and “O2 TEMP LO.”
These messages are normal since these engine
parameters are below the test program limits with the
intake manifold pressure transducer and lean burn
oxygen sensor(s) disconnected.
2. The AFM module must be programmed to work with
site specific information in order for the AFM system
to function properly. To program the AFM module,
connect a standard DB-9 serial cable (male to
female) to the communications port (labeled P1A)
within the AFM module. This is the communications
port on the right (see Figure 5.05-2). Connect the
other end of the cable to the PC’s communications
port. Typically, this is port 1 (also referred to as COM
1, serial A, or serial 1).
NOTICE
Verify that the DB-9 serial cable is securely connected
to the appropriate computer port. If the serial cable is
disturbed or disconnected during the saving process,
the core EPROM chip in the AFM module may become
corrupted and may need to be replaced. Even
previously stored data-sets may no longer be
functional.
Figure 5.05-2: DB-9 Serial Cable Connection Inside AFM
Module
5.05-3
3. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
NOTE: The core and display EPROM chips must be
“matched” with the AFM User Interface Program version
number. If the versions of the EPROM chips are not the
same as the User Interface Program version number, the
potential for errant operation exists and programming
will not work. See EPROM CHIP REPLACEMENT on
page 6.05-1 for more information.
4. Once the AFM User Interface Program is open, the
“Genuine Waukesha Parts” Logo Screen appears
briefly, followed by the screen shown in Figure
5.05-3. The bottom line of this screen indicates what
software version of the AFM User Interface Program
you are using.
Figure 5.05-3: Software Version Identification
5. The Communications Menu appears automatically
(see Figure 5.05-4). A dot is located in a circle next
to “1.” Press [Enter] to select communications port
1. If the DB-9 cable is connected to a different port
on your PC, use the arrow keys on the keyboard to
select the corresponding port from the
communications menu and press [Enter] (typically:
port 1 is correct).
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Figure 5.05-4: Communications Menu
6. The AFM User Interface Program’s Main Menu
appears showing various program options available
(see Figure 5.05-5). Highlight “Edit/Create Setup”
and press [Enter].
Figure 5.05-5: AFM User Interface Program Main Menu
7. The Edit/Create Setup Menu shown in Figure
5.05-6 appears. Highlight “Retrieve from AFM” and
press [Enter].
5.05-4
Figure 5.05-6: Edit/Create Setup Menu
NOTE: If a communications error message appears
(see Figure 5.05-7), there is a communication problem
between your PC and the AFM module. Either there is
no power to the AFM module, the serial cable is not
connected to the correct communications port, the
computer is not configured correctly, the core EPROM
chip is corrupt, or the cable is defective. Verify that the
cable is connected to the correct communications port
on your PC. If it is not connected correctly, move the
cable to the correct communications port. Check the
general condition of the serial cable and replace the
cable if defective. See TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1 for more
troubleshooting information and core EPROM chip
replacement instructions. Press any key to continue.
8. If the AFM module has never been programmed for
an engine application, a message appears stating
the AFM module has been configured for test
purposes only (see Figure 5.05-8). Press any key to
return to the Main Menu and continue with INITIAL
AFM MODULE PROGRAMMING on page 5.05-
5. If the AFM system has been previously
programmed for another engine application, the
data-set for that engine application is displayed.
Note the following:
• If you want to program the AFM system using the
data-set displayed as a starting point continue with
the section, INITIAL AFM MODULE
PROGRAMMING on page 5.05-5.
• If you want to start from a preprogrammed setup
file (a new, engine specific data-set), press [Esc]
and then [Y] to return to the Main Menu. Continue
with the next section, INITIAL AFM MODULE
PROGRAMMING on page 5.05-5.
By completing Steps 1 – 8, communication between the
AFM module and your PC has been established.
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Figure 5.05-7: Communications Error Message

Figure 5.05-8: Test Program Message

INITIAL AFM MODULE PROGRAMMING 1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
After communication has been established between Setup” and press [Enter] (see Figure 5.05-9).
your PC and the AFM module, you can begin
programming for your specific engine application.
NOTE: For the purposes of this manual, the examples
and figures used are based on the programming of a
12V-ATGL engine. Although there are slight screen
variations for each engine family, the programming
steps presented in this manual are the same. The values
in the examples and figures are for REFERENCE ONLY.
Actual values are specific to your engine application.

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Figure 5.05-9: AFM User Interface Program Main Menu
2. Highlight “Retrieve from Filename” on the Edit/
Create Setup Menu and press [Enter] (see Figure
5.05-10). A list of preprogrammed files appears (see
Figure 5.05-11).
Figure 5.05-10: Edit/Create Setup Menu
5.05-6
Figure 5.05-11: File Select Menu
SELECTING A PREPROGRAMMED SETUP FILE
Preprogrammed setup files were developed to make
AFM module programming easier and faster. The values
stored in these files will get you started in creating a data-
set for your specific engine application. The values of the
preprogrammed files are generic and must be edited for
optimum air/fuel ratio control following the programming
procedures in this manual. It is recommended that you
use a preprogrammed file from this listing to program the
AFM module instead of starting with a new, nonsite-
specific (or blank) data-set. The preprogrammed setup
files vary with engine.
The preprogrammed setup files vary with engine
configuration and fuel regulator model. Example: All
VHP GL vee engines with Fisher 99 and 1098 regulators,
which includes VHP models 5108, 5790, 7042 and 9390,
use setup file ASETUP03 or LSETUP03. Similarly, VHP
models 2895 and 3521 use a common setup file.
1. Answer the following four questions before selecting
a preprogrammed setup file.
a. Is there an atmospheric pressure transducer
installed inside the AFM module? _______
To determine if an atmospheric pressure
transducer is installed, look inside the AFM
module. The atmospheric pressure transducer,
if installed, would be mounted in the bottom right
corner as shown in Figure 5.05-12.
b. What is the engine family: ATGL, VHP or VGF?
_______
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c. What is the engine configuration: inline or vee? 3. Using the arrow keys on the keyboard, scroll through
_______ the list of preprogrammed files on the File Select
d. What fuel regulator(s) is installed: Fisher Menu. Highlight the appropriate preprogrammed file
Controls Model 66, 66Z, S201, S211, 99, 1098 and press [Enter] (see Figure 5.05-13). The Edit
or 133L? _______ Screen appears displaying the preprogrammed
setup file information (see Figure 5.05-14).
NOTE: When the setup file appears on the Edit Screen,
it will show engine family, model, and fuel type
information for an engine model. This “application”
information is for reference only and will not affect AFM
system control.
NOTE: When programming with a preprogrammed
setup file, the Edit Screen will only contain values for a
single fuel. To program for dual fuel, continue with
EDITING ENGINE APPLICATION INFORMATION on
page 5.05-9. In the next section you program the
AFM system for dual fuel and for your specific site
requirements.
Figure 5.05-12: Atmospheric Pressure Transducer
Installed in AFM Module
2. After answering the four questions in Step 1,
carefully select the setup file from the tables
provided. Note the following:
• If your answer to Question 1 was “YES,” carefully
select the setup file from Table 5.05-1 that was
created for your engine application. Selecting the
wrong setup file may result in air/fuel control that
is less than optimum. The “A” in the filename
indicates that an atmospheric pressure transducer
is installed.
• If your answer to Question 1 was “NO,” carefully
select the setup file from Table 5.05-2 that was
created for your engine application. Selecting the
wrong setup file may result in air/fuel control that
is less than optimum. The “L” in the filename
indicates that the AFM system is being
programmed for lean burn control without an
atmospheric pressure transducer installed.
Figure 5.05-13: File Select Menu
NOTE: The preprogrammed files listed on the File
Select Menu but not included in Table 5.05-1 or Table
5.05-2 are preprogrammed setup files used when
programming rich burn applications (catalyst or best
power/economy control modes).

FORM 6286-2
5.05-7 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Figure 5.05-14: Preprogrammed Setup File ASETUP01 – Lean Burn Equipped ATGL Applications
Table 5.05-1: Preprogrammed Setup Files for Lean Burn
Control With Atmospheric Pressure Transducer
LEAN BURN CONTROL SETUP FILES WITH
ATMOSPHERIC PRESSURE TRANSDUCER
Filename Use For ...
12V-ATGL engines with one 99 or 1098
regulator and stepper (5,800 steps of
ASETUP01
adjustment) and with atmospheric
pressure transducer installed
8L-ATGL engines with one 99 or 1098
fuel regulator and stepper (5,800 steps of
ASETUP02
adjustment) and with atmospheric
pressure transducer installed
VHP vee engines with two 99 or 1098 fuel
regulators and steppers (5,800 steps of
ASETUP03
adjustment) and with atmospheric
pressure transducer installed
VHP inline engines with one 99 or 1098
fuel regulator and stepper (5,800 steps of
ASETUP04
adjustment) and with atmospheric
pressure transducer installed
VGF vee engines with one 66, 66Z, S201
or S211 fuel regulator and stepper
ASETUP05 (20,000 steps of adjustment) and with
atmospheric pressure transducer
installed
5.05-8
LEAN BURN CONTROL SETUP FILES WITH
ATMOSPHERIC PRESSURE TRANSDUCER
Filename Use For ...
VGF inline engines with one 66, 66Z,
S201 or S211 fuel regulator and stepper
ASETUP06 (20,000 steps of adjustment) and with
atmospheric pressure transducer
installed
VHP vee engines with two 66, 66Z, S201,
S211 or 133L fuel regulators and
ASETUP07 steppers (20,000 steps of adjustment)
and with atmospheric pressure
transducer installed
VHP inline engines with one 66, 66Z,
S201, S211 or 133L fuel regulator and
ASETUP08 stepper (20,000 steps of adjustment) and
with atmospheric pressure transducer
installed
16V-ATGL engines with one 99 or 1098
regulator and stepper (5,800 steps of
ASETUP09
adjustment) and with atmospheric
pressure transducer installed
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Table 5.05-2: Preprogrammed Setup Files for Lean Burn
Control
LEAN BURN CONTROL SETUP FILES
Filename Use For ...
12V-ATGL engines with one 99 or 1098
LSETUP01 regulator and stepper (5,800 steps of
adjustment)
8L-ATGL engines with one 99 or 1098
LSETUP02 fuel regulator and stepper (5,800 steps of
adjustment)
VHP vee engines with two 99 or 1098 fuel
LSETUP03 regulators and steppers (5800 steps of
adjustment)
VHP inline engines with one 99 or 1098
LSETUP04 fuel regulator and stepper (5,800 steps of
adjustment)
VGF vee engines with one 66, 66Z, S201
LSETUP05 or S211 fuel regulator and stepper
(20,000 steps of adjustment)
VGF inline engines with one 66, 66Z,
LSETUP06 S201 or S211 fuel regulator and stepper
(20,000 steps of adjustment)
VHP vee engines with two 66, 66Z, S201,
LSETUP07 S211 or 133L fuel regulators and
steppers (20,000 steps of adjustment)
VHP inline engines with one 66, 66Z,
LSETUP08 S201, S211 or 133L fuel regulator and
stepper (20,000 steps of adjustment)
16V-ATGL engines with one 99 or 1098
LSETUP09 regulator and stepper (5,800 steps of
adjustment)
EDITING ENGINE APPLICATION INFORMATION
The left box of the Edit Screen provides engine
application information including engine family, model,
and fuel type information (see Figure 5.05-15). This
section provides the programming steps necessary to
edit the engine application information based on your
specific site requirements.
NOTE: For safety reasons, the values in the “Lo-Temp”
field and the “O2 S-P” column(s) on the Edit Screen are
deleted after the “application” information is edited.
These values will have to be re-entered before saving
the setup file to RAM.
1. Before editing the application information, record the
values displayed in the “O2 S-P” column(s) and the
“Lo-Temp” field on the Edit Screen (see Figure
5.05-15).
2. With the Edit Screen displayed on your PC, press the
“UP” arrow key until the Engine Family Selection
Screen appears as shown in Figure 5.05-16.
5.05-9
3. Highlight the correct engine family and press [Enter].
4. Highlight the correct engine model on the Engine
Model Selection Screen and press [Enter] (see
Figure 5.05-17).
NOTE: Highlight “L5108” for 5115GL VHP engines.
5. For VHP and VGF engines only, highlight “GL” (the
applicable engine fuel system) on the Engine Fuel
System Selection Screen and press [Enter] (see
Figure 5.05-18).
6. If the atmospheric pressure transducer is installed,
highlight “Atmospheric Pressure Sensor Installed”
on the Atmospheric Pressure Sensor Selection
Screen and press [Enter] (see Figure 5.05-19). If the
atmospheric pressure transducer is not installed,
highlight “Atmospheric Pressure Sensor NOT
Installed” and press [Enter].
NOTE: To determine if an atmospheric pressure
transducer is installed, look inside the AFM module. The
atmospheric pressure transducer, if installed, would be
mounted in the bottom right corner of the module.
7. Highlight the type of primary fuel the engine is using
on the Primary Fuel Selection Screen and press
[Enter] (see Figure 5.05-20).
8. Highlight the type of secondary fuel the engine is
using on the Secondary Fuel Selection Screen and
press [Enter] (see Figure 5.05-21).
NOTE: If you are programming for a single fuel
application, complete the programming steps provided
in LEAN BURN PROGRAMMING – SINGLE FUEL
APPLICATIONS on page 5.00-1.
9. Highlight the type of fuel system you will be operating
and press [Enter] (see Figure 5.05-22). A description
of the two fuel systems follows.
• Simple Fuel Systems: A “simple” fuel system is
defined as a single fuel pipe connected to the
engine. Note the following:
– On VHP inline, all VGF and all ATGL engines,
the primary and secondary fuels are regulated
by one stepper motor and regulator.
– On VHP vee engines one stepper motor is used
on each engine bank (a total of two stepper
motors installed on the engine). On each engine
bank, the primary and secondary fuel are
regulated by one stepper motor and regulator.
FORM 6286-2
© 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
When operating a simple fuel system, you
program a different data-set for each fuel but the
AFM User Interface Program only keeps track of
one stepper motor position. Because only one
position is tracked, the engine will have to be shut
down and the start position re-initiated when
switching fuels. Determine how your engine is
configured for handling dual fuels.
• Complex Fuel Systems: A “complex” fuel system
is defined as two discrete fuel pipes connected to
the engine. Note the following:
– On VHP inlines, all VGF, and all ATGL engines
two stepper motors are used: one stepper motor
for primary fuel and one for secondary fuel.
– On VHP vee engines, four stepper motors are
used on the engine. Two stepper motors are
used per engine bank. On each bank, one
stepper motor regulates primary fuel and one
regulates secondary fuel.
When operating a complex fuel system, you
program a different data-set for each fuel and the
AFM User Interface Program keeps track of each
stepper motor position. Because two positions are
tracked, there is no need to shut down the engine
or re-initiate the start position when switching fuels
(as long as the start positions were initiated once
before starting the engine). Determine how your
engine is configured for handling dual fuels.
Figure 5.05-15: Recording “Lo-Temp” and “O2 S-P” Values
5.05-10
NOTE: For additional information on simple and
complex fuel systems and the alternate fuel relay, see
CONNECTING AUXILIARY AFM INPUTS AND
OUTPUTS on page 2.10-1.
10. After the engine application information is selected,
confirm your selections by pressing [Y] at the
confirmation message (see Figure 5.05-23).
The engine application block will now be updated to
reflect your changes (see Figure 5.05-24). The Edit
Screen will include data-set information for two fuels.
The “Lo-Temp” field value and oxygen set-point
values in the “O2 S-P” columns(s) are deleted.
11. To re-enter the values in the “Lo-Temp” field and
“O2 S-P” column, press [Enter] or use arrow keys until
the cursor is in the “Lo-Temp” field or first “O2 S-P”
field. Re-enter the deleted values recorded in Step
1. Press [Enter] after each value is entered to work
down through the column(s) (see Figure 5.05-25).
For secondary fuel values, enter the same “O2 S-P”
values entered for the primary fuel (see Figure
5.05-25).
NOTE: Whenever the engine application information is
edited, the deleted values will have to be re-entered.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-16: Engine Family Selection Screen

Figure 5.05-17: Engine Model Selection Screen

FORM 6286-2
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LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-18: Engine Fuel System Selection Screen – VHP and VGF Engines Only

Figure 5.05-19: Atmospheric Pressure Sensor Selection Screen

FORM 6286-2
5.05-12 © 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-20: Primary Fuel Selection Screen

Figure 5.05-21: Secondary Fuel Selection Screen

FORM 6286-2
5.05-13 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-22: Fuel System Selection Screen

Figure 5.05-23: Confirmation Message

FORM 6286-2
5.05-14 © 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-24: Edit Screen with Preprogrammed Data-Set

Figure 5.05-25: Entering “Lo-Temp” and “O2 S-P” Values

FORM 6286-2
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LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
SAVING SETUP FILE TO RAM
The initial setup file must be saved to RAM (temporary
memory) to permit testing and editing of the data-set.
Each time modifications are made to the data-set, the
data-set must be saved to RAM before the edited values
affect control of the AFM system and can be tested.
Simply editing the values on the AFM User Interface
Program screens WILL NOT change AFM system
operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 5.05-58 to save your data-set to disk.
1. Press [F10] to save the preprogrammed file data and
edited “application” information to RAM (temporary
memory).
Figure 5.05-26: Saving Options Menu
5.05-16
2. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter] (see Figure 5.05-26).
3. The confirmation screen shown in Figure 5.05-27
appears. Press [Y] to confirm save to RAM.
4. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Once the data-set has been saved to RAM,
the message shown in Figure 5.05-28 appears. The
LCD display on the AFM module will briefly read
“Waukesha CEC Lean-Burn,” then the normal AFM
LCD displays will appear.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than five
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
5. Press any key to continue.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-27: Confirmation of Save to RAM

