3) Waukesha 3514GSI - VHP Series Four - Operation & Maintenance 6300-3

GE Energy
Gas Engines
Waukesha gas engines
VHP Series Four

6 Cylinder
operation &
maintenance
FORM 6300-3 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
3rd 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 California
Proposition 65 Warning Proposition 65 Warning
The engine exhaust from this product Certain components in this product and its
contains chemicals known to the state of related accessories contain chemicals
California to cause cancer, birth defects known to the state of California to cause
or other reproductive harm. 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 6300-3
© 8/2012
CONTENTS
HOW TO USE THIS MANUAL CORRECT METHOD OF RIGGING AND LIFTING

ENGINE ............................................... 1.10-1
CHAPTER 1 – SAFETY AND GENERAL Section 1.15 – GENERAL INFORMATION

GENERAL INFORMATION............................. 1.15-1
Section 1.00 – SAFETY LABELS AND FEATURES AND BENEFITS .......................... 1.15-1
LOCATIONS SERIAL NUMBERS AND ENGINE
SAFETY LABEL LOCATIONS ......................... 1.00-1 NAMEPLATE .............................................. 1.15-2
6-CYLINDER ENGINES........................... 1.00-2 BASIC ENGINE DESCRIPTION ...................... 1.15-3
Section 1.05 – SAFETY BASIC ENGINE COMPONENT
DESCRIPTIONS .......................................... 1.15-3
SAFETY INTRODUCTION ............................. 1.05-1
CYLINDER HEAD AND VALVES ............... 1.15-3
SAFETY LABELS ......................................... 1.05-5
CRANKCASE ........................................ 1.15-3
EQUIPMENT REPAIR AND SERVICE .............. 1.05-5
CRANKSHAFT ...................................... 1.15-3
ACIDS ....................................................... 1.05-5
INTAKE MANIFOLD................................ 1.15-3
BATTERIES ................................................ 1.05-5
EXHAUST MANIFOLD ............................ 1.15-3
BODY PROTECTION .................................... 1.05-5
CONNECTING RODS ............................. 1.15-4
CHEMICALS ............................................... 1.05-5
TURBOCHARGER ................................. 1.15-4
GENERAL ............................................ 1.05-5
PISTONS ............................................. 1.15-4
CLEANING SOLVENTS........................... 1.05-5
CYLINDER SLEEVES ............................. 1.15-4
LIQUID NITROGEN ................................ 1.05-6
CAMSHAFTS ........................................ 1.15-4
COMPONENTS ........................................... 1.05-6
WKI ........................................................... 1.15-4
HEATED OR FROZEN ............................ 1.05-6
TRADEMARKS............................................ 1.15-5
INTERFERENCE FIT .............................. 1.05-6
ACRONYMS ............................................... 1.15-5
COOLING SYSTEM...................................... 1.05-6
INDEX OF SEALANTS, ADHESIVES, LUBRICANTS
ELECTRICAL .............................................. 1.05-6
AND CLEANERS ......................................... 1.15-6
GENERAL ............................................ 1.05-6
ENGINE IDENTIFICATION VIEWS................... 1.15-9
IGNITION ............................................. 1.05-6
6-CYLINDER VIEWS............................... 1.15-9
EMERGENCY SHUTDOWN ........................... 1.05-6
MAXIMUM SOUND PRESSURE LEVEL ..........1.15-12
EXHAUST .................................................. 1.05-6
VHP SERIES FOUR ENGINE
FIRE PROTECTION...................................... 1.05-6
SPECIFICATIONS .......................................1.15-12
FUELS ....................................................... 1.05-7
SERVICE TOOL LIST...................................1.15-15
GENERAL ............................................ 1.05-7
ENGLISH / METRIC CONVERSIONS ..............1.15-16
GASEOUS............................................ 1.05-7
TORQUE VALUES ......................................1.15-18
LIQUIDS............................................... 1.05-7
CRITICAL ENGINE TORQUE VALUES ......1.15-18
INTOXICANTS AND NARCOTICS ................... 1.05-7
GENERAL TORQUE
PRESSURIZED FLUIDS / GAS / AIR ................ 1.05-7
RECOMMENDATIONS ..........................1.15-19
PROTECTIVE GUARDS ................................ 1.05-7
DECLARATION OF CONFORMITY.................1.15-24
SPRINGS ................................................... 1.05-7
DECLARATION OF INCORPORATION............1.15-25
TOOLS ...................................................... 1.05-7