Figure 5.05-28: Verification of Save to RAM

FORM 6286-2
5.05-17 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
PRIMARY FUEL PROGRAMMING
The programming steps prior to this section were
necessary for initial setup of the AFM system. Once
initial setup is complete, you are ready to program the
AFM system for primary fuel. This section contains the
programming steps necessary to establish data-set
values for primary fuel only. The subsections that follow
that are applicable to primary fuel are indicated by the
“P” icon (shown below).
SWITCHING TO PRIMARY FUEL
NOTE: This procedure applies to primary
fuel applications.
To determine primary fuel data-set values, you must be
set to run on primary fuel. Complete the steps below to
switch over to primary fuel if necessary.
1. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down engine and switch over to
primary fuel.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
2. Switch customer supplied logic control to primary
fuel. “ALT FUEL” connection inside AFM module
MUST be and remain ungrounded (see Figure
5.05-29).
3. For complex fuel systems, switch customer supplied
logic to activate primary fuel stepper motors. See
CONNECTING AUXILIARY AFM INPUTS AND
OUTPUTS on page 2.10-1 for additional information
and schematic on fuel system wiring.
Figure 5.05-29: Alternate Fuel Connection Inside AFM
Module
5.05-18
ESTABLISHING ENGINE START POSITION
NOTE: This procedure applies to
primary fuel applications.
Engine START position is a programmable stepper
motor position used to set gas over air (gas/air) at a value
that is favorable for engine starting. Most values stored
in the preprogrammed files should be reasonable for
initial programming. However, some modification to the
stepper motor “START position” setting may be required
to facilitate engine start-up on primary fuel.
Complete the following steps to establish engine START
position for primary fuel. For VHP vee engines, complete
Steps 1 – 6 for both the left bank and right bank stepper
motors.
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. Locate the applicable Lean Burn Control Worksheet
used to record desired gas/air setting. (Original
worksheet found in back of manual.) Review the
desired gas/air pressure setting for primary fuel
recorded on the front of your Lean Burn Control
Worksheet. If desired gas/air pressure setting for
primary fuel is not recorded on your worksheet, see
ESTABLISHING DESIRED GAS / AIR PRESSURE
SETTING (WITH OR WITHOUT AFM
COMPONENTS INSTALLED) on page 2.00-1 to
establish desired gas/air setting.
3. Measure current gas/air pressure with a manometer.
4. Use the AFM module’s adjustment keys (<LEFT/
RIGHT RICH> and <LEFT/RIGHT LEAN>) on the
keypad to change gas/air pressure as required to
duplicate desired gas/air setting. Once current gas/
air setting on the manometer is equal to desired gas/
air for primary fuel, the stepper motor “START”
position can be set.
NOTE: For more information on the keypad functions to
make adjustments, AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
5. Press <DSPL SEL> on the AFM keypad to scroll
through LCD display messages until the “L/R
STEPPER = XXXXX” message is shown.
6. Record the stepper position displayed on the AFM
module’s LCD display (L/R STEPPER = XXXXX) on
the “Stepper Start Position” space for primary fuel
provided on your worksheet.
NOTE: For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
7. On your PC, press [Enter] or use the arrow keys until
the cursor is in the left/right “START POS.” field for
primary fuel on the Edit Screen (see Figure
5.05-30).
8. Enter the stepper position for primary fuel in the left/
right “START POS.” field on the Edit Screen and
press [Enter] (see Figure 5.05-31).
NOTE: Each time modifications are made to the data-
set, the data-set must be saved to RAM before the edited
values affect control of the AFM system and can be
tested. Simply editing the values on the AFM User
Interface Program screens will not influence AFM
system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
9. Press [F10] to save the edited START position
information to RAM (temporary memory).
Figure 5.05-30: Stepper Motor START Position Field
5.05-19
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
12. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key to continue after the save to
RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 5.05-58 to save your data-set to disk.
13. Return to the Main Menu by pressing [Esc]. Figure
5.05-32 appears on the screen warning you to save
any changes made to the data-set before exiting.
Since the data-set has already been saved to RAM,
press [Y] to return to the Main Menu.
FORM 6286-2
© 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-31: Entering Stepper Motor START Position

Figure 5.05-32: Confirmation of Exit to Main Menu

FORM 6286-2
5.05-20 © 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
MONITORING SYSTEM OPERATION USING THE 3. If the “L Status” and “R Status” fields are in automatic,
VIEW SERIAL LINK SCREEN press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
NOTE: This procedure applies to primary module in manual control.
fuel applications.
4. Verify that the stepper motor(s) is properly
connected.

This section provides an explanation of the information

on the View Serial Link Screen and allows you to monitor
the AFM system operation on primary fuel after applying
power to the module and starting the engine.
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] (see Figure 5.05-33). The information
shown on the View Serial Link Screen (see Figure
5.05-34) represents the current status of your AFM
system. This includes information on the oxygen
sensor, stepper position and pressures.
NOTE: Since the engine may not be running and the
oxygen sensors and pressure transducer(s) not
connected, the alarms shown would be correct for the
current conditions. These same alarms would also be Figure 5.05-33: AFM User Interface Program Main Menu
indicated on the AFM LCD display.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. If AFM system alarms are activated, acknowledge
alarms by pressing <ALARM ACK> on the AFM
module keypad. Wait for the “WORKING” message
to disappear from the AFM LCD display (about 5
seconds). The yellow alarm LED will turn off, the
“ALARM OUTPUT ACTIVE” message on the PC
screen will clear, and the Error Out terminal within
the AFM module will close. However, the alarm(s)
will still be indicated on the View Serial Link Screen
and LCD display.

FORM 6286-2
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LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Figure 5.05-34: View Serial Link Screen
NOTE: You cannot set the stepper motor(s) to the start
position if the intake manifold pressure is greater than 17
psia. If you press <F1> and then <STRT POS> when the
intake manifold pressure is greater than 17 psia, a
message will be displayed on the LCD telling you that
the request was ignored because the engine is loaded.
5. Set the stepper motor(s) to the “Start Position” by
pressing and releasing <F1>, then <STRT POS> on
the AFM module keypad. The AFM LCD display will
show “MOVING L STEPPER TO START POSITION”
The left and right “Status” messages on the View
Serial Link Screen will change to “MOTOR RESET”
during the positioning activity. Once the left bank has
been moved, the AFM module will move the right
bank stepper motor (if applicable). Allow up to three
minutes for this process. After the stepper motor(s)
has been moved to the start position, the normal
LCD displays resume. If the normal LCD displays do
not resume within 5 minutes, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on
page 6.00-1.
6. Start the engine on primary fuel.
5.05-22
7. Recheck the power at the AFM module under worst
case conditions. The engine ignition and any other
electrical devices to be driven by the same power
supply as the AFM module must be operating. Peak-
to-peak voltage variations must not exceed 2 volts.
This measurement must be taken with an
oscilloscope. See AFM SYSTEM ELECTRICAL
CONNECTIONS on page 2.05-1 for AFM system
power specifications.
! WARNING
Before making terminal block
connection(s) within the AFM
module, the area should be
purged of all known hazardous
atmospheres because there is
potential for sparks.
8. Reconnect the analog and lean burn oxygen sensor
connections terminal blocks to the headers inside
the AFM module (see Figure 5.05-35).
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
11. Adjust engine load to manufacturer’s rated load and
rated speed.
12. Use the manual adjustment keys (<LEFT/RIGHT
RICH> and <LEFT/RIGHT LEAN>) on the front of the
AFM module and an oxygen meter to adjust the air/
fuel to the desired running point.
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
13. Locate the potentiometer labeled TP4A (VHP vees
– left bank only, VHP inlines, VGFs and ATGLs) and
TP4B (VHP vees – right bank only) inside the AFM
Figure 5.05-35: Analog and Sensor Reconnections
module (see Figure 5.05-36). Using a small
9. Allow the engine to warm up. screwdriver, adjust the potentiometer(s) inside the
10. Set the engine speed to normal operating conditions AFM module until the sensor voltage on the View
and the load to at least 60 BMEP. Serial Link Screen is 2.500 volts (see Figure
5.05-37). Turning clockwise decreases the voltage;
Once the engine is running to at least 60 BMEP, the
turning counterclockwise increases the voltage.
sensor voltages should begin to fluctuate and the
intake manifold pressure readings will begin to
change according to speed and load. These can be
monitored easily on the View Serial Link Screen.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
As soon as the left and right exhaust temperatures
exceed the “Lo-Temp” value [390°C (734°F) for
VHP/VGF and 475°C (887°F) for ATGL], the left and
right “Status” messages on the View Serial Link
Screen will change from “MAN. WARM-UP” to
“MANUAL” (see Figure 5.05-37).
NOTE: The warmup process for the sensor block can Figure 5.05-36: Potentiometer Adjustment
take at least 30 minutes for ATGL engines and 50
minutes for VHP/VGF engines.

FORM 6286-2
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LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Figure 5.05-37: AFM Module in Manual Mode
14. Enable “AUTOMATIC” control by pressing the
<AUTO OPER> key on the AFM module keypad.
The left and right “status” shown on the View Serial
Link Screen will change to AUTOMATIC. The AFM
module will begin adjusting the “stepper” position(s)
to control the engine’s air/fuel ratio.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system. “RICH LIMIT” or
“LEAN LIMIT” errors are good indicators that the
carburetor screw(s) needs adjusting.
15. To permit significant rich and lean adjustments to the
AFM system, it may be necessary to adjust the
carburetor screw(s) so the AFM system controls
close to the middle of the stepper motor range. Once
the AFM system has gained control of the air/fuel
ratio (sensor voltage readings are very near sensor
set-point), adjust the carburetor screws until the
AFM system is controlling close to the middle of the
stepper motor range: 10,000 steps (out of 20,000
steps) for 66, 66Z, S201, S211, 133L regulators or
2,900 steps (out of 5,800 steps) for 99, 1098
regulators.
5.05-24
16. Once you are satisfied that the AFM system is
controlling air/fuel ratio for the engine on primary fuel
and no errors occur, continue with FINE-TUNING
AFM PROGRAMMING FOR LEAN BURN
APPLICATIONS on page 5.05-24 to adjust the
system for optimum air/fuel ratio control when
operating on primary fuel.
FINE-TUNING AFM PROGRAMMING FOR LEAN
BURN APPLICATIONS
NOTE: This procedure applies to primary
fuel applications.
Once initial programming of the AFM module for primary
fuel is complete and the preliminary data-set is saved to
RAM, the AFM module must be “fine-tuned” for optimum
air/fuel ratio control. To fine-tune the AFM system it will
be necessary to determine oxygen sensor target
voltage(s) and stepper motor rich/lean limits.
A worksheet is provided to help you in determining the
programmable limits required in programming the AFM
module. Each worksheet is two sided. The front of the
worksheet applies to primary fuel values. The back of the
worksheet applies to secondary fuel values.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
If your engine application requires very precise control
of air/fuel ratio at various engine loads to meet emissions
regulations, follow the procedure labeled Gathering
Data for Variable Oxygen Sensor Setpoints on page
5.05-25. If, however, such precise control is not
required, follow the procedure labeled Gathering Data
for Constant Oxygen Sensor Setpoints on page 5.05-
31.
NOTE: For VHP inline, all VGF, and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
Gathering Data for Variable Oxygen Sensor
Setpoints
NOTE: This procedure applies to primary
fuel applications.
Very precise control of air/fuel ratio to meet emissions
regulations is achieved by determining and
programming sensor voltage and lean/rich limits at
various engine loads. For primary fuel, complete the
front of the applicable Lean Burn Control Worksheet for
variable oxygen sensor setpoints by following the steps
in this section.
NOTE: If very precise air/fuel ratio control is NOT
required at various engine loads to meet emissions
regulations, follow the procedure labeled Gathering
Data for Constant Oxygen Sensor Setpoints on page
5.05-31.
The AFM system adjusts the stepper motor between two
programmable limits while trying to maintain the oxygen
sensor set-point voltage. The lean and rich limits, which
define the stepper motor adjustment range, are
determined by establishing an air/fuel ratio curve.
Figure 5.05-38 illustrates a sample air/fuel ratio curve.
Combustion instability occurs when combustion
pressure within the engine diminishes as load is
reduced. The combustion stability limit is the point where
combustion is no longer stable and exhaust oxygen is
not a good indicator of air/fuel ratio.
5.05-25
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen
increases sharply (using an O2 meter). This sharp
increase indicates the combustion stability limit. If
detection is difficult, an alternative is to make the
combustion stability limit point 60 BMEP. Generally,
loads greater than 60 BMEP have stable combustion.
1. Locate your Lean Burn Control Worksheet (see
Table 5.05-3 for sample worksheet). Original
worksheets are located in back of manual. One
worksheet applies to ATGL engines and the other
applies to VHP/VGF engines. The map-points are
different for ATGL and VHP/VGF engines. Make
sure you use the worksheet that applies to your
engine application. Each worksheet is two-sided.
Record values for primary fuel on the front of the
worksheet.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
3. Adjust engine load for generator sets, or load and
speed for compressors, until the HIGHEST map-
point (intake manifold pressure, psia) achievable
with manufacturer’s ratings is met as indicated on
the View Serial Link Screen (see Table 5.05-3).
NOTE: The highest map-point in Table 5.05-3 is 52.0
psia. If, however, manufacturer’s rated load for your
application is in-between map-points, adjust engine load
to the next lower map-point. For example, if rated load
is 48.0 psia, then adjust engine load to map-point 45.0
psia (see Table 5.05-3).
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.
4. Using an exhaust analyzer (O2 meter), adjust the air/
fuel ratio by pressing <LEFT LEAN> and <LEFT
RICH> on the keypad until the desired oxygen level
is met for the map-point. For VHP vee engines,
repeat this step for the engine’s right bank using the
“right” keypad buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
FORM 6286-2
© 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-38: Sample Air/Fuel Ratio Curve With Stepper Motor Limits – ATGL Engines

NOTE: Desired air/fuel ratio and stepper limits can be

programmed for various loads. The values in this table
are for reference ONLY. Actual values are specific to
your engine application.
5. Locate the potentiometer labeled TP4A (VHP vees
– left bank only, VHP inlines, VGFs and ATGLs) and
TP4B (VHP vees – right bank only) inside the AFM
module (see Figure 5.05-39). Using a small
screwdriver, adjust the potentiometer(s) inside the
AFM module until the sensor voltage on the View
Serial Link Screen is 2.500 volts. Turning clockwise
decreases the voltage; turning counterclockwise
increases the voltage.
NOTE: The potentiometer is only adjusted for the Figure 5.05-39: Potentiometer Adjustment
highest achievable map-point.
! WARNING
6. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Set-Point”
column on the front of your worksheet (see Table Never set the rich limit above 5

!
5.05-3). inch-Hg (127 mm-Hg) gas/air
pressure.
7. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position”
column on the front of your worksheet (see Table
5.05-3).

8. Determine a lean and rich limit for the map-point

following the guidelines below and (see Figure
5.05-40):
• At engine loads above the combustion stability
limit, current recommendations are to set the lean/
rich limits ± 2 air/fuel ratios (± 1 percent oxygen)
or less.

FORM 6286-2
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 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
• At engine loads below the combustion stability
limit, the lean/rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting for primary fuel.
The starting point can then be modified as required
to achieve desired operation. For example: If prior
to programming the AFM system the gas/air
setting was 10 inch-H2O (254 mm-H2O) for primary
fuel, use the stepper motor limits to permit only 110
inch-H2O (254 mm-H2O) gas/air below the
combustion stability limit. Use a manometer to
make this measurement.
NOTE: Stepper motor lean and rich limits (± 2 air/fuel
ratios) can be determined by moving ± 1 air/fuel ratio and
doubling the change in stepper position. For example:
An engine at desired running point has a stepper position
of 1,500 steps. The engine is adjusted +1 air/fuel ratio
and stepper position is 1,400 steps. The change in
stepper position for +1 air/fuel ratio is 100 steps (1,500
– 1,400 = 100). Doubling this value, stepper motor
change for +2 air/fuel ratios is 200 steps. Therefore, the
lean limit stepper position is 1,300 steps (1,500 – 200 =
1,300).
9. Adjust the air/fuel ratio by pressing <LEFT LEAN>
on the keypad until the desired lean limit is achieved
based on the guidelines in Step 8. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
Figure 5.05-40: Oxygen Sensor Response vs. Exhaust
Oxygen Concentrations for Various Air/Fuel Ratios –
Lean Burn ONLY
5.05-27
10. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on the
front of your worksheet (see Table 5.05-3).
11. Adjust the air/fuel ratio by pressing <LEFT RICH> on
the keypad until the desired rich limit is achieved
based on the guidelines in Step 8. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
12. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
front of your worksheet (see Table 5.05-3).
NOTE: For map-points greater than rated load, use the
same values in the table columns as the rated map-point.
13. Complete the front of the Lean Burn Control
Worksheet for primary fuel. Adjust engine load to the
next lower map-point and adjust the air/fuel ratio until
the desired oxygen level is met. Then complete
Steps 6 – 12. Repeat procedure for each intake
manifold pressure map-point to complete the table
on the front of the worksheet.
14. After the Lean Burn Control Worksheet is complete
for primary fuel, continue with SECONDARY FUEL
PROGRAMMING on page 5.05-36.
NOTE: Figure 5.05-41 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.
FORM 6286-2
© 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-41: Programming Scenario for Lean Burn Control (Variable Oxygen Sensor Setpoints)

FORM 6286-2
5.05-28 © 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-42: Sample Air / Fuel Ratio Curve with Stepper Limits – ATGL Engines
NOTE: Desired air/fuel ratio and stepper limits can be programmed for various loads. The values in this table are for
reference ONLY. Actual values are specific to your engine application.

FORM 6286-2
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LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Table 5.05-3: View Serial Link Screen and Lean Burn Control Worksheet (ATGL Engines) – Variable Setpoints

NOTE: The values in this table are for reference ONLY. Actual values are specific to your engine application.

FORM 6286-2
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 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Gathering Data for Constant Oxygen Sensor
Setpoints
NOTE: This procedure applies to primary
fuel applications.
Control of air/fuel ratio to meet emissions regulations at
a constant oxygen sensor set-point is achieved by
determining sensor voltage and rich/lean limits at rated
engine load. For primary fuel complete the front of the
applicable Lean Burn Control Worksheet for constant
oxygen sensor set-points by following the steps in this
section.
NOTE: If very precise air/fuel ratio control is required at
various engine loads to meet emissions regulations,
follow the procedure labeled Gathering Data for
Variable Oxygen Sensor Setpoints on page 5.05-25
The AFM system adjusts the stepper motor between two
programmable limits to maintain the oxygen sensor set-
point voltage. The lean and rich limits, which define the
stepper motor adjustment range, are determined by
establishing an air/fuel ratio curve.
Figure 5.05-42 illustrates a sample air/fuel ratio curve
with constant oxygen sensor set-points. Combustion
instability occurs when combustion pressure within the
engine diminishes as load is reduced. The combustion
stability limit is the point where combustion is no longer
stable and exhaust oxygen is not a good indicator of air/
fuel ratio.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
3. Adjust engine load to manufacturer’s rated load and
rated speed.
4. Using an exhaust analyzer (O2 meter), adjust air/fuel
ratio by pressing <LEFT LEAN> and <LEFT RICH>
on the AFM module keypad until the desired oxygen
level is met. For VHP vee engines, repeat this step
for the engine’s right bank using the “right” keypad
buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: One press of the <LEFT/RIGHT LEAN> or
<LEFT/RIGHT RICH> buttons moves stepper position
25 steps (1/16 turn). By pressing <LEFT/RIGHT FAST>
prior to pressing the lean or rich buttons, a 400 step (1
turn) change is made to stepper position.
5. Locate the potentiometer labeled TP4A (VHP vees
– left bank only, VHP inlines, VGFs, and ATGLs) and
TP4B (VHP vees – right bank only) inside the AFM
module (see Figure 5.05-43). Using a small
screwdriver, adjust the potentiometer(s) inside the
AFM module until the sensor voltage on the View
Serial Link Screen is 2.500 volts. Turning clockwise
decreases the voltage; turning counterclockwise
increases the voltage.
NOTE: The potentiometer is only adjusted for the
highest achievable map-point.

The combustion stability limit can be found by gradually

decreasing engine load until the exhaust oxygen
increases sharply (using an O2 meter). This sharp
increase indicates the combustion stability limit. If
detection is difficult, an alternative is to make the
combustion stability limit point 60 BMEP. Generally,
loads greater than 60 BMEP have stable combustion.
1. Locate your Lean Burn Control Worksheet (see
Table 5.05-4 for sample worksheet). Original
worksheets are located in back of manual. One
worksheet applies to ATGL engines and the other
applies to VHP/VGF engines. The map-points are
different for ATGL and VHP/VGF engines. Make
sure you use the worksheet that applies to your
engine application. Each worksheet is two sided.
Record values for primary fuel on the front of the
worksheet.

FORM 6286-2
5.05-31 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Table 5.05-4: View Serial Link Screen and Lean Burn Control Worksheet (ATGL Engines) – Constant Setpoints

NOTE: The values in this table are for reference ONLY.
Actual values are specific to your engine application.
6. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Setpoint”
column for each map-point on the front of your
worksheet (see Table 5.05-4).
7. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position”
column on your worksheet for each map-point above
the combustion stability limit (see Table 5.05-4).

FORM 6286-2
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 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
8. With the engine running at manufacturer’s rated
! WARNING
load, determine a lean and rich limit for the map-
points above the combustion stability limit. Current
recommendations are to set the lean and rich limit to Never set the rich limit above 5

!
± 2 air/fuel ratios (± 1 percent oxygen) or less when inch-Hg (127 mm-Hg) gas/air
programming constant oxygen sensor set-points pressure.
(see Figure 5.05-44).

9. Using an exhaust analyzer, lean air/fuel ratio by +2

air/fuel ratios by pressing <LEFT LEAN> on the
keypad. For VHP vee engines, repeat this step for
the engine’s right bank using the “right” keypad
buttons.
10. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on your
Lean Burn Control Worksheet for each map-point
above the combustion stability limit (see Table
5.05-4).
11. Using an exhaust analyzer, richen air/fuel ratio by -4
Figure 5.05-43: Potentiometer Adjustment
air/fuel ratios (-2 from desired oxygen level) by
pressing <LEFT RICH> For VHP vee engines,
repeat this step for the engine’s right bank using the
“right” keypad buttons.
12. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
front of your worksheet for each map-point above the
combustion stability limit (see Table 5.05-4).
13. At map-points below the combustion stability limit,
the lean and rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting for primary fuel. The
starting point can then be modified as required to
achieve desired operation. For example: If prior to
programming the AFM system the gas/air setting for
primary fuel was 10 inch-H2O (254 mm-H2O), use the
stepper motor limits to permit only 10 inch-H2O (254
Figure 5.05-44: Oxygen Sensor Response vs. Exhaust mm-H2O) gas/air below the combustion stability
Oxygen Concentrations for Various Air / Fuel Ratios – limit. Use a manometer to make this measurement.
Lean Burn ONLY Complete the steps that follow for each map-point
below the combustion stability limit.
a. Reduce load to a map-point below the
combustion stability limit.
b. Adjust air/fuel ratio by pressing <LEFT LEAN>
the keypad until the desired lean limit is achieved
based on the guidelines in Step 13. For VHP vee
engines, repeat this step for the engine’s right
bank using the “right” keypad buttons.

FORM 6286-2
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LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
c. Record the stepper position displayed on the
View Serial Link Screen in the “Lean Limit”
column on the front of your worksheet (see Table
5.05-4).
d. Adjust the air/fuel ratio by pressing <LEFT
RICH> on the keypad until the desired rich limit
is achieved based on the guidelines in Step 13.
For VHP vee engines, repeat this step for the
engine’s right bank using the “right” keypad
buttons.
e. Record the stepper position displayed on the
View Serial Link Screen in the “Rich Limit”
column on the front of your worksheet (see Table
5.05-4).
5.05-34
f. Repeat Steps a – e for each intake manifold
pressure map-point below the combustion
stability limit to complete the front of the Lean
Burn Control Worksheet for primary fuel.
14. After the Lean Burn Control Worksheet for primary
fuel is complete, continue with SECONDARY FUEL
PROGRAMMING on page 5.05-36.
NOTE: Figure 5.05-45 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-45: Programming Scenario for Lean Burn Control (Constant Oxygen Sensor Setpoints)

FORM 6286-2
5.05-35 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
SECONDARY FUEL PROGRAMMING
The programming steps prior to this section determined
programing values for primary fuel. Once primary fuel
values are determined, you are ready to program the
AFM system for secondary fuel. This section contains
the programming steps necessary to establish data-set
values for secondary fuel only. The subsections that
follow that are applicable to secondary fuel are indicated
by the “S” icon (shown below).
SWITCHING TO SECONDARY FUEL
NOTE: This procedure applies to
secondary fuel applications.
To determine secondary fuel data-set values, you must
be set to run on secondary fuel. Complete the steps that
follow to switch over to secondary fuel.
1. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down engine and switch over to
secondary fuel.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
2. Switch customer supplied logic control to secondary
fuel. “ALT FUEL” connection inside AFM module
MUST be and remain grounded (see Figure
5.05-46).
3. For complex fuel systems, switch customer supplied
logic to activate secondary fuel stepper motors. See
CONNECTING AUXILIARY AFM INPUTS AND
OUTPUTS on page 2.10-1 for additional information
and schematic on fuel system wiring.
Figure 5.05-46: Alternate Fuel Connection Inside AFM
Module
5.05-36
ESTABLISHING ENGINE START POSITION
NOTE: This procedure applies to
secondary fuel applications.
Engine START position is a programmable stepper
motor position used to set gas/air at a value that is
favorable for engine starting. Most values stored in the
preprogrammed files should be reasonable for initial
programming. However, some modification to the
stepper motor “START position” setting may be required
to facilitate engine starting on secondary fuel.
Complete the following steps to establish engine START
position for secondary fuel. For VHP vee engines,
complete Steps 1 – 6 for both the left bank and right bank
stepper motors.
NOTE: For VHP inline, all VGF and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
1. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. Locate the applicable Lean Burn Control Worksheet
used to record desired gas/air setting. (Original
worksheet found in back of manual.) Review the
desired gas/air pressure setting for secondary fuel
recorded on the back of your Lean Burn Control
Worksheet. If desired gas/air pressure setting for
secondary fuel is not recorded on your worksheet,
see ESTABLISHING DESIRED GAS / AIR
PRESSURE SETTING (WITH OR WITHOUT AFM
COMPONENTS INSTALLED) on page 2.00-1 to
establish desired gas/air setting.
3. Measure current gas/air pressure with a manometer.
4. Use the AFM module’s adjustment keys (<LEFT/
RIGHT RICH> and <LEFT/RIGHT LEAN>) on the
keypad to change gas/air pressure as required to
duplicate desired gas/air setting. Once current gas/
air setting on the manometer is equal to desired gas/
air for secondary fuel, the stepper motor “START”
position can be set.
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
5. Press <DSPL SEL> on the AFM keypad to scroll
through LCD display messages until the “L/R
STEPPER = XXXXX” message is shown.
6. Record the stepper position displayed on the AFM
module’s LCD display (L/R STEPPER = XXXXX) on
the “Stepper Start Position” space for secondary fuel
provided on the back of your worksheet.
NOTE: For VHP vee engines, complete Steps 1 – 6 for
both the left bank and right bank stepper motors.
7. On your PC, press [Enter] or use the arrow keys until
the cursor is in the left/right “START POS.” field for
secondary fuel on the Edit Screen (see Figure
5.05-47).
8. Enter the stepper position for secondary fuel in the
left/right “START POS.” field on the Edit Screen and
press [Enter] (see Figure 5.05-48).
NOTE: Each time modifications are made to the data-
set, the data-set must be saved to RAM before the edited
values affect control of the AFM system and can be
tested. Simply editing the values on the AFM User
Interface Program screens will not influence AFM
system operation.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
9. Press [F10] to save the edited START position
information to RAM (temporary memory).
Figure 5.05-47: Stepper Motor START Position Field
5.05-37
10. Highlight “Test Data on AFM” on the Saving Options
Menu and press [Enter].
11. Press [Y] to confirm save to RAM.
12. Several screens will appear indicating that the data-
set is being saved to RAM. The LCD display on the
AFM module will read “EXECUTION STOPPED BY
USER.” Press any key to continue after the save to
RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 5.05-58 to save your data-set to disk.
13. Return to the Main Menu by pressing [Esc]. Figure
5.05-49 appears on the screen warning you to save
any changes made to the data-set before exiting.
Since the data-set has already been saved to RAM,
press [Y] to return to the Main Menu.
FORM 6286-2
© 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-48: Entering Stepper Motor START Position

Figure 5.05-49: Confirmation of Exit to Main Menu

FORM 6286-2
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 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
MONITORING SYSTEM OPERATION USING THE
VIEW SERIAL LINK SCREEN
NOTE: This procedure applies to
secondary fuel applications.
This section provides an explanation of the information
on the View Serial Link Screen and allows you to monitor
AFM system operation while running on secondary fuel
after starting the engine.
1. Highlight “View Serial Link” from the Main Menu and
press [Enter] (see Figure 5.05-50). The information
shown on the View Serial Link Screen (see Figure
5.05-51) represents the current status of your AFM
system. This includes information on the oxygen
sensor, stepper position and pressures.
Figure 5.05-50: AFM User Interface Program Main Menu
NOTE: If an alarm condition exists, the AFM module
keypad will not function until the alarm is acknowledged
by pressing <ALARM ACK> on the keypad.
2. If AFM system alarms are activated, acknowledge
alarms by pressing <ALARM ACK> on the AFM
module keypad. Wait for the “WORKING” message
to disappear from the AFM LCD display (about 5
seconds). The yellow alarm LED will turn off, the
“ALARM OUTPUT ACTIVE” message on the PC
screen will clear, and the Error Out terminal within
the AFM module will close. However, the alarm(s)
will still be indicated on the View Serial Link Screen
and LCD display.
3. If the “L Status” and “RStatus” fields are in automatic,
press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module to put the AFM
module in manual control.
4. Verify that the stepper motor(s) is properly
connected.
5.05-39
NOTE: You cannot set the stepper motor(s) to the start
position if the intake manifold pressure is greater than 17
psia. If you press <F1> and then <STRT POS> when the
intake manifold pressure is greater than 17 psia, a
message will be displayed on the LCD telling you that
the request was ignored because the engine is loaded.
5. Set the stepper motor(s) to the “START Position” by
pressing and releasing <F1>, then <STRT POS> on
the AFM module keypad. The AFM LCD display will
show “MOVING L STEPPER TO START
POSITION.” The left and right “Status” messages on
the View Serial Link Screen will change to “MOTOR
RESET” during the positioning activity. Once the left
bank has been moved, the AFM module will move
the right bank stepper motor (if applicable). Allow up
to 3 minutes for this process. After the stepper
motor(s) has been moved to the START position, the
normal LCD displays resume. If the normal LCD
displays do not resume within 5 minutes, see AFM
SYSTEM TROUBLESHOOTING AND
DIAGNOSTICS on page 6.00-1.
6. Start the engine on secondary fuel.
7. Allow the engine to warm up.
8. Set the engine speed to normal operating conditions
and the load to at least 60 BMEP.
Once the engine is running to at least 60 BMEP, the
sensor voltages should begin to fluctuate and the
intake manifold pressure readings will begin to
change according to speed and load. These can be
monitored easily on the View Serial Link Screen.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.
As soon as the left and right exhaust temperatures
exceed the “Lo-Temp” value [390°C (734°F) for
VHP/VGF and 475°C (887°F) for ATGL], the left and
right “Status” messages on the View Serial Link
Screen will change from “MAN. WARM-UP” to
“MANUAL” (see Figure 5.05-52).
NOTE: The warmup process for the sensor block can
take at least 30 minutes for ATGL engines and 50
minutes for VHP/VGF engines.
9. Use the manual adjustment keys (<LEFT/RIGHT
RICH> and <LEFT/RIGHT LEAN>) on the front of the
AFM module and an oxygen meter to adjust the air/
fuel to the desired running point.
NOTE: For more information on the keypad functions to
make adjustments, see AFM MODULE KEYPAD
FUNCTIONS on page 1.20-5.
FORM 6286-2
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LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
10. Enable “AUTOMATIC” control by pressing the 11. Once you are satisfied that the AFM system is
<AUTO OPER> key on the AFM module keypad. controlling air/fuel ratio for the engine on secondary
The left and right “status” shown on the View Serial fuel and no errors occur, continue with FINE-
Link Screen will change to AUTOMATIC. The AFM TUNING AFM PROGRAMMING FOR LEAN BURN
module will begin adjusting the “stepper” position(s) APPLICATIONS on page 5.05-41 to adjust the
to control the engine’s air/fuel ratio. system for optimum air/fuel ratio control when
operating on secondary fuel.
NOTE: If any alarm messages come on during
operation of the AFM system, see AFM SYSTEM
TROUBLESHOOTING AND DIAGNOSTICS on page
6.00-1 to troubleshoot the system.

Figure 5.05-51: View Serial Link Screen

FORM 6286-2
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 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-52: AFM Module in Manual Mode

Figure 5.05-53: Sample Air / Fuel Ratio Curve With Stepper Motor Limits – ATGL Engines

NOTE: Desired air/fuel ratio and stepper limits can be
programmed for various loads. The values in this table
are for reference ONLY. Actual values are specific to
your engine application.
FINE-TUNING AFM PROGRAMMING FOR LEAN
BURN APPLICATIONS
NOTE: This procedure applies to
secondary fuel applications.
Once initial programming of the AFM module for
secondary fuel is complete and the preliminary data-set
is saved to RAM, the AFM module must be “fine-tuned”
for optimum air/fuel ratio control. To fine-tune the AFM
system it will be necessary to determine oxygen sensor
target voltage(s) and stepper motor rich/lean limits.
A worksheet is provided to help you in determining the
programmable limits required in programming the AFM
module. Each worksheet is two sided. The front of the
worksheet applies to primary fuel values. The back of the
worksheet applies to secondary fuel values.

FORM 6286-2
5.05-41 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
If your engine application requires very precise control
of air/fuel ratio at various engine loads to meet emissions
regulations, follow the procedure labeled Gathering
Data for Variable Oxygen Sensor Setpoints on page
5.05-42. If, however, such precise control is not
required, follow the procedure labeled Gathering Data
for Constant Oxygen Sensor Setpoints on page 5.05-
47.
NOTE: For VHP inline, all VGF, and all ATGL engines,
the “left” buttons on the AFM keypad control operation
of system components. For VHP vee engines, the “left”
keypad buttons control the engine’s left bank and the
“right” keypad buttons control the engine’s right bank.
Gathering Data for Variable Oxygen Sensor
Setpoints
NOTE: This procedure applies to
secondary fuel applications.
Very precise control of air/fuel ratio to meet emissions
regulations is achieved by determining and
programming sensor voltage and lean/rich limits at
various engine loads. For secondary fuel, complete the
back of the applicable Lean Burn Control Worksheet for
variable oxygen sensor set-points by following the steps
in this section.
NOTE: If very precise air/fuel ratio control is NOT
required at various engine loads to meet emissions
regulations, follow the procedure labeled Gathering
Data for Constant Oxygen Sensor Setpoints on page
5.05-47.
The AFM system adjusts the stepper motor between two
programmable limits while trying to maintain the oxygen
sensor set-point voltage. The lean and rich limits, which
define the stepper motor adjustment range, are
determined by establishing an air/fuel ratio curve.
5.05-42
Figure 5.05-53 illustrates a sample air/fuel ratio curve.
Combustion instability occurs when combustion
pressure within the engine diminishes as load is
reduced. The combustion stability limit is the point where
combustion is no longer stable and exhaust oxygen is
not a good indicator of air/fuel ratio.
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen
increases sharply (using an O2 meter). This sharp
increase indicates the combustion stability limit. If
detection is difficult, an alternative is to make the
combustion stability limit point 60 BMEP. Generally,
loads greater than 60 BMEP have stable combustion.
1. Locate your green Lean Burn Control Worksheet
(see Table 5.05-5 for sample worksheet). Original
worksheets are located in back of manual. One
green worksheet applies to ATGL engines and the
other applies to VHP/VGF engines. The map-points
are different for ATGL and VHP/VGF engines. Make
sure you use the worksheet that applies to your
engine application. Each worksheet is two sided.
Record values for secondary fuel on the back of the
worksheet.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
3. Adjust engine load for generator sets, or load and
speed for compressors, until the HIGHEST map-
point (intake manifold pressure, psia) achievable
with manufacturer’s ratings is met as indicated on
the View Serial Link Screen (see Table 5.05-5).
NOTE: The highest map-point in Table 5.05-5 is 52.0
psia. If, however, manufacturer’s rated load for your
application is in-between map-points, adjust engine load
to the next lower map-point. For example, if rated load
is 48.0 psia, then adjust engine load to map-point 45.0
psia (see Table 5.05-5).
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Table 5.05-5: View Serial Link Screen and Lean Burn Control Worksheet (ATGL Engines) – Variable Setpoints

NOTE: The values in this table are for reference ONLY.
Actual values are specific to your engine application.
4. Using an exhaust analyzer (O2 meter), adjust the air/
fuel ratio by pressing <LEFT LEAN> and <LEFT
RICH> on the keypad until the desired oxygen level
is met for the map-point. For VHP vee engines,
repeat this step for the engine’s right bank using the
“right” keypad buttons.