ELECTRICAL ........................................ 1.05-7
HYDRAULIC ......................................... 1.05-7 CHAPTER 2 – ENGINE SYSTEMS
PNEUMATIC ......................................... 1.05-7
Section 2.00 – ESM SPEED GOVERNING
WEIGHT..................................................... 1.05-8
SYSTEM DESCRIPTION
WELDING................................................... 1.05-8
ESM SPEED GOVERNING SYSTEM COMPONENT
Section 1.10 – RIGGING AND LIFTING DESCRIPTION ............................................ 2.00-1
ENGINES SPEED GOVERNING MODES ........................ 2.00-2
ENGINE RIGGING AND LIFTING .................... 1.10-1 SPEED CONTROL ................................. 2.00-2
LOCATION OF LIFTING EYES.................. 1.10-1 LOAD CONTROL ................................... 2.00-2
FORM 6300-3
i © 8/2012
CONTENTS
GOVERNOR INPUTS AND CALIBRATIONS ...... 2.00-2 COOLING SYSTEM COMPONENT
FEEDFORWARD CONTROL (LOAD COMING DESCRIPTION ............................................ 2.25-1
CONTROL) ................................................. 2.00-3 JACKET WATER HEADER / JACKET
SYNCHRONIZER CONTROL (ALTERNATE WATER................................................ 2.25-1
DYNAMICS)................................................ 2.00-3 EXHAUST MANIFOLD ............................ 2.25-1
JACKET WATER PUMP .......................... 2.25-2
Section 2.05 – FUEL SYSTEM
WATER MANIFOLD................................ 2.25-2
DESCRIPTION
REMOTE HEAT TRANSFER DEVICE......... 2.25-2
FUEL SYSTEM COMPONENT
AUXILIARY WATER REMOTE HEAT TRANSFER
DESCRIPTION ............................................ 2.05-1
DEVICE................................................ 2.25-2
MAIN FUEL GAS PRESSURE
CLUSTER THERMOSTAT HOUSING......... 2.25-2
REGULATORS ...................................... 2.05-1
AUXILIARY WATER PUMP ...................... 2.25-2
CARBURETOR...................................... 2.05-1
INTERCOOLER ..................................... 2.25-2
LOW FUEL PRESSURE SYSTEM
OIL COOLER ........................................ 2.25-3
ENGINES ............................................. 2.05-2
Section 2.30 – LUBRICATION SYSTEM
Section 2.10 – IGNITION SYSTEM DESCRIPTION
DESCRIPTION
LUBRICATION SYSTEM COMPONENT
IGNITION SYSTEM COMPONENT
DESCRIPTION ............................................ 2.30-1
DESCRIPTION ............................................ 2.10-1
PRELUBE SYSTEM COMPONENTS.......... 2.30-1
SPARK PLUGS, SPARK PLUG CARRIER
INTERNAL OIL CONTROL ....................... 2.30-1
EXTENSIONS AND SPARK PLUG
OIL PAN AND PICKUP SCREEN ............... 2.30-4
SLEEVES ............................................. 2.10-1
OIL PUMP ............................................ 2.30-4
IGNITION HARNESS .............................. 2.10-1
OIL COOLER ........................................ 2.30-4
SPARK PLUG EXTENSION...................... 2.10-1
OIL STRAINER ...................................... 2.30-5
IGNITION COIL...................................... 2.10-2
MICROSPIN CLEANABLE OIL FILTERING
ESM IGNITION SYSTEM ......................... 2.10-3
SYSTEM .............................................. 2.30-5
ESM KNOCK DETECTION....................... 2.10-3
PRELUBE OPERATION .......................... 2.30-5
ENGINE EMERGENCY STOP (E-STOP)
PRELUBE PUMP / MOTOR ...................... 2.30-6
BUTTONS ............................................ 2.10-4
PRELUBE VALVE .................................. 2.30-6
Section 2.15 – AIR INTAKE SYSTEM INLINE LUBRICATOR ............................. 2.30-6
DESCRIPTION OIL LEVEL REGULATOR – OPTIONAL....... 2.30-7
AIR INTAKE SYSTEM COMPONENT Section 2.35 – EXHAUST SYSTEM

DESCRIPTION ............................................ 2.15-1 DESCRIPTION
CARBURETOR AND INTAKE
EXHAUST SYSTEM COMPONENT
MANIFOLD ........................................... 2.15-1
DESCRIPTION ............................................ 2.35-1
TURBOCHARGER ................................. 2.15-1
TURBOCHARGER ................................. 2.35-1
INTERCOOLER ..................................... 2.15-1
EXHAUST MANIFOLD ............................ 2.35-2
AIR CLEANER....................................... 2.15-2
WASTEGATE........................................ 2.35-2
Section 2.20 – TURBOCHARGER SYSTEM Section 2.40 – CRANKCASE BREATHER
DESCRIPTION SYSTEM DESCRIPTION
TURBOCHARGER SYSTEM COMPONENT
CRANKCASE BREATHER SYSTEM COMPONENT
DESCRIPTION ............................................ 2.20-1
DESCRIPTION ............................................ 2.40-1
TURBOCHARGER ................................. 2.20-1
SEPARATOR