FORM 6286-2
5.05-43 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: DO NOT adjust the potentiometer when
programming for secondary fuel. The potentiometer is
only adjusted during primary fuel programming.
5. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Set-Point”
column on the back of your worksheet (see Table
5.05-5).
6. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position”
column on the back of your worksheet (see Table
5.05-5).
! WARNING
Never set the rich limit above 5
!
inch-Hg (127 mm-Hg) gas/air
pressure.
7. Determine a lean and rich limit for the map-point
following the guidelines below and Figure 5.05-54:
• At engine loads above the combustion stability
limit, current recommendations are to set the lean/
rich limits ± 2 air/fuel ratios (± 1 percent oxygen)
or less.
• At engine loads below the combustion stability
limit, the lean/rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting for secondary
fuel. The starting point can then be modified as
required to achieve desired operation. For
example: If prior to programming the AFM system
the gas/air setting was 10 inch-H2O (254 mm-H2O)
for secondary fuel, use the stepper motor limits to
permit only 10 inch-H2O (254 mm-H2O) gas/air
below the combustion stability limit. Use a
manometer to make this measurement.
5.05-44
NOTE: Stepper motor lean and rich limits (± 2 air/fuel
ratios) can be determined by moving ± 1 air/fuel ratio and
doubling the change in stepper position. For example:
An engine at desired running point has a stepper position
of 1,500 steps. The engine is adjusted +1 air/fuel ratio
and stepper position is 1,400 steps. The change in
stepper position for +1 air/fuel ratio is 100 steps (1,500
– 1,400 = 100). Doubling this value, stepper motor
change for +2 air/fuel ratios is 200 steps. Therefore, the
lean limit stepper position is 1,300 steps (1,500 – 200 =
1,300).
8. Adjust the air/fuel ratio by pressing <LEFT LEAN>
on the keypad until the desired lean limit is achieved
based on the guidelines in Step 7. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
9. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column on the
back of your worksheet (see Table 5.05-5).
10. Adjust the air/fuel ratio by pressing <LEFT RICH> on
the keypad until the desired rich limit is achieved
based on the guidelines in Step 7. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
11. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column on the
back of your worksheet (see Table 5.05-5).
NOTE: For map-points greater than rated load, use the
same values in the table columns as the rated map-point.
12. Complete the Lean Burn Control Worksheet for
secondary fuel. Adjust engine load to the next lower
map-point and adjust the air/fuel ratio until the
desired oxygen level is met. Then complete Steps 5
– 11. Repeat procedure for each intake manifold
pressure map-point to complete the worksheet.
13. After the Lean Burn Control Worksheet is complete
for primary and secondary fuels, continue with
PROGRAMMING THE LEAN BURN CONTROL
VALUES on page 5.05-52.
NOTE: Figure 5.05-55 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-54: Oxygen Sensor Response vs. Exhaust

Oxygen Concentrations for Various Air / Fuel Ratios –
Lean Burn ONLY

FORM 6286-2
5.05-45 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-55: Programming Scenario for Lean Burn Control (Variable Oxygen Sensor Setpoints)

FORM 6286-2
5.05-46 © 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Gathering Data for Constant Oxygen Sensor
Setpoints
NOTE: This procedure applies to
secondary fuel applications.
Control of air/fuel ratio to meet emissions regulations at
a constant oxygen sensor set-point is achieved by
determining sensor voltage and rich/lean limits at rated
engine load. For secondary fuel complete the back of the
Lean Burn Control Worksheet for constant oxygen
sensor set-points by following the steps in this section.
NOTE: If very precise air/fuel ratio control is required at
various engine loads to meet emissions regulations,
follow the procedure labeled Gathering Data for
Variable Oxygen Sensor Setpoints on page 5.05-42.
The AFM system adjusts the stepper motor between two
programmable limits to maintain the oxygen sensor set-
point voltage. The lean and rich limits, which define the
stepper motor adjustment range, are determined by
establishing an air/fuel ratio curve.
Figure 5.05-56 illustrates a sample air/fuel ratio curve
with constant oxygen sensor set-points. Combustion
instability occurs when combustion pressure within the
engine diminishes as load is reduced. The combustion
stability limit is the point where combustion is no longer
stable and exhaust oxygen is not a good indicator of air/
fuel ratio.
The combustion stability limit can be found by gradually
decreasing engine load until the exhaust oxygen
increases sharply (using an O2 meter). This sharp
increase indicates the combustion stability limit. If
detection is difficult, an alternative is to make the
combustion stability limit point 60 BMEP. Generally,
loads greater than 60 BMEP have stable combustion.

Figure 5.05-56: Sample Air / Fuel Ratio Curve With Stepper Limits – ATGL Engines
NOTE: Desired air/fuel ratio and stepper limits can be programmed for various loads. The values in this table are for
reference ONLY. Actual values are specific to your engine application.

1. Locate your Lean Burn Control Worksheet (see
Table 5.05-6 for sample worksheet). Original
worksheets are located in back of manual. One
worksheet applies to ATGL engines and the other
applies to VHP/VGF engines. Make sure you use the
worksheet that applies to your engine application.
Each worksheet is two sided. Record values for
secondary fuel on the back of your worksheet.
2. Put the AFM module into manual mode by pressing
<LEFT MAN> and <RIGHT MAN> (if applicable) on
the AFM module keypad.
3. Adjust engine load to manufacturer’s rated load and
rated speed.

FORM 6286-2
5.05-47 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
4. Using an exhaust analyzer (O2 meter), adjust the air/
fuel ratio by pressing <LEFT LEAN> and <LEFT
RICH> on the keypad until the desired oxygen level
is met for the map-point. For VHP vee engines,
repeat this step for the engine’s right bank using the
“right” keypad buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
NOTE: DO NOT adjust the potentiometer when
programming for secondary fuel. The potentiometer is
only adjusted during primary fuel programming.
5. Record the sensor voltage displayed on the View
Serial Link Screen in the “O2 Sensor Set-Point”
column for each map-point on the back of your
worksheet (see Table 5.05-6).
6. Record the stepper position displayed on the View
Serial Link Screen in the “Current Stepper Position”
column for secondary fuel on your worksheet for
each map-point above the combustion stability limit
(see Table 5.05-6).
! WARNING
Never set the rich limit above 5
!
inch-Hg gas/air pressure.
7. With the engine running at manufacturer’s rated
load, determine a lean and rich limit for the map-
points above the combustion stability limit. Current
recommendations are to set the lean and rich limit to
± 2 air/fuel ratios (± 1 percent oxygen) or less when
programming constant oxygen sensor set-points
(see Figure 5.05-57).
8. Using an exhaust analyzer, lean air/fuel ratio by +2
air/fuel ratios by pressing <LEFT LEAN> on the
keypad. For VHP vee engines, repeat this step for
the engine’s right bank using the “right” keypad
buttons.
NOTE: See the engine’s operation and maintenance
manual for location of exhaust analyzer access point(s).
9. Record the stepper position displayed on the View
Serial Link Screen in the “Lean Limit” column for
secondary fuel on the back of your worksheet for
each map-point above the combustion stability limit
(see Table 5.05-6).
5.05-48
10. Using an exhaust analyzer, richen air/fuel ratio by -4
air/fuel ratios (-2 from desired oxygen level) by
pressing <LEFT RICH> on the keypad. For VHP vee
engines, repeat this step for the engine’s right bank
using the “right” keypad buttons.
11. Record the stepper position displayed on the View
Serial Link Screen in the “Rich Limit” column for
secondary fuel on the back of your worksheet for
each map-point above the combustion stability limit
(see Table 5.05-6).
12. At map-points below the combustion stability limit,
the lean and rich limits should be set to prevent
driving the engine into rich and/or lean misfire. A
starting point for determining the rich limit is the
desired gas/air pressure setting for secondary fuel.
The starting point can then be modified as required
to achieve desired operation. For example: If prior to
programming the AFM system the gas/air setting
was 10 inch-H2O (254 mm-H2O) for secondary fuel,
use the stepper motor limits to permit only 110 inch-
H2O (254 mm-H2O) gas/air below the combustion
stability limit. Use a manometer to make this
measurement. Complete the steps below for each
map-point below the combustion stability limit.
a. Reduce load to a map-point below the
combustion stability limit.
b. Adjust air/fuel ratio by pressing <LEFT LEAN>
on the keypad until the desired lean limit is
achieved based on the guidelines in Step 12. For
VHP vee engines, repeat this step for the
engine’s right bank using the “right” keypad
buttons.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Figure 5.05-57: Oxygen Sensor Response vs. Exhaust
Oxygen Concentrations for Various Air / Fuel Ratios –
Lean Burn ONLY
c. Record the stepper position displayed on the
View Serial Link Screen in the “Lean Limit”
column on the back of your worksheet (see
Table 5.05-6).
5.05-49
d. Adjust the air/fuel ratio by pressing <LEFT
RICH> on the keypad until the desired rich limit
is achieved based on the guidelines in Step 12.
For VHP vee engines, repeat this step for the
engine’s right bank using the “right” keypad
buttons.
e. Record the stepper position displayed on the
View Serial Link Screen in the “Rich Limit”
column on the back of your worksheet (see
Table 5.05-6).
f. Repeat Steps a – e for each intake manifold
pressure map-point below the combustion
stability limit to complete the Lean Burn Control
Worksheet.
13. After the Lean Burn Control Worksheet is complete
for primary and secondary fuels, continue with
PROGRAMMING THE LEAN BURN CONTROL
VALUES on page 5.05-52.
NOTE: Figure 5.05-58 provides a scenario of a
technician fine-tuning the AFM system following the
programming steps in this section. The values in the
scenario are given for example only. Actual values will
vary depending on engine application.
FORM 6286-2
© 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-58: Programming Scenario for Lean Burn Control (Constant Oxygen Sensor Setpoints)

FORM 6286-2
5.05-50 © 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
Table 5.05-6: View Serial Link Screen and Lean Burn Control Worksheet (ATGL Engines) – Constant Setpoints

NOTE: The values in this table are for reference ONLY. Actual values are specific to your engine application.

FORM 6286-2
5.05-51 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
PROGRAMMING THE LEAN BURN
CONTROL VALUES
This section provides the programming steps for
entering the data-point values determined for primary
and secondary fuel in the previous sections. You will be
programming the AFM system with the values recorded
on both sides of your completed Lean Burn Control
Worksheet.
1. Press [Esc] to return to the Main Menu.
2. Highlight “Edit/Create Setup” on the Main Menu and
press [Enter] (see Figure 5.05-59).
Figure 5.05-59: AFM User Interface Program Main Menu
3. The Edit/Create Setup Menu shown in Figure
5.05-60 appears. Highlight “Retrieve from AFM” and
press [Enter].
NOTE: See Figure 5.05-61 while editing the data-set.
Figure 5.05-60: Edit/Create Setup Menu
5.05-52
4. After the Edit Screen appears, type in any comments
regarding AFM programming or revise existing
comments at the “Comments:” field. Typically,
comments include site, engine number, and date
information.
NOTE: When the cursor is moved between entry
locations, the bottom line of the Edit Screen will show a
brief explanation and limits for that entry.
5. Press [Enter] to move from the “Comments:” field to
the “Setpoint” field. It is not recommended that this
temperature value be changed.
6. Position the cursor in the “Gain” field. Gain
influences how large a change is made to the
stepper motor position when the oxygen sensor
signal is not within the specified tolerance around the
sensor target (set-point) voltage. A larger gain value
will result in a larger change. Adjust the gain value to
give the desired rate of response.
7. Using the down arrow key, position the cursor in the
“Lo-Temp” field. Although the high and low
temperature limits can be modified, it is not
recommended that these two values be changed.
The “Lo-Temp” value should not be set below 475°C
(887°F) for ATGL engines and 390°C (734°F) for
VHP/VGF engines because that temperature is the
minimum for correct oxygen sensor operation. The
“Hi-Temp” value should not be set above 545°C
(1,013°F) for ATGL engines and 460°C (860°F) for
VHP/VGF engines.
8. Press [Enter] until the cursor is positioned in the left
“O2 S-P” column for primary fuel. Using your
completed Lean Burn Control Worksheet, enter all
the primary fuel “O2 Set-Point (S-P)” values and then
enter all the secondary fuel “O2 Set-Point (S-P)”
values. Press [Enter] after each value is entered to
work down through the column.
9. Press [Enter] until the cursor is positioned in the left
“Lean Limit” column for primary fuel. Using your
completed Lean Burn Control Worksheet, enter all
the primary fuel “Lean Limit” values and then enter
all the secondary fuel “Lean Limit” values. Press
[Enter] after each value is entered to work down
through the column.
10. Press [Enter] until the cursor is positioned in the left
“Rich Limit” column for primary fuel. Using your
completed Lean Burn Control Worksheet, enter all
the primary fuel “Rich Limit” values and then enter all
the secondary fuel “Rich Limit” values. Press [Enter]
after each value is entered to work down through the
column.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
11. For VHP vee engines, repeat Steps 8 – 10 for the all the “O2 Set-Point (S-P),” “Lean Limit,” and “Rich
right column primary and secondary values. Using Limit” values for each intake manifold pressure map-
your completed Lean Burn Control Worksheet, enter point.

Figure 5.05-61: Editing the Data-Set on the Edit Screen

NOTE: The contents of RAM are lost whenever power 16. It is recommended that you save the current data-set
to the AFM module is removed. to disk. Data-sets are assigned filenames and saved
on disk so you can retain and retrieve the data-set
NOTE: Each time modifications are made to the data-
later. When saving to disk, the data-set will be saved
set it must be saved to AFM RAM (temporary memory)
to the drive and directory where the AFM User
for evaluation. Simply editing the values on the PC
Interface Program was accessed. See SAVING
screen will not change AFM operation.
DATA-SET TO DISK on page 5.05-58 to save your
12. Press [F10] to save the Edit Screen values to RAM data-set to disk.
(temporary memory) for testing.
NOTE: To return to the Main Menu, press [Esc]. A
13. Highlight “Test Data on AFM” on the Saving Options warning appears asking you to save changes that were
Menu and press [Enter]. made to the data-set before exiting. Since the data-set
14. Press [Y] to confirm save to RAM. has already been saved to RAM, press [Y] to return to
15. Several screens will appear indicating that the data- the Main Menu.
set is being saved to RAM. The LCD display on the 17. Place the AFM module in automatic mode by
AFM module will read “EXECUTION STOPPED BY pressing <AUTO OPER> on the AFM keypad.
USER.” Press any key on your computer to continue
after the save to RAM is complete.
NOTE: If the “EXECUTION STOPPED BY USER”
message persists on the AFM display for more than five
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.

FORM 6286-2
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LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
CHECKING AFM SYSTEM PERFORMANCE
AFTER PROGRAMMING
Complete Steps 1 – 6 to check ease of starting the
engine based on the START position programmed for
BOTH primary and secondary fuels.
1. Switch fuels over as necessary. To switch over fuels
complete the following:
a. DO NOT TURN OFF POWER TO THE AFM
MODULE. Shut down engine and switch fuel.
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
b. Switch customer supplied logic control to
selected fuel. For primary fuel, the ALT FUEL
connection inside the AFM module MUST be
and remain ungrounded. For secondary fuel, the
ALT FUEL connection inside the AFM module
MUST be and remain grounded (see Figure
5.05-62).
c. For complex fuel systems, switch customer
supplied logic to activate primary/secondary fuel
stepper motors. See CONNECTING
AUXILIARY AFM INPUTS AND OUTPUTS on
page 2.10-1 for additional information and
schematic on fuel system wiring.
Figure 5.05-62: Alternate Fuel Connection Inside AFM
Module
2. Press <LEFT MAN> and <RIGHT MAN> (if
applicable) on the AFM module keypad to put the
AFM module in manual control.
NOTE: You cannot set the stepper motor(s) to the start
position if the intake manifold pressure is greater than 17
psia. If you press <F1> and then <STRT POS> when the
intake manifold pressure is greater than 17 psia, a
message will be displayed on the LCD telling you that
the request was ignored because the engine is loaded.
5.05-54
3. Press and release <F1>, then <STRT POS> on the
AFM module keypad to test the START position. The
AFM LCD display will show “MOVING L STEPPER
TO START POSITION”. The left and right “Status”
messages on the View Serial Link Screen will
change to “MOTOR RESET” during the positioning
activity. Once the left bank has been moved, the
AFM module will move the right bank stepper motor
(if applicable). Allow up to 3 minutes for this process.
After the stepper motors have been moved to the
START position, the normal LCD displays resume.
If the normal LCD displays do not resume within 5
minutes, see AFM SYSTEM TROUBLESHOOTING
AND DIAGNOSTICS on page 6.00-1.
4. Attempt to start the engine to check ease of starting.
NOTE: Consider “cold” starts when modifying START
position.
5. If necessary, modify the START position by
changing the START position on the Edit Screen and
saving changes to RAM to test. Repeat the check
until the engine starts well.
6. Monitor AFM system performance. AFM system
response must be fast enough to meet site
requirements, however, not so fast that it causes
instability. If the system is too slow, go back to the
Edit Screen and increase the “Gain” setting. To test
the setting changes, you must save your changes to
RAM by pressing [F10], selecting “Test Data on
AFM” from the Saving Options Menu, pressing
[Enter], and then pressing [Y]. Return to the View
Serial Link Screen to monitor AFM system
performance. Continue adjusting the “Gain” setting
on the Edit Screen until the speed of response is
satisfactory.
NOTE: Complete Steps 1 – 6 for both primary and
secondary fuels.
7. Once you are satisfied with AFM system
performance and ease of starting, return to the Main
Menu.
8. Continue with SAVING DATA-SET TO ROM on
page 5.05-54.
SAVING DATA-SET TO ROM
Once you create a data-set, test the data-set in RAM
(temporary memory), and are satisfied with the AFM’s
air/fuel control, the data-set must be saved to permanent
memory (ROM). Complete the steps in this section to
save your data-set to ROM.
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
NOTE: The AFM system allows five saves to ROM
(permanent memory). All data-sets should be carefully
evaluated in RAM (temporary memory) before storing to
ROM. Once ROM has been fully configured, the core
EPROM chip in the AFM module must be replaced to
permit further saves to permanent memory. See
EPROM CHIP REPLACEMENT on page 6.05-1 for
EPROM replacement instructions.
1. Highlight “Edit/Create Setup” from the Main Menu to
return to the Edit Screen and press [Enter].
2. Highlight “Retrieve from AFM” and press [Enter].
3. Highlight “Configure AFM Memory” on the Save
Options Menu and press [Enter].
NOTE: The “Test Data on AFM” option from the Save
Options Menu allows a program to be run in the AFM
module’s temporary memory (RAM). This may be used
for troubleshooting so that the ROM memory space is
conserved. The contents of RAM are lost whenever
power to the AFM module is removed.
4. When the confirmation screen appears as shown in
Figure 5.05-63, press [Y].
NOTICE
Do not disturb the serial cable, interrupt the AFM
module power, or interrupt computer power while
configuring memory. If disturbed or disconnected
during the saving process, the core EPROM chip in
the AFM module may become corrupted and may
need to be replaced.
5.05-55
5. When the verification screen appears as shown in
Figure 5.05-64 press [Y].
6. Several screens will appear indicating that the data-
set is being saved to ROM (permanent memory on
the core EPROM chip inside the AFM module). Once
the data-set has been saved to ROM, the message
shown in Figure 5.05-65 appears.
NOTE: The AFM allows five saves to ROM. Once ROM
has been fully configured, the core EPROM chip in the
AFM module must be replaced to permit further saves
to permanent memory.
7. Press any key on your computer to return to the Edit
Screen.
NOTE: It is recommended that you save the current
data-set to disk. Data-sets are assigned filenames and
saved on disk so you can retain and retrieve the data-set
later. When saving to disk, the data-set will be saved to
the drive and directory where the AFM User Interface
Program was accessed. See SAVING DATA-SET TO
DISK on page 5.05-58 to save your data-set to disk.
FORM 6286-2
© 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-63: Confirmation of Save to ROM

Figure 5.05-64: Verification to Store New Values to ROM

FORM 6286-2
5.05-56 © 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-65: Verification Screen of Save to ROM

Figure 5.05-66: Programming Error Message

FORM 6286-2
5.05-57 © 3/2012
LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
NOTE: If the power to the AFM is inadequate (less than
21.6 volts) or excessively “dirty” (more than 2 volts peak-
to-peak ripple), the programming operation may not be
successful. An unsuccessful store to “ROM” will result in
the error message illustrated in Figure 5.05-66. Should
this error occur, the core EPROM chip must be replaced
and the true cause for the failure corrected. See EPROM
CHIP REPLACEMENT on page 6.05-1 for core
EPROM replacement instructions. Press any key on
your computer to continue.
SAVING DATA-SET TO DISK
The new data-set should be stored to a floppy/hard disk
and to “permanent” memory (ROM) as the previous
section explains. Data-sets are assigned filenames and
saved on disk so you can retain the data-set for future
reference. Each time a new program is saved to ROM,
the previous program can no longer be retrieved. The
only way to keep track of old programs is to save the
data-file to disk or with printed copies.
NOTE: If you want to retrieve a data-set saved to disk,
see RETRIEVING A SAVED DATA-SET on page 5.05-
60.
1. With the Edit Screen displayed, press [F10] to save
your data-set to disk.
2. Highlight “Save Data to Filename” from the Saving
Options Menu and press [Enter].
3. Enter a filename according to the following
procedure (see Figure 5.05-67). Read all three steps
prior to saving the file to the disk.
a. Locate the engine’s serial number on the
nameplate.
5.05-58
b. If the engine has a “C-” number, remove the “C-”
and the “/” from the number. Example:
C-10768/01 would give a root file name of
“1076801”. If the engine does not have a “C-”
number use all six digits in the serial number for
the filename.
c. The first time the configuration is saved to the
disk add an “A” to the end. This is to indicate that
this is the first save of this configuration. If
changes are made to the configuration, save the
next file with the same numerical information and
change the suffix letter to “B.” Continue in this
manner for each revision to the file.
Once eight characters have been entered, the file
will automatically be saved to the disk from where
the AFM User Interface Program was accessed. If
the filename is less than eight characters, press
[Enter] to save.
NOTE: When saving to disk, the data-set will be saved
to the drive and directory where the AFM User Interface
Program was accessed.
4. Press [ESC] to return to the Main Menu.
5. If the data-set for your engine has been saved to
ROM and a file on disk, confirm the exit to the Main
Menu by pressing [Y] (see Figure 5.05-68). The Main
Menu appears. If you have not saved the data-set to
ROM (permanent memory), press [N] and see
SAVING DATA-SET TO ROM on page 5.05-54.
FORM 6286-2
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 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS

Figure 5.05-67: Input Data-File Name Screen

Figure 5.05-68: Confirmation of Exit to Main Menu

FORM 6286-2
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LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
RETRIEVING A SAVED DATA-SET
The data-sets that are saved to disk (not RAM or ROM)
and assigned a filename can be retrieved following the
steps in this section.
NOTE: If you want to save a data-set to disk, see
SAVING DATA-SET TO DISK on page 5.05-58.
1. With the AFM User Interface Program’s Main Menu
showing on your screen, highlight “Edit/Create
Setup” and press [Enter] (see Figure 5.05-69).
Figure 5.05-69: AFM User Interface Program Main Menu
2. On the next menu highlight “Retrieve from Filename”
and press [Enter] (see Figure 5.05-70).
Figure 5.05-70: Edit/Create Setup Menu
3. Highlight the filename (serial number) you want to
open and press [Enter] (see Figure 5.05-71). The
information that is shown on your PC screen is
information that has been saved in a file and was not
retrieved from the AFM module’s RAM or ROM.
NOTE: The retrieved file’s data-set must be saved to
RAM or ROM before the displayed data-set values affect
control of the AFM system.
5.05-60
NOTE: The contents of RAM are lost whenever power
to the AFM module is removed.
NOTE: If you want to save an opened file to ROM
(permanent memory), see SAVING DATA-SET TO
ROM on page 5.05-54.
Figure 5.05-71: File Select Menu
POST-PROGRAMMING CHECKS
Two post-programming checks must be completed to
confirm that the data-set created was successfully
stored to ROM. The procedures that follow take you
step-by-step through the post-programming checks.
NOTE: Print copies of your data-set or save your data-
set to a file for future reference before completing the two
post-programming checks.
CHECK 1: CONFIRMING THE DATA-SET SAVE TO
ROM
Check 1 confirms that the data-set was successfully
stored in ROM on the core EPROM chip.
NOTE: Programs saved to the EPROM will be retained
even if power to the AFM module is interrupted.
Programs saved to RAM will be lost when power to the
AFM module is disconnected. The AFM can detect when
an evaluation data-set is being tested in RAM and has
not been saved to ROM. If you attempt to leave the AFM
User Interface Program without saving the evaluation
data to ROM, a warning will be displayed.
1. With the Main Menu showing on your screen,
highlight “Edit/Create Setup” and press [Enter].
FORM 6286-2
© 3/2012
 LEAN BURN PROGRAMMING – DUAL-FUEL APPLICATIONS
2. Highlight “Retrieve from AFM” on the next menu and 6. The “Genuine Waukesha Parts” logo and version
press [Enter]. Several messages appear indicating identification screens appear briefly, followed by the
that the data-set is being retrieved from ROM. communications menu (see Figure 5.05-73). A dot
3. The Edit Screen appears (see Figure 5.05-76). is located in parentheses next to “1.” Press [Enter] to
Verify that the data on the Edit Screen is the same select communications port 1. If the DB-9 cable is
data-set chosen to be saved to ROM. connected to a different port on your PC, use the
arrow keys on the keyboard to select the
If the correct data does not appear on the Edit corresponding port from the communications menu
Screen, verify that the DB-9 serial cable connected and press [Enter] (typically: port 1 is correct).
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 5.05-
60 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.

CHECK 2: FINAL TEST OF AFM SYSTEM SETUP

Check 2 confirms that the data-set is not lost when the
AFM system is powered down and that the AFM system
will power up with the data stored in ROM.
1. Highlight “Quit” on the Main Menu and press [Enter]
(see Figure 5.05-72).
2. Press “Y” to confirm that the program is to be exited.
3. Disconnect power from the AFM module for a
minimum of five minutes.
Figure 5.05-73: Communications Menu
7. The AFM User Interface Program’s Main Menu
appears showing various program options available
(see Figure 5.05-74). Highlight “Edit/Create Setup”
and press [Enter].
8. The menu shown in Figure 5.05-75 appears.
Highlight “Retrieve from AFM” and press [Enter].
9. Observe which ROM location (ROMX) is being
retrieved.

Figure 5.05-72: AFM User Interface Program Main Menu

4. Restore power to the AFM module.
5. Start the AFM User Interface Program on your PC.
NOTE: For information on installing and/or accessing
the AFM User Interface Program, see “Controls
Downloads” section on WEDlinks.net.
Figure 5.05-74: AFM User Interface Program Main Menu

FORM 6286-2
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10. The Edit Screen appears (see Figure 5.05-76).
Verify that the data on the Edit Screen is the same
data-set chosen to be saved to ROM.
If the correct data does not appear on the Edit
Screen, verify that the DB-9 serial cable connected
between the PC and the AFM module is secure and
in good condition. In addition, verify the power to the
AFM module is within specification. Attempt a
second “store” of the correct data-set to ROM (see
RETRIEVING A SAVED DATA-SET on page 5.05-
60 to retrieve data-set from disk). If difficulty
continues, contact your local Waukesha Distributor
or Waukesha Product Support.

Figure 5.05-75: Edit/Create Setup Menu

Figure 5.05-76: Edit Screen

FORM 6286-2
5.05-62 © 3/2012
 TROUBLESHOOTING AND DIAGNOSTICS
SECTION 6.00
AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS
Proper maintenance, service and repair are important to
the safe, reliable operation of your engine, the AFM
system, and related equipment. Do not use any
procedure not recommended in this manual for this
equipment.
! WARNING
Allow the engine to cool to room
temperature before cleaning,
servicing or repairing the unit.
Do not install, set up, maintain
or operate any electrical
components unless you are a
technically qualified individual
who is familiar with the electrical
elements involved.
Always wear OSHA-approved
body, sight, hearing, and
respiratory system protection.
Never wear loose clothing,
jewelry or long hair around an
engine.
TROUBLESHOOTING
Table 6.00-2 AFM Troubleshooting and Diagnostics
Table on page 6.00-6 is provided to assist you in
determining the possible causes of unsatisfactory AFM
system operation, as well as point out the corrective
action that may be taken to remedy the problem.
If problems persist, contact your local Waukesha
Distributor or Waukesha Product Support for
assistance.
6.00-1
Inside the AFM module are three circuit board
assemblies: control board assembly, display board
assembly and stepper driver board assembly.
Troubleshooting the AFM system can involve some
disassembly of circuit board assemblies, removal and
replacement of multi-pin components (chips), and other
work of similar nature. Only “qualified technicians”
should undertake these activities. Improper handling of
circuit boards and electronic components can cause
damage that may render them unusable.
NOTE: Table 6.00-2 is only provided as a service to our
customers. It should not be viewed as a reflection of
Waukesha’s actual experience with this product.
DIAGNOSTICS
This section is provided to explain diagnostic messages
of the AFM system, as well as possible corrective actions
that may remedy diagnostic problems.
Correcting diagnostic problems may involve removal
and replacement of computerized components,
reprogramming and other work of similar nature. Only
“qualified technicians” should undertake these activities.
Improper handling of electronic components can cause
damage that may render them unusable.
The AFM module is equipped with diagnostic features
to inform site personnel of system status. These features
include:
• “Power” and “Alarm” lights (LED display) on the front
panel of the AFM module
• Alarm messages that appear on the PC screen when
viewing the View Serial Link Screen in the AFM User
Interface Program
• An Error Out terminal that can be used to drive a relay,
alarms and/or lights
• An alpha-numeric liquid crystal display (LCD) visible
from the front of the AFM module allows the user to
monitor important system parameters and alarms
FORM 6286-2
© 3/2012
AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS
AFM system diagnostics included in the AFM are
designed to identify conditions which are not considered
normal operation. Tests are performed continuously.
Whenever a fault occurs, the following diagnostics
occur:
• The yellow LED on the front of the AFM module lights
• The Error Out terminal is disconnected from ground
triggering a relay, alarms and/or lights (when the AFM
system is operating correctly, the circuit provides a
connection to ground)
• A diagnostic message is displayed on the AFM LCD
display
• The word “ALARM” is displayed next to the system
parameter on the View Serial Link Screen
• The message “ALARM OUTPUT ACTIVE” is
displayed on the View Serial Link Screen until the
alarm is acknowledged by pressing <ALARM ACK> or
the system fault is corrected
• Movement of the stepper motor(s) is stopped (except
when the IMP INPUT LO/HI alarm is indicated)

AFM MODULE LED DISPLAY
Two LEDs on the front of the AFM module inform site
personnel of system status (see Figure 6.00-1).
• Green LED: The green “Power” LED is lit any time
power is applied to the AFM module.
• Yellow LED: The yellow “Alarm” LED is lit when the
AFM system’s diagnostic function is activated or when
AFM execution has been stopped by the user (such
as during the saving of data-set).
– Alarm LED off indicates that the module is operating
correctly or in the warm-up mode waiting for the
exhaust temperatures to increase or an error was
present and the alarm was acknowledged
(<ALARM ACK> was pressed).
– Alarm LED on indicates that one of the diagnostic
criteria has not been satisfied. The AFM module’s
keypad (except for the <ALARM ACK> button) will
not function. The yellow alarm LED will remain lit
until either the alarm condition is acknowledged by
pressing the <ALARM ACK> button on the keypad
or the fault is corrected on the engine.
NOTE: If after an alarm condition has been
acknowledged and a second alarm condition occurs, the
keypad will cease to function again and the second
alarm must be acknowledged.
Figure 6.00-1: AFM Module Front Panel
VIEW SERIAL LINK SCREEN ALARM MESSAGES
The AFM User Interface Program displays alarm
messages on the View Serial Link Screen whenever an
alarm condition exists. You can monitor AFM system
performance using the View Serial Link Screen. The
View Serial Link Screen represents the current status of
your AFM system and includes information on the
oxygen sensor, stepper position and pressures.
If an alarm condition occurs, an alarm message is
displayed on the View Serial Link Screen (see Figure
6.00-2). Whenever an alarm condition exists, the word
“ALARM” is displayed next to the faulty system
parameter on your PC’s View Serial Link Screen. The
message “ALARM OUTPUT ACTIVE” is also displayed
on the View Serial Link Screen until the alarm is
acknowledged or the system fault is corrected.
AUXILIARY “ERROR OUT” ALARM OUTPUT
The Error Out terminal within the AFM module is an
electronic switching circuit used to provide a connection
to ground. This mechanism can be used as a trigger to
drive remote devices such as alarms, lights and relays.
Specifically in an AFM application, when the AFM
system is operating correctly the circuit provides a
connection to ground. Any AFM system fault will
disconnect the circuit. The Error Out terminal is a sinking
circuit with a maximum current rating of 1 amp and a
maximum voltage rating of 50 VDC (no AC voltages are
allowed).

FORM 6286-2
6.00-2 © 3/2012
 AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS
NOTE: See CONNECTING AUXILIARY AFM INPUTS
AND OUTPUTS on page 2.10-1 for further installation
information.

Figure 6.00-2: View Serial Link Screen Alarm Messages

AFM MODULE LCD DISPLAY For VHP inline, ATGL and VGF engines, the top line on
the LCD display shows system status. When an alarm
The alpha-numeric LCD display visible from the front of
condition exists, the bottom row on the display will
the AFM module allows the user to monitor important
indicate the type of alarm. See Example 1.
system parameters (see Figure 6.00-1). The LCD
display continually shows the current status of the AFM For VHP vee engines, the top line on the LCD display
system. The AFM’s LCD display updates its messages shows system status for the engine’s left bank. The
at a rate of about once every three seconds. In alarm bottom row shows system status for the engine’s right
conditions, specific problems are displayed. bank. When an alarm condition exists, the row for the
engine bank in the alarm condition will alternate
NOTE: During normal operation, LCD display
messages from system status to alarm message to
information includes: exhaust temperature (rich burn),
system status. See Example 2.
sensor block temperature (lean burn), oxygen sensor
output, oxygen sensor target, intake manifold pressure,
stepper position, heater output percentage, and stepper
travel limits. See AFM DISPLAY AND KEYPAD
INFORMATION on page 1.20-1 for LCD displays shown
on the LCD display during normal operation.
Whenever an alarm condition exists, the LCD display
provides a diagnostic message.

FORM 6286-2
6.00-3 © 3/2012
AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

NOTICE
Do not disconnect or connect system components
with electrical power ON to AFM system. Failure to
turn off power before making AFM component
connections or disconnections could result in
component failure.

! WARNING

Do not install, set up, maintain

or operate any electrical
components unless you are a
TROUBLESHOOTING AND DIAGNOSTIC
technically qualified individual
TABLES who is familiar with the electrical
The following troubleshooting and diagnostic tables are elements involved.
provided to assist you in diagnosing the AFM system:
• Table 6.00-1 describes the possible diagnostic
messages displayed in an alarm condition.
• Table 6.00-2 provides troubleshooting suggestions to
remedy the alarm situation. The first seven symptoms
and remedies in Table 6.00-2 specifically address the
LCD diagnostic alarm messages. All figures
referenced in the troubleshooting table are shown
after the table.

Table 6.00-1: AFM LCD Alarm Descriptions

AFM LCD Alarm Descriptions

LCD ALARM DESCRIPTION
The O2 SIGNAL LO/HI alarms are activated when operating in the catalyst control mode
and the oxygen sensor input voltage falls below 0.01 volts or exceeds 1.10 volts. The
stepper motors are disabled when this alarm is active. This warning indicates that the sensor
O2 SIGNAL LO/HI has failed OR that the wiring is shorted/open. Manipulating the air/fuel ratio towards best
(RICH BURN APPLICATIONS) economy or best power can result in signals that are very near voltage limits which are
essentially the performance limits of the oxygen sensor. Thus, low and high limits are no
longer a good test of system integrity.
NOTE: When operating in the Best Power/Economy mode, these alarms are not used.
The O2 SIGNAL LO/HI alarms are activated when operating in the lean burn control mode
O2 SIGNAL LO/HI and the lean burn oxygen sensor input voltage falls below 0.5 volts or exceeds 4.5 volts.
(LEAN BURN APPLICATIONS) The stepper motors are disabled when this alarm is active. This warning indicates that the
sensor has failed OR that the wiring is shorted/open.
The O2 TEMP LO/HI alarm is active when the sensor temperature is outside of the
programmed limits [defaults are 350°C (662°F) and 760°C (1,400°F)]. The stepper motors
are disabled when this alarm is active. When power is first applied, the AFM system remains
in warm-up (waiting) mode until the thermocouple reaches the programmed low limit. This
O2 TEMP LO/HI helps ensure that the data being generated by the oxygen sensor is accurate. If the
(RICH BURN APPLICATIONS) thermocouple does not reach the low limit within 10 minutes, or if it falls below the low limit
at any time during AFM system operation, the O2 TEMP LO alarm will be activated. The
O2 TEMP HI alarm is triggered when the maximum safe exhaust temperature for the engine
is exceeded. This value defaults to 1,400°F (760°C). Like the low limit, it can be
reprogrammed if required.

FORM 6286-2
6.00-4 © 3/2012

LCD ALARM
O2 TEMP LO/HI
(LEAN BURN APPLICATIONS)
RICH/LEAN LIMIT
IMP INPUT LO/HI
ATM INPUT LO/HI
(LEAN BURN APPLICATIONS
WITH ATMOSPHERIC
PRESSURE TRANSDUCER
INSTALLED)
F1 STRT POS REQUIRED
NOTE: You cannot set the stepper
motor inside the actuator(s) to the
start position if the intake manifold
pressure is greater than 17 psia. If
you press <F1> and then <STRT
POS> when the intake manifold
pressure is greater than 17 psia, a
message will be displayed on the
LCD telling you that the request was
ignored because the engine is
loaded.
AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS
AFM LCD Alarm Descriptions
DESCRIPTION
The O2 TEMP LO/HI alarm is active when the sensor temperature is outside of the
programmed limits [ATGL engines: LO = 475°C (887°F) and HI = 545°C (1,013°F)] [VHP/
VGF: LO = 390°C (734°F) and HI = 460°C (860°F)]. The stepper motors are disabled when
this alarm is active. When power is first applied, the AFM system remains in warm-up
(waiting) mode until the thermocouple reaches the programmed low limit. This helps ensure
that the data being generated by the lean burn oxygen sensor is accurate. If the
thermocouple does not reach the low limit within 30 minutes for ATGL engines and 50
minutes for VHP/VGF engines, or if it falls below the low limit at any time during system
operation, the O2 TEMP LO alarm will be activated. The O2 TEMP HI alarm is triggered
when the maximum safe temperature of the O2 sensor block is exceeded.
The RICH/LEAN LIMIT alarms are activated when the stepper position reaches either the
rich or lean limits that were programmed. The RICH LIMIT and LEAN LIMIT alarms indicate
that the engine may be too lean or too rich, respectively, for the AFM system to control to
the desired point. The AFM system cannot richen or lean the mixture any further to correct
the error. Verify proper engine operation by using exhaust analyzers (see the engine’s
operation and maintenance manual for location of exhaust analyzer access point).
Typically, an oxygen sensor has failed or an adjustment to the carburetor screw is in order.
Or displayed stepper motor position does not match actual stepper motor position.
The IMP INPUT LO/HI alarm indicates that the AFM system’s intake manifold pressure has
violated either the low or high limit respectively. The pressure limits are determined when
the engine’s fuel system configuration (G, GSI, GL) is chosen during programming. Stepper
motor operation is unaffected when this alarm is active.
The ATM INPUT LO/HI alarm indicates that the AFM system’s atmospheric pressure
transducer has violated either the low or high limit respectively. The pressure limits are
determined when the engine’s fuel system configuration (GL) is chosen during
programming. Stepper motor operation is unaffected when this alarm is active.
The F1 STRT POS REQUIRED alarm is a safety feature of the AFM system that is designed
to prevent unsafe “resetting” of the stepper motors during programming. This safety feature
prevents stepper limits from being programmed that are out of range. This message will be
displayed whenever stepper limits are entered that invalidate the current stepper motor
position. For example: The stepper motor is at 3,000 steps and a new position limit is 2,000
steps. With the engine shutdown, set the stepper motors to the “Start Position” by pressing
and releasing <F1>, then <STRT POS> on the AFM module keypad. The AFM LCD display
will show “MOVING L STEPPER TO START POSITION”. The left and right “Status”
messages on the View Serial Link Screen will change to “MOTOR RESET” during the
positioning activity. Once the left bank has been moved, AFM control will move the right
bank stepper motor. Allow up to 3 minutes for this process. After the stepper motors have
been moved to the start position, the normal LCD displays resume.
FORM 6286-2
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AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS
All figures referenced in Table 6.00-2 are shown AFTER the troubleshooting table.
Table 6.00-2: AFM Troubleshooting and Diagnostics Table

AFM Troubleshooting and Diagnostics Table

SYMPTOM PROBABLE CAUSE REMEDY
O2 SIGNAL LO/HI
The oxygen sensor 1. Check oxygen sensor wiring for shorts or opens.
alarm message shown
signal is outside the 2. Verify sensor operation by manually adjusting the air/fuel ratio rich and lean
on LCD display. RICH
preprogrammed limits. of stoichiometry. If oxygen sensor does not respond, replace the sensor.
BURN ONLY
1. Check oxygen sensor wiring for shorts or opens.
2. Check to see that both the auxiliary and on-board sensor heaters are
operating. Both auxiliary and on-board heaters are powered through the
heater control module. The sensors’ on-board heater supply voltage
specifications are: 8L-ATGL = 7.0 VDC; 12V-ATGL = 7.1 VDC; VHP/VGF
= 7.2 VDC. See note that follows. The left and right heater (connections
inside the AFM module) are only trigger wires used to drive the SSR for the
auxiliary heaters. They do not supply power to the heaters. If looked at with
an oscilloscope it would look like a 128 Hz square wave because they turn
on and off (see Figure 6.00-3). Auxiliary heater measured with multimeter
at room temperature should be 2.1 ohms 10 percent. If only one heater is
The oxygen sensor
working, the temperature will only reach a maximum of 475°C.
signal is outside the
O2 SIGNAL LO/HI
preprogrammed limits. NOTE: During normal engine operation, the heater disable terminal
alarm message shown
OR inside the heater control box must be ungrounded for the auxiliary
on LCD display. LEAN
Sensor cannot achieve heater to operate (see Figure 6.00-9). This terminal is provided for
BURN ONLY
the correct operating
stand-by applications so when the engine is shut down and the AFM
temperature.
system power is left on, the customer can ground this terminal to disable
the internal heater. If the internal heater is left on while the engine is shut
down, it will cause the oxygen sensor to overheat and shorten its life.
NOTE: The lean burn sensor signal to the AFM module is a current,
not a voltage.
3. Verify proper engine operation (i.e. spark plugs and gas admission valves)
and that engine load is greater than 60 BMEP.
4. Verify oxygen sensor operation by manually adjusting the air/fuel ratio rich
and lean of the set-point. If the oxygen sensor does not respond, replace
the sensor.
1. Check thermocouple wiring for shorts or opens.
2. Check if AFM system's programmed limits are correct/applicable.
3. Verify thermocouple operation by removing thermocouple and checking in
O2 TEMP LO/HI alarm
Thermocouple signal air. If thermocouple does not respond, replace the thermocouple.
message shown on
is below or above the 4. Calibrate thermocouple input channels with a thermocouple calibration
LCD display. RICH
preprogrammed limits. tool. To calibrate the input adjust TP1A (VHP vees – left bank only, VHP
BURN ONLY
inlines, VGFs and ATGLs) and TP1B (VHP vees – right bank only) inside
the AFM module until the temperature displayed on the AFM module equals
the temperature displayed on the calibration tool.

FORM 6286-2
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 AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

AFM Troubleshooting and Diagnostics Table

SYMPTOM PROBABLE CAUSE REMEDY
1. Verify that ALL insulation around lean burn sensing assembly (including
ATGL exhaust supply tubing) is not damaged and is installed correctly.
Insulation MUST be installed around lean burn oxygen sensing assembly
for correct sensor operation.
2. If “HEATER AT 39%” is displayed for more than 5 minutes and an O2 TEMP
LO alarm is indicated, then check thermocouple. Verify thermocouple
operation by removing thermocouple and checking in air.
NOTE: Heater will be at 39% until 122°F (50°C) is reached. Once
122°F (50°C) is reached, the heater will rapidly heat to 100%.
Note the following:
a. If thermocouple does not respond, check thermocouple wiring for
shorts, opens and proper connections.
b. If wiring is OK, check thermocouple calibration.
c. If thermocouple is OK, replace control board assembly inside AFM
module (see Figure 6.00-11).
d. If thermocouple is miscalibrated, then calibrate thermocouple input
channels with a thermocouple calibration tool. To calibrate the input,
adjust TP1A (VHP vees – left bank only, VHP inlines, VGFs, and
O2 TEMP LO/HI alarm
Thermocouple signal ATGLs) and TP1B (VHP vees – right bank only) inside the AFM module
message shown on until the temperature displayed on the AFM module equals the
is below or above the
LCD display. LEAN temperature displayed on the calibration tool.
preprogrammed limits.
BURN ONLY 3. Check if AFM system’s programmed limits are correct/applicable.
4. Verify the heater circuit is controlling properly with “HEATER AT 100%”
displayed on the LCD display and the O2 TEMP LO alarm indicated.

NOTE: All 24 VDC readings must meet the power specifications

provided in AFM SYSTEM ELECTRICAL CONNECTIONS on page
2.05-1.
Note the following (see Figure 6.00-9 and Figure 6.00-10):
a. If there is 24 VDC at the heater, replace heater.
b. If there is 24 VDC between “L AUX HTR PWR” and “GROUND” within
the heater control box, check wiring to heater.
c. If there is no 24 VDC between “+24VDC” and “GROUND” within the
heater control box, check power supply and power supply wiring.
d. If there is 24 VDC between “+24VDC” and “LEFT HTR(-)” within the
heater control box, replace solid-state relay.
e. If there is 24 VDC between “24VDC” and “LEFT HTR(-)” within the AFM
module, correct wiring to heater control box.
f. Replace control board assembly within AFM module (see Figure
6.00-11).

FORM 6286-2
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AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

AFM Troubleshooting and Diagnostics Table

SYMPTOM PROBABLE CAUSE REMEDY
1. With the engine shut down, check stepper motor(s) for correct operation
by completing the following:
a. Remove stepper motor(s) from regulator. It will be necessary to
disconnect the stepper harness(es) during removal.
b. Reconnect the stepper harness(es) to the stepper motor(s).
c. Press and release <F1> and then <STRT POS> on the AFM module
keypad
d. Verify that the shaft inside the left stepper motor first moves
counterclockwise and the control spring moves partially into the
stepper motor assembly until the “HOME” position is reached. Then
the stepper motor shaft must rotate clockwise and the control spring
must move out of the stepper motor assembly. On engines with two
regulators, the AFM module will move the right stepper motor once the
left stepper motor is reset. Verify correct operation of the right stepper
motor by observing the direction of shaft rotation and movement of the
control spring. Allow up to 3 minutes for this process.
The stepper motor has e. Note the following:
reached one of the • If the stepper motor shaft moves backward, then check the proximity
programmed travel switch (see Figure 6.00-13).
limits. • If there is no movement and no vibration then check stepper harness.
OR • If there is no movement but there is vibration then the stepper motor
RICH/LEAN LIMIT Unstable O2 sensor may need to be cleaned. Check for free movement of the stepper
alarm message shown voltage or AFM drifts. motor shaft by carefully using a wrench on the adjusting screw at the
on LCD display. OR end of the shaft. If there is no free movement, clean stepper motor.
Displayed stepper • If the spring fully retracts but does not return to the START position,
motor position does then check the proximity switch (see Figure 6.00-13).
not correspond to 2. Verify engine is not misfiring but operating properly (i.e. spark plugs and
actual stepper motor gas admission valves). Verify that engine load is greater than 60 BMEP.
position. 3. Check with exhaust analyzers to see that the oxygen sensor (O2 sensor)
has not failed by completing the following:
a. Install exhaust analyzer to engine exhaust (see the engine’s operation
and maintenance manual for location of exhaust analyzer access
point).
b. Record reading from O2 sensor and O2 level per exhaust meter.
c. Adjust air/fuel ratio one air/fuel ratio rich of desired setpoint per exhaust
meter. Record signal from O2 sensor.
d. Adjust air/fuel ratio one air/fuel ratio lean of desired setpoint per
exhaust meter. Record signal from O2 sensor.
e. Repeat c and d as necessary to establish trend/curve.
f. Compare results. For a stoichiometric (rich burn) sensor, the output of
the sensor must curve as shown in Figure 6.00-4. For a lean burn
sensor, the output of the sensor must increase linearly with the oxygen
in exhaust as shown in Figure 6.00-5.
g. If the sensor’s output does not compare with figures shown, replace
oxygen sensor.

FORM 6286-2
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 AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

AFM Troubleshooting and Diagnostics Table

SYMPTOM PROBABLE CAUSE REMEDY
4. Perform the following measurements (see Figure 6.00-9 and Figure 6.00-10):
Measure power supply (VDC) inside the AFM module at the 24 VDC (+)
and GND (-) screw terminals with an oscilloscope (see Figure 6.00-6 and
Figure 6.00-7). Complete the procedure in AFM POWER SUPPLY
OSCILLOSCOPE TESTING on page 2.05-2. If not within specification,
a. check power supply.
NOTE: If the AFM system is exposed to electrical noise or voltage spikes,
damage could occur to the O2 sensor. This damage will not be noticed
immediately but may happen eventually. The O2 sensor should be
replaced.
LEAN BURN ONLY. Perform the same voltage measurement in the heater
b. control box on the 24 VDC (+) and GROUND (-) screw terminals with an
oscilloscope. If not within specification, check power supply.
LEAN BURN ONLY. The heater feedback should be checked on the HTR
FEEDBACK (+) and (-) inside the heater control box. This should measure
approximately 7 VDC. Set the oscilloscope at 2 volts/div and 20 mS. If not
c.
within specification, check power supply. Check trim wire for proper
placement and broken or loose wire inside heater control box (see Figure
6.00-9).
LEAN BURN ONLY. Measure O2 sensor supply voltage with an
oscilloscope across lean burn O2 sensor (+) and (-). This should measure
The stepper motor
has reached one of 700 mV DC. The voltage should also be the same at the end of the sensor
the programmed harness at the connection to the sensor. There should be less than 100
travel limits. mV peak-to-peak ripple. To check you can unplug sensor and plug in a 50
d.
OR ohm resistor. Then put oscilloscope leads across resistor. Oscilloscope
RICH/LEAN LIMIT settings should be 20 mS and 200 mV/div. This should read 700 mV DC
Unstable O2 sensor
alarm message with less than 100 mV peak-to-peak ripple (see Figure 6.00-8). If not within
voltage or AFM drifts.
shown on LCD specification, replace control board assembly (see Figure 6.00-11).
OR
display. (cont'd.) Reinstall O2 sensor.
Displayed stepper
motor position does LEAN BURN ONLY. Measure O2 sensor resistance with multimeter across
not correspond to lean burn O2 sensor (+) and (-) wires when disconnected from the AFM.
actual stepper motor
This should measure approximately 50 ohms. Both sensor and sensor
position.
mounting block must be at operating temperature for resistance
measurements to be meaningful. Mounting block temperature is displayed
e.
as “Sensor Temperature” on the View Serial Link Screen using the AFM
User Interface Program. The sensing element is strictly a resistive device
and does not generate any voltage. If the sensor resistance is checked at
room temperature it should be infinite. If not within specification, replace
O2 sensor.
LEAN BURN ONLY. Measure lean O2 sensor loop current in series on one
of the lean O2 sensor (+) or (-) leads with multimeter in AFM module. If
voltage and resistance are correct, the current in the sensor loop should
f. be approximately 14 mA DC for VHP at 28:1 and 18 mA DC for ATGL
engines at 32:1. If the voltage on the AFM display does not move with
current on the meter proportionally, the AFM control board assembly is
defective and should be replaced (see Figure 6.00-11).
LEAN BURN ONLY. Over time deposits may build where the lean burn sensing
assembly mounts to the exhaust outlet (and exhaust tubing on ATGL engines).
5.
Check for deposits following the instructions provided in CLEANING
EXHAUST SAMPLE FLOW PORT – LEAN BURN ONLY on page 7.00-4.
If the stepper motor is at the rich limit, back the carburetor screw out until the
6.
stepper motor moves.
7. Confirm AFM program limits are set properly.

FORM 6286-2
6.00-9 © 3/2012
AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

AFM Troubleshooting and Diagnostics Table

SYMPTOM PROBABLE CAUSE REMEDY
1. Check intake manifold pressure transducer wiring for shorts or opens and
correct wiring.
2. Verify intake manifold pressure transducer for correct operation. The correct
The intake manifold
IMP INPUT LO/HI operating range for the intake manifold pressure transducer is 1 – 5 VDC. This
pressure signal is
alarm message corresponds to 0 – 100 psia. If a problem is suspected of the transducer you
below/above the
shown on LCD can connect 2 VDC in place of the transducer output [Intake Manifold Press
preprogrammed
display. (+) Intake Manifold (-)]. The intake manifold pressure reading on the View
limits.
Serial Link Screen should be 25 psia. If not within specification, replace AFM
control board assembly (see Figure 6.00-11).
3. If transducer does not respond, replace transducer.
ATM INPUT LO/HI
1. Check atmospheric pressure transducer wiring for shorts or opens and correct
alarm message
wiring.
shown on LCD The absolute
2. Check for 5.0 VDC in the AFM module at the “Home (+)” and “Home (-)”
display. LEAN BURN pressure signal is
terminal block connections (see Figure 6.00-10).
ONLY WITH below/above the
3. If voltage is less then 5.0 VDC at the “Home (+)” and “Home (-)” terminal block
ATMOSPHERIC preprogrammed
connections inside the AFM module, replace control board assembly (see
PRESSURE limits.
Figure 6.00-11).
TRANSDUCER
4. Replace atmospheric pressure transducer inside AFM module.
INSTALLED
1. Verify the power supply voltage at the AFM module power terminal block is
within specification. See Figure 6.00-6 and Figure 6.00-7. See AFM SYSTEM
ELECTRICAL CONNECTIONS on page 2.05-1 for correct power
Green power LED is specifications.
not lit and LCD 2. Disconnect power from the AFM module and check the resistance of the on-
Power is interrupted.
display is blank on board fuses (F1, F2, F3) (see Figure 6.00-11). Resistance should be less than
AFM module. 1 ohm.
3. Verify that the cable connections within the AFM module between the control
board assembly and display board assembly are secure (see Figure
6.00-11).
1. Disconnect power from the AFM module for two minutes. Reapply power and
check LCD display.
2. Disconnect power from the AFM module. Remove and separate the control
LCD display on AFM
board assembly. See CORE EPROM CHIP REPLACEMENT on page 6.05-
module reads Control board is not
1 for instruction on how to remove and disassemble the control board
“EXECUTION running.
assembly. Examine both blue socketed chips for secure installation by
SUSPENDED.”
pressing both chips into their sockets firmly. Reassemble and install the
control board assembly. Then reconnect power to the AFM module.
3. If the problem persists, replace the control board assembly.

FORM 6286-2
6.00-10 © 3/2012
 AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

AFM Troubleshooting and Diagnostics Table

SYMPTOM PROBABLE CAUSE REMEDY
LCD display on the
AFM module reads
“EXECUTION
SUSPENDED BY
USER” for more than
5 minutes. Software execution
NOTE: has been temporarily
“EXECUTION stopped due to user
SUSPENDED BY activity at the 1. Disconnect power from AFM module for 2 minutes. Reapply power and check
USER” is a normal personal computer. LCD display.
message displayed Example: A new test 2. If the problem persists, replace the control board assembly.
during the storing data-set is being
process and some stored to RAM
other activities. DO (temporary memory).
NOT disconnect the
power to the AFM
module unless this
message persists for
more than 5 minutes.
The core EPROM
chip (permanent
memory) inside the
LCD display on the
AFM module is either
AFM module reads Replace the core EPROM chip inside the AFM module. See CORE EPROM CHIP
installed upside
“EXECUTION REPLACEMENT on page 6.05-1. Incorrectly installing the EPROM chip results
down or is corrupt. In
SUSPENDED in a nonfunctioning AFM module.
either case, the chip
(NoDat).”
is no longer usable
and must be
replaced.
1. Disconnect power from AFM module for 2 minutes. Reapply power and check
LCD display.
LCD display on the 2. Examine both socketed chips on the back of the display board assembly (see
Display board
AFM module’s top Figure 6.00-12). Press both chips firmly into their sockets.
assembly is not
row is dark and 3. Verify that the cable connections within the AFM module between the control
operating.
bottom row is light. board assembly and display board assembly are secure (see Figure
6.00-11).
4. If the problem persists, replace the display board assembly.
LCD display on the
Contrast adjustment 1. On back of the display board assembly, adjust the contrast potentiometer
AFM module is too
to the LCD display is (see Figure 6.00-12). Turning clockwise is lighter; counterclockwise is darker.
light or dark making it
required. 2. If the problem persists, replace the display board assembly.
difficult to read.
1. Verify that the cable connections within the AFM module between the control
board assembly and display board assembly are secure (see Figure
6.00-11).
2. Check for 5.0 VDC on the display board assembly at the test point (see Figure
6.00-12). Check for 5.0 VDC on the control board assembly at the “Home (+)”
LCD display on the Power supply to the and “Home (-)” terminal block connections (see Figure 6.00-10).
AFM module is blank, display board
but red stepper driver assembly is not NOTE: The display board assembly is labeled “+24 V GND.” This label
board LED is lit. adequate. is for factory assembly purposes only. Still test for 5.0 VDC at the test point.
3. If voltage is less than 5.0 VDC at the control board assembly “Home (+)” and
“Home (-)” terminal block connections, replace control board assembly.
4. If voltage is 5.0 VDC at control board assembly but less than 5.0 VDC at the
display board assembly test point, replace display board assembly.
5. If the problem persists, replace the control board assembly.

FORM 6286-2
6.00-11 © 3/2012
AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

AFM Troubleshooting and Diagnostics Table

SYMPTOM PROBABLE CAUSE REMEDY
1. If the yellow alarm LED is lit, press <ALARM ACK> on the keypad. Wait for
the “WORKING” message to disappear on the LCD display before pressing
any additional keypad buttons.
Keypad on AFM Keypad is not
2. Verify the connection of the keypad connector harness to the bottom of the
module causes no communicating with
display board assembly inside the AFM module (see Figure 6.00-12).
LCD display display board
3. Check keypad connector harness for damage including kinks, tears and
response. assembly.
broken wires. If keypad connector harness is damaged, replace harness (see
Figure 6.00-12).
4. Replace the AFM module.
1. Read the alarm message on the LCD display. See Table 6.00-1 for information
on LCD displays.
2. Press <ALARM ACK> on the keypad to permit normal keypad operation and
to provide the ERROR OUT terminal a connection to ground.

AFM system NOTE: When the AFM system is operating correctly, the ERROR OUT
Yellow alarm LED is
software is detecting terminal inside the AFM module provides a connection to ground. Any
lit. AFM system fault will disconnect the circuit and can be used as a trigger
a system fault.
to drive remote devices such as alarms, lights and relays.
3. Troubleshoot errant condition. The first seven symptoms and remedies in this
table specifically address the LCD diagnostic alarm messages.
4. If the problems persist, contact your local Waukesha Distributor or Waukesha
Product Support.
1. Check all wiring connections between the AFM module and the stepper
motors. See MOUNTING THE STEPPER MOTOR(S) on page 2.00-18 and
AFM SYSTEM ELECTRICAL CONNECTIONS on page 2.05-1.
2. Check to see that the “Home” switch is properly installed (see Figure
6.00-13).
NOTE: The home switch is an inductive proximity switch. When wired
correctly it is open until a metal object passes within 0.6 in. (1.5 mm) of the
The “Home” switch front of the switch. At this time the switch will close. Within the AFM, once
LCD display on the
on the stepper motor the switch closes, the 5 VDC signal that is on “Left Home In” will be taken
AFM module reads low. The computer then knows that the actuator is fully retracted.
does not detect the
“MOVING STEPPER
presence of the
TO START
adjusting nut in the
POSITION” for more
home (fully retracted)
NOTICE
than 5 minutes.
position.
Do not short the terminals labeled “Home (+)” and “Home (-)” together.
Shorting these terminals will cause damage to the AFM module.

3. Use a small piece of wire to short the terminals labeled “Home In” and “Home
(-)” within the AFM module for the affected stepper motor. Wait two minutes.
This will clear the “MOVING STEPPER TO START POSITION” message from
the LCD display. Remove the stepper motors from the regulators and check
for proper operation.

FORM 6286-2
6.00-12 © 3/2012
 AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

AFM Troubleshooting and Diagnostics Table

SYMPTOM PROBABLE CAUSE REMEDY
The data-set was
only temporarily
stored in RAM using
the “Test Data on
AFM” selection of the
1. The created data-set has been lost. If the data-set is stored to a filename on
Saving Options
AFM module loses disk it can be retrieved and then stored to ROM. If not, recreate the data-set.
Menu. The data-set
the created data-set After recreating the data-set, store the data-set to ROM.
should be saved to
whenever the power 2. If the problem persists, replace the core EPROM chip inside the AFM module.
ROM (permanent
is disconnected. See CORE EPROM CHIP REPLACEMENT on page 6.05-1. Incorrectly
memory). Any
installing the EPROM chip results in a nonfunctioning AFM module.
program stored in
RAM will be lost
when power is
disconnected from
the AFM module.
1. Check that the data-set was not created using a different version of the AFM
User Interface Program.
2. Check that the User Interface Program was not accessed from a different
Saved to a different location where the data-set was saved. When retrieving a filename, the AFM
Saved filename not
location than module only retrieves files saved from the location the AFM User Interface
found.
expected. Program was accessed.
3. Invalid file format was used. For example, a drive letter (a:/) was used before
the filename when data-set was saved to disk.
4. Use a file management program to try and locate programs and/or files.
The EPROM chips
(core and display)
and the User
Interface Program
must be “matched.” If
version 4.0 software
is used with version
2.8 EPROM chips,
the potential for
When attempting to
errant operation
establish
exists and
communications
programming will not
between the AFM
work. The User
module and your Update either the User Interface Program software or the EPROM chip (BOTH
Interface Program
personal computer, a core and display) to achieve a match. This is the only way to assure correct
software version
message reading operation. See EPROM CHIP REPLACEMENT on page 6.05-1. Incorrectly
being used is
“EPROM and installing the EPROM chips results in a nonfunctioning AFM module.
displayed on the
software version are
computer screen
incompatible” is
when the AFM
displayed on the
program is first
computer screen.
started. The EPROM
chip versions are
written on each chip.
Example: AFMD40 is
the AFM display
EPROM chip that has
been programmed
for software version
4.0.

FORM 6286-2
6.00-13 © 3/2012
AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

AFM Troubleshooting and Diagnostics Table

SYMPTOM PROBABLE CAUSE REMEDY
Wrong stepper motor
responds when a Check to see that the left and right bank oxygen sensors and stepper motors are
command has been wired to the corresponding connection points. See MOUNTING THE STEPPER
The wiring has been
sent in either MOTOR(S) on page 2.00-18, AFM SYSTEM ELECTRICAL CONNECTIONS on
crossed somewhere.
MANUAL or page 2.05-1, and CONNECTING AUXILIARY AFM INPUTS AND OUTPUTS on
AUTOMATIC page 2.10-1 for correct system connections.
operation.
1. Verify the power supply voltage at the AFM module power terminal block is
within specification. See Figure 6.00-6 and Figure 6.00-7. See AFM SYSTEM
The core EPROM ELECTRICAL CONNECTIONS on page 2.05-1 for correct power
The AFM module chip may have been specifications.
cannot be damaged during 2. Replace the core EPROM chip inside the AFM module. See CORE EPROM
programmed. installation or CHIP REPLACEMENT on page 6.05-1. Incorrectly installing the EPROM
handling. chip results in a nonfunctioning AFM module.
3. If the problems persist, contact your local Waukesha Distributor or Waukesha
Product Support.
1. Verify that the DB-9 serial cable is securely connected to the correct
communications port on your PC. If the serial cable is not connected to
communications port 1, move the cable to COM1 or choose the correct COM
port when beginning the programming procedure.
2. Verify that the DB-9 serial cable is connected to the correct communications
“COM Port Failed” Cannot establish port inside the AFM module. The serial cable must be connected to the
message is communications communications port labeled P1A inside the AFM module (see Figure
displayed on the PC between the PC and 6.00-11). If the cable is not connected to port P1A, move the cable to the
screen. the AFM module. correct port.
3. Check the general condition and operation of the serial cable. If the serial cable
is faulty, replace the cable.
4. If the problem persists, replace the core EPROM chip inside the AFM module.
See CORE EPROM CHIP REPLACEMENT on page 6.05-1. Incorrectly
installing the EPROM chip results in a nonfunctioning AFM module.

NOTE: If these troubleshooting suggestions do not remedy the problem, please contact Waukesha Product Support.

Figure 6.00-3: Oscilloscope Reading for AFM Heater

FORM 6286-2
6.00-14 © 3/2012
 AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

Figure 6.00-6: Oscilloscope Reading for Power Supply –

VDC

Figure 6.00-4: Relationship Between Air / Fuel Ratio

Adjustments and Stoichiometric Oxygen Sensor Output
NOTE: This curve was plotted for laboratory data.
Actual sensor response will depend slightly upon fuel
composition and engine conditions. Air/fuel ratio values
are also fuel dependent.

Figure 6.00-7: Peak-to-Peak Wave Form Requirements

Figure 6.00-5: Relationship Between Air / Fuel Ratio

Adjustments and Oxygen Sensor Output

FORM 6286-2
6.00-15 © 3/2012
AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

Figure 6.00-8: Oscilloscope Reading for Oxygen Sensor

Peak-to-Peak

Figure 6.00-9: Heater Control Box Interior Label

FORM 6286-2
6.00-16 © 3/2012
 AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

Figure 6.00-10: AFM Module Terminal Connections

Figure 6.00-11: AFM Module Internal Board Assemblies

FORM 6286-2
6.00-17 © 3/2012
AFM SYSTEM TROUBLESHOOTING AND DIAGNOSTICS

Figure 6.00-12: Display Board Assembly

Figure 6.00-13: Home Switch Installation Diagram

FORM 6286-2
6.00-18 © 3/2012
 SECTION 6.05
EPROM CHIP REPLACEMENT
REPLACING EPROM CHIPS
The AFM module has two internal EPROM chips: core
and display (see Figure 6.05-1). The core EPROM chip
stores up to five AFM data-sets configured for the engine
application in permanent memory. The display EPROM
chip controls the operation of the LCD display on the
front of the AFM module.
Figure 6.05-1: EPROM Chip Locations Inside AFM Module
NOTE: Right-side view of AFM module with door open.
The core and display EPROM chips must be “matched”
with the AFM software version number. If the versions of
the EPROM chips are not the same software version
number, the potential for errant operation exists and
programming will not work. The version number is
labeled on the back of the EPROM chips. AFMDXX is
labeled on the display EPROM and AFMCXX is labeled
on the core EPROM (where XX is the version number).
For example: AFMD40 (display EPROM) and AFMC40
(core EPROM) are the chips that have been
programmed for AFM User Interface Program version
4.0.
6.05-1
The display EPROM is visible inside the AFM module on
the back of the door. To view the core EPROM, the
control board assembly must be removed and
disassembled. See CORE EPROM CHIP
REPLACEMENT on page 6.05-1 for disassembly
instructions.
Damaged or corrupt EPROM chips have been referred
to several times in the troubleshooting suggestions. A
damaged or corrupt EPROM chip could be caused by
any of the following:
• Serial cable became disconnected from AFM module
or computer while the data-set was being saved to the
core EPROM chip (permanent memory).
• The power to the AFM module or computer was
disconnected or interrupted.
• The power to the AFM module was inadequate or
excessively “dirty” during EPROM chip save.
• EPROM chip was installed improperly (for example,
with indentation notch installed facing the wrong
direction or pins not aligned in socket).
The following sections explain how to replace the core
and display EPROM chips within the AFM module.
CORE EPROM CHIP REPLACEMENT
AFM data-sets for your engine are saved on a core
EPROM chip (ROM) inside the AFM module.
Replacement of the core EPROM chip is necessary
because the EPROM chip is “full” of saved data-sets; the
EPROM chip is damaged; or core EPROM chip version
number does not match the display EPROM and/or the
User Interface Program version numbers.
NOTE: The AFM module allows five saves to the core
EPROM chip. Once the EPROM chip has been fully
configured, the chip must be replaced.
NOTE: Contact your local Waukesha Distributor for
EPROM chip replacement parts.
FORM 6286-2
© 3/2012
EPROM CHIP REPLACEMENT
Inside the AFM module is a control board assembly
comprised of two circuit boards. The core EPROM chip
is located on the bottom circuit board (between the two
circuit boards). To replace the core EPROM chip, it is
necessary to remove the control board assembly from
the AFM module, disassemble the assembly, and
remove the full or damaged core EPROM chip. Follow
the steps that follow when replacing a core EPROM chip.

NOTICE
Use a static mat and electrical wrist strap when
removing circuit boards or replacing EPROM chips.
Static charges can permanently damage the circuit
boards and/or EPROM chips.
Figure 6.05-3: Control Board Assembly Screw Locations
1. Turn off 24 VDC power to the AFM module. 4. Carefully lift the control board assembly out of the
AFM module.
2. Disconnect all wiring inputs connected to the control
board assembly inside the AFM module (see Figure 5. Remove the screw from the back of the control board
6.05-2). assembly that holds the two circuit boards together
(see Figure 6.05-4).

Figure 6.05-4: Bottom Screw Location of Control Board

Assembly
6. On the right side of the control board assembly is a
blue connector which holds the circuit boards
together. Using a small flat screwdriver, pry apart the
blue connector at the three notches (see Figure
6.05-5).
Figure 6.05-2: Control Board Assembly Disconnections
3. Remove the five screws securing the control board
assembly in the AFM module (see Figure 6.05-3).

FORM 6286-2
6.05-2 © 3/2012
 EPROM CHIP REPLACEMENT
NOTE: The core and display EPROM chips must be
“matched” with the same AFM User Interface Program
version number. If the versions of the EPROM chips are
not the same as the program version number, the
potential for errant operation exists and programming
will not work.
10. Verify that the version number of the new core
EPROM “matches” the version number of the display
EPROM and the AFM User Interface Program (see
Figure 6.05-8). For example: AFMD40 (display
EPROM) and AFMC40 (core EPROM) are the chips
Figure 6.05-5: Disassembling Circuit Board Assembly that have been programmed for AFM User Interface
7. Locate the core EPROM chip on the bottom circuit Program version 4.0.
board (see Figure 6.05-6).

Figure 6.05-8: Correct Core EPROM Chip Direction

Figure 6.05-6: Core EPROM Chip Location NOTICE

8. At the same time, press apart the two blue tabs
located on both sides of the core EPROM chip and
the chip will pop up (see Figure 6.05-7).
The core EPROM chip must be installed so the notch
faces toward the top of the circuit board. Failure to
install the core EPROM chip correctly will result in a
non-functional AFM module and the EPROM chip will
need to be replaced.

NOTE: All other chips on the circuit board are

positioned with their notch in the same direction as the
core EPROM chip.
11. Carefully place a new core EPROM chip in place on
the circuit board. Make sure the notched side of the
EPROM chip is installed to face toward the top of the
circuit board as shown in Figure 6.05-8 and Figure
6.05-9.
NOTE: If the pins on the new core EPROM chip do not
align with the socket on the circuit board, press on the
side of the pins very carefully until pin alignment allows
for installation.
Figure 6.05-7: Removing Core EPROM Chip
9. Remove the full or damaged core EPROM chip from
the circuit board.

FORM 6286-2
6.05-3 © 3/2012
EPROM CHIP REPLACEMENT
1. Locate the display EPROM chip on the display board
assembly (see Figure 6.05-10).

Figure 6.05-9: Core EPROM Chip Location and Direction

12. Press the EPROM chip into place making sure that
all the pins of the EPROM chip are aligned with the
socket. Failure to install the core EPROM correctly
will result in non-functional AFM module.
13. After the new core EPROM chip is installed, carefully
align the top circuit board with the bottom circuit
board.
14. Press the circuit boards together so the blue Figure 6.05-10: Display EPROM Chip Location and
connector on the right sides of the circuit boards Direction
snap together. 2. At the same time, press apart the two blue tabs
15. Secure the two circuit boards with the one screw located on both sides of the display EPROM chip
removed in Step 5. and the chip will pop up (see Figure 6.05-11).
16. Place the control board assembly into the AFM
module.
17. Secure the control board assembly to the AFM
module with the five screws removed in Step 3.
18. Reconnect all the wires to the control board
assembly disconnected in Step 2.

DISPLAY EPROM CHIP REPLACEMENT

The display EPROM controls the LCD display on the
AFM module. Replacement of the display EPROM is
necessary because the display EPROM chip is
damaged; or the display EPROM version number does
not match the core EPROM and/or User Interface
Program version number.
Figure 6.05-11: Removing Display EPROM Chip
NOTE: Contact your local Waukesha Distributor for
EPROM chip replacement parts. 3. Remove the damaged or old display EPROM chip
from the circuit board.
NOTICE
NOTE: The core and display EPROM chips must be
Use a static mat and electrical wrist strap when “matched” with the same AFM User Interface Program
removing circuit boards or replacing EPROM chips. version number. If the versions of the EPROM chips are
Static charges can permanently damage the circuit not the same as the program version number, the
boards and/or EPROM chips. potential for errant operation exists and programming
will not work.

FORM 6286-2
6.05-4 © 3/2012
 EPROM CHIP REPLACEMENT
4. Verify that the version number of the new display
EPROM “matches” the version number of the core
EPROM and the AFM User Interface Program (see
Figure 6.05-12). For example: AFMD40 (display
EPROM) and AFMC40 (core EPROM) are the chips
that have been programmed for AFM User Interface
Program version 4.0.

Figure 6.05-12: Correct EPROM Chip Direction

NOTICE
The display EPROM chip must be installed so the
notch faces toward the top of the circuit board. Failure
to install the display EPROM chip correctly will result
in a non-functional display on the AFM module.

NOTE: All other chips on the circuit board are

positioned with their notch in the same direction as the
display EPROM chip.
5. Carefully place a new display EPROM chip in place
on the display board assembly. Make sure the
notched side of the EPROM chip is installed to face
toward the top of the assembly as shown in Figure
6.05-10 and Figure 6.05-12.
NOTE: If the pins on the new display EPROM chip do
not align with the socket on the circuit board, press on
the side of the pins very carefully until pin alignment
allows for installation.
6. Press the EPROM chip into place making sure that
all the pins of the EPROM chip are aligned with the
socket. Failure to install the display EPROM
correctly will result in non-functional LCD display
operation.

FORM 6286-2
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EPROM CHIP REPLACEMENT

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FORM 6286-2
6.05-6 © 3/2012
 AFM SYSTEM MAINTENANCE
SECTION 7.00
MAINTENANCE PROCEDURES

MAINTENANCE CHART
This section describes the recommended maintenance
procedures for AFM system components. Minimal
maintenance is required for the AFM system. Table
7.00-1 provides a list of the recommended maintenance
items and includes a description of the service required,
the service interval, and the page number where specific
maintenance information is found for that item in this
manual.

Table 7.00-1: Maintenance Chart for AFM System Components

ITEM SERVICE INTERVAL INFORMATION PROVIDED

ON PAGE
Stoichiometric Oxygen Sensor Check for Correct Operation, Sensor life is typically 2,000 – Check 7.00-2
(Rich Burn Sensor) Replace 3,000 hours* Replace 7.00-3
Check for Correct Operation, Sensor life is minimally 10,000 Check 7.00-2
Lean Burn Oxygen Sensor
Replace hours* Replace 7.00-3
Exhaust Sample Flow Port:
Inspect, Clean Every year 7.00-4
Lean Burn VHP/VGF
Exhaust Sample Flow Port:
ATGL Lean Burn Exhaust
Inspect, Clean Every year 7.00-5
Tubing and Lean Burn Sensing
Assembly Mounting Port
Stepper Motor (Actuator) Inspect, Clean, Lubricate, Test Every year 7.00-7
Inspect Wiring/Harnesses,
Secure Connections, Check
AFM System Wiring Ground Connections, Verify Every year 2.05-1
Incoming Power is Within
Specification
* If you are experiencing an unstable oxygen sensor voltage or the AFM drifts, it may indicate that the oxygen sensor has failed.
To test an oxygen sensor for correct operation, complete the procedure OXYGEN SENSOR CHECK FOR CORRECT
OPERATION on page 7.00-2.

FORM 6286-2
7.00-1 © 3/2012
MAINTENANCE PROCEDURES

OXYGEN SENSORS
Oxygen sensors are maintenance items and
replacement will be required. Service life of the
stoichiometric sensor is typically 2,000 – 3,000 hours.
Service life of the lean burn oxygen sensor is minimally
10,000 hours.
If you are experiencing unstable oxygen sensor voltage
or the AFM drifts, it may indicate that the oxygen sensor
has failed. To test an oxygen sensor for correct
operation, complete the check that follows.

OXYGEN SENSOR CHECK FOR CORRECT

OPERATION
Using an exhaust analyzer check for correct operation
of the oxygen sensor by completing the following:
1. Confirm proper engine operation (i.e. spark plugs,
extensions, wires, coils, and gas admission valves)
and verify engine is not misfiring.
2. LEAN BURN ONLY. Confirm that the temperature of
the lean burn sensor is within programmed limits
AND is stable. Drifting sensor temperature will cause
the AFM control to drift. Sensor temperature is
shown on the View Serial Link Screen. Temperature
Figure 7.00-1: Relationship Between Air / Fuel Ratio
defaults are:
Adjustments and Stoichiometric Oxygen Sensor Output

ATGL :
LO = 475°C (887°F) NOTE: This curve was plotted for laboratory data.
HI = 545°C (1013°F) Actual sensor response will depend slightly upon fuel
LO = 390°C (734°F) composition and engine conditions. Air/fuel ratio values
VHP/VGF:
HI = 460°C (860°F) are also fuel-dependent.
3. Install exhaust analyzer to engine exhaust (see the
engine’s Operation & Maintenance Manual for
location of exhaust analyzer access point).
4. Record reading from oxygen sensor and oxygen
level per exhaust meter.
5. While at rated load, adjust air/fuel ratio one air/fuel
ratio rich of desired setpoint per exhaust meter.
Record signal from oxygen sensor.
6. Adjust air/fuel ratio one air/fuel ratio lean of desired
setpoint per exhaust meter. Record signal from
oxygen sensor.
7. Repeat Step 5 and Step 6 as necessary to establish
trend/curve.
8. Compare results. For a stoichiometric sensor, the Figure 7.00-2: Relationship Between Air / Fuel Ratio
Adjustments and Lean Burn Oxygen Sensor Output
output of the sensor must curve as shown in Figure
7.00-1. For a lean burn sensor, the output of the 9. If the sensor’s output does not compare with figures
sensor must increase linearly with the oxygen in shown, replace oxygen sensor. See
exhaust as shown in Figure 7.00-2. STOICHIOMETRIC SENSOR REPLACEMENT on
page 7.00-3 or LEAN BURN SENSOR
REPLACEMENT on page 7.00-3 for replacement
instructions.

FORM 6286-2
7.00-2 © 3/2012

STOICHIOMETRIC SENSOR REPLACEMENT
Service life of the stoichiometric (rich burn) sensor is
typically 2,000 – 3,000 hours. Since the sensor has no
wearing parts, theoretical life is indefinite. However, oil
additives, fuel contaminants, compounds released from
certain RTV gasket materials, incorrectly applied thread
anti-seize, and over-temperature can result in shortened
sensor life. To install a new oxygen sensor complete the
following:
! WARNING
Allow sufficient time for
stoichiometric oxygen sensor to
cool to room temperature before
attempting any service
procedure.
1. Disconnect sensor harness from oxygen sensor.
2. Remove oxygen sensor from mounting hole.
3. Thoroughly clean hole and area around sensor
mounting hole. Be careful not to drop debris through
mounting hole.
NOTICE
Do not drop or mishandle oxygen sensor. The ceramic
component inside the sensor is vulnerable to thermal
and mechanical shock. Improper handling could
damage the oxygen sensor making the sensor
unusable.
Do not apply (or contact) anti-seize to the oxygen
sensor’s sensing element (louvered end) OR to the
area above sensor threads. APPLY ANTI-SEIZE
ONLY TO THE THREADED AREA OF SENSOR.
Contact with anti-seize compound on the sensing
element or area above sensor threads will result in
incorrect sensor operation.
NOTE: New sensors are packaged with an anti-seize
compound already applied to the sensor threads. There
is no need to apply additional anti-seize unless
reinstalling a used sensor. If required, very sparingly use
a nickle-based anti-seize compound that will withstand
temperatures of 1,500°F (816°C). Apply compound
ONLY to sensor threads.
4. Thread the oxygen sensor into the mounting hole.
Torque the oxygen sensor to 33 – 37 ft-lb (45 – 50
N·m).
7.00-3
MAINTENANCE PROCEDURES
NOTE: A special Waukesha socket is available to
torque the stoichiometric oxygen sensor. Contact your
Waukesha Distributor for ordering information.
5. Reconnect sensor harness to oxygen sensor.
LEAN BURN SENSOR REPLACEMENT
Service life of the lean burn oxygen sensor is minimally
10,000 hours. Oil additives, fuel contaminants,
compounds released from certain RTV sealants,
incorrectly applied anti-seize, and over-temperature can
attribute to shortened sensor life.
To install a new lean burn oxygen sensor complete the
following:
! WARNING
Do not touch or service any hot
components of the lean burn
oxygen sensing assembly.
Allow sufficient time for
components to cool to room
temperature before attempting
any service procedure.
1. Remove insulation around lean burn sensing
assembly.
2. Disconnect sensor harness from the lean burn
sensor.
3. Unbolt the lean burn sensor from the sensor block.
4. Remove any remaining gasket material from the
sensor block.
NOTICE
Do not drop or mishandle oxygen sensor. The
components inside the sensor are vulnerable to
thermal and mechanical shock. Improper handling
could damage the oxygen sensor making the sensor
unusable.
Do not use an anti-seize compound on the lean burn
sensor. Contact with compound on the sensor could
result in incorrect sensor operation.
NOTE: On lean burn sensing assembly components
requiring an anti-seize compound, use a nickle-based
anti-seize compound that will withstand temperatures of
1,500°F (816°C).
FORM 6286-2
© 3/2012
MAINTENANCE PROCEDURES
5. Bolt the new lean burn sensor to the sensor block
using the flange, new gasket, and bolts. Verify that
the sensor flange is holding the heater(s) in place.
Use an anti-seize compound as required on the bolts
but DO NOT contact the lean burn sensor with anti-
seize.
NOTE: When ordering a replacement lean burn sensor
you will also receive a new gasket. Contact your
Waukesha Distributor for ordering information.
6. Reconnect sensor harness to the lean burn sensor.
NOTE: Insulation MUST be installed around lean burn
oxygen sensing assembly for correct sensor operation.
See Figure 7.00-3. Complete the following:
1. Remove insulation around lean burn sensing
assembly.
2. Disconnect sensor harness from lean burn sensor.
3. Unbolt the lean burn sensor from the sensor block.
4. Shine a light through the mounting hole. Inspect
shaft for buildup.
• If there is no buildup, continue with Step 14.
• If there is buildup, continue with Step 5.

! WARNING

Always keep lean burn oxygen

sensing assembly insulation
installed over components.
Lean burn sensing assembly
components become extremely
hot in use.

7. Reinstall insulation around lean burn sensing

assembly.
8. Calibrate the new lean burn oxygen sensor by
adjusting the potentiometer inside the AFM module.
To calibrate lean burn sensor complete the
programming procedures in the applicable section
of this manual:
• Single-Fuel Applications: See Steps 11 – 13 in
MONITORING SYSTEM OPERATION USING
THE VIEW SERIAL LINK SCREEN on page 5.00-
19 to calibrate new lean burn sensor.
• Dual-Fuel Applications: See Steps 11 – 13 in
MONITORING SYSTEM OPERATION USING
THE VIEW SERIAL LINK SCREEN on page 5.05-
21 to calibrate new lean burn sensor.
CLEANING EXHAUST SAMPLE FLOW
PORT – LEAN BURN ONLY
VHP / VGF LEAN BURN EXHAUST SAMPLE PORT
On VHP and VGF engines it is necessary to inspect and
clean the lean burn oxygen sensing assembly mounting
port. Over time deposits may build at the point where the
assembly mounts on the exhaust outlet. If the buildup is
severe enough, the AFM system will not operate
correctly.
Clean the VHP/VGF lean burn oxygen sensing assembly
mounting port every year.
Figure 7.00-3: Disassembly of VHP / VGF Lean Burn
Sensing Assembly
5. Disconnect the thermocouple from the wire harness.
6. Pull heater out of the sensor block.
7. Twist sensor block and pipe nipple out of exhaust
outlet.
8. Insert a rod through the mounting port on the exhaust
outlet. Remove or dislodge any buildup all the way
into the exhaust outlet passage. Thoroughly clean
hole and area around mounting port.
9. Inspect pipe nipple and remove any buildup.
Thoroughly clean pipe nipple.
NOTE: On lean burn sensing assembly components
requiring an anti-seize compound, use a nickle-based
anti-seize compound that will withstand temperatures of
1,500°F (816°C).
10. Apply anti-seize to nipple threads. Thread sensor
block and nipple into mounting hole on the engine.

FORM 6286-2
7.00-4 © 3/2012

11. Thread sensor block until hand tight. Then turn
sensor block an additional 1/4 – 1/2 turn until the
sensor block is vertical with the component
mounting ports located on the downside as shown
in Figure 7.00-3.
NOTE: Heater must be installed in port next to the
thermocouple.
12. Apply anti-seize to the heater. Slide the heater into
the heater port on the sensor block.
13. Reconnect wire harness disconnected in Step 5 to
thermocouple.
NOTICE
Do not use an anti-seize compound on the lean burn
sensor. Contact with compound on the sensor could
result in incorrect sensor operation.
Do not drop or mishandle oxygen sensor. The
components inside the sensor are vulnerable to
thermal and mechanical shock. Improper handling
could damage the oxygen sensor making the sensor
unusable.
14. Bolt the lean burn sensor to the sensor block using
the flange, gasket, and bolts provided. Verify that the
sensor flange is holding the heater in place. Use an
anti-seize compound as required on the bolts but DO
NOT contact the lean burn sensor with anti-seize.
NOTE: Insulation MUST be installed around lean burn
oxygen sensing assembly for correct sensor operation.
! WARNING
Always keep lean burn oxygen
sensor assembly insulation
installed over components.
Lean burn sensing assembly
components become extremely
hot in use.
MAINTENANCE PROCEDURES
The ATGL exhaust sample tubing is installed from the
exhaust manifold to the lean burn oxygen sensing
assembly. This supply tubing brings undiluted exhaust
to the lean burn sensor for analysis. Over time deposits
may build at the point where the tubing connects to the
exhaust manifold. If the buildup is severe enough, the
AFM system will not operate correctly.
Deposits may also build up at the point where the ATGL
lean burn sensing assembly mounts to the exhaust
outlet. If the buildup is severe enough, the AFM system
will not operate correctly.
Every year clean the ATGL exhaust supply tubing and
lean burn sensing assembly mounting port.
See Figure 7.00-4 and Figure 7.00-5. Complete the
following:
1. Remove insulation around exhaust supply tubing
and lean burn sensing assembly as required.
2. Inspect and clean the ATGL exhaust supply tubing
by completing the following:
a. Disconnect the ATGL exhaust supply tubing
from the exhaust manifold.
b. Inspect connection point on exhaust manifold for
deposit buildup.
c. Insert a rod through the connection point on the
exhaust manifold. Remove or dislodge any
buildup all the way into the exhaust manifold
passage.
d. Disassemble the ATGL exhaust supply tubing
and disconnect exhaust supply tubing from side
of lean burn sensing assembly.
e. Clean exhaust supply tubing to remove any
buildup.

15. Reconnect sensor harness to lean burn sensor.

16. Reinstall insulation around lean burn sensing
assembly.

ATGL LEAN BURN EXHAUST TUBING AND LEAN

BURN SENSING ASSEMBLY MOUNTING PORT
On ATGL engines it is necessary to inspect and clean
the exhaust supply tubing and the lean burn sensing
Figure 7.00-4: Disassembly of ATGL Exhaust Supply
assembly mounting port.
Tubing

FORM 6286-2
7.00-5 © 3/2012
MAINTENANCE PROCEDURES
Figure 7.00-5: Disassembly of ATGL Lean Burn Sensing
Assembly
3. Inspect and clean the ATGL lean burn sensing
assembly mounting port by completing the following:
a. Disconnect sensor harness from lean burn
sensor.
b. Unbolt the lean burn sensor from the sensor
block.
c. Shine a light through the mounting hole. Inspect
shaft for buildup.
• If there is no buildup, continue with Step m.
• If there is buildup, continue with Step d.
d. Disconnect the thermocouple from the wire
harness.
e. Pull both heaters out of the sensor block.
f. Loosen sensor block’s jam nut and twist sensor
block and nipple out of the sensor block.
g. Insert a rod through the connection point on the
exhaust outlet. Remove or dislodge any buildup
all the way into the exhaust outlet passage.
Thoroughly clean hole and area around tapped
hole.
h. Inspect pipe nipple and remove any buildup.
Thoroughly clean pipe nipple.
NOTE: On lean burn sensing assembly components
requiring an anti-seize compound, use a nickle-based
anti-seize compound that will withstand temperatures of
1,500°F (816°C).
7.00-6
i. Apply anti-seize to nipple threads. Thread
sensor block with jam nut and nipple into the
mounting hole on the exhaust outlet and hand
tighten. Adjust sensor block so block is vertical
with the component mounting port for the
thermocouple located on the downside (see
Figure 7.00-5).
j. Tighten jam nut to lock sensor block into place.
k. Apply anti-seize to the heaters. Slide the heaters
into the heater ports on the sensor block.
l. Reconnect wire harness disconnected in Step D
to thermocouple.
NOTICE
Do not use an anti-seize compound on the lean burn
sensor. Contact with compound on the sensor could
result in incorrect sensor operation.
Do not drop or mishandle oxygen sensor. The
components inside the sensor are vulnerable to
thermal and mechanical shock. Improper handling
could damage the oxygen sensor, making the sensor
unusable.
m. Bolt the lean burn sensor to the sensor block
using the flange, gasket and bolts provided.
Verify that the sensor flange is holding the
heaters in place. Use an anti-seize compound as
required on the bolts but DO NOT contact the
lean burn sensor with anti-seize.
n. Reconnect sensor harness to lean burn sensor.
4. Reassemble exhaust supply tubing and reconnect
tubing to the exhaust manifold.
NOTE: Insulation MUST be installed around lean burn
oxygen sensing assembly for correct sensor operation.
! WARNING
Always keep lean burn oxygen
sensing assembly insulation
installed over components.
Lean burn sensing assembly
components become extremely
hot in use.
5. Install all insulation around lean burn sensing
assembly and exhaust supply tubing removed in
Step 1.
FORM 6286-2
© 3/2012

STEPPER MOTOR (ACTUATOR)
MAINTENANCE
Every year the stepper motor(s) must be inspected,
cleaned and lubricated. To perform yearly maintenance
to the stepper motor(s), complete the following:
NOTE: Complete each step for each stepper motor
installed on engine.
1. Remove power from the AFM system.
2. Disconnect stepper harness from the stepper motor.
3. Remove stepper motor from regulator.
4. Remove control spring (see Figure 7.00-6).
Figure 7.00-6: Maintaining Stepper Motor
5. Inspect and clean interior of stepper motor.
6. Lubricate dowel pin and stepper motor shaft with
CITGO Lithoplex Grease NLGI 2 [service
temperature range 20° – 250°F (-7° – 121°C)] or
equivalent (see Figure 7.00-6).
7.00-7
MAINTENANCE PROCEDURES
7. Verify proper operation of stepper motor(s) before
reinstalling by performing the following:
a. Reconnect the stepper harness to the stepper
motor.
b. Insert control spring into stepper motor.
c. Apply power to the AFM system.
d. If the yellow alarm LED is lit on the AFM module,
press <ALARM ACK> on the module keypad to
acknowledge the alarm.
e. Press and release <F1> and then <STRT POS>
on the AFM module keypad
f. Verify that the shaft inside the left stepper motor
first moves counterclockwise and the control
spring moves partially into the stepper motor
assembly until the “HOME” position is reached.
Then the stepper motor shaft must rotate
clockwise and the control spring must move out
of the stepper motor assembly. On engines with
two regulators, the AFM module will move the
right stepper motor once the left stepper motor
is reset. Verify correct operation of the right
stepper motor by observing the direction of shaft
rotation and movement of the control spring.
Allow up to 3 minutes for this process.
g. Once stepper motor function has been verified,
remove power from the AFM system.
h. Disconnect stepper harness.
8. Verify O-ring on stepper motor is installed.
NOTE: The O-ring is used to make sure the stepper
motor to regulator interface is well sealed. The O-ring
makes electrical connection convenient and minimizes
mechanical stress on the connector.
9. Apply anti-seize to threads on stepper motor.
10. Install the stepper motor into the end of the regulator.
Orient the stepper motor so that the electrical
connection faces the conduit which runs to the
junction box.
11. Reconnect stepper harness.
AFM SYSTEM WIRING
For information on AFM system wiring, ground
connections, and power supply testing, see AFM
SYSTEM ELECTRICAL CONNECTIONS on page 2.05-
1.
FORM 6286-2
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MAINTENANCE PROCEDURES

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WORKSHEETS

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8.00-12 © 3/2012
APPENDIX

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 FORM 6286-2
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APPENDIX A – WARRANTY

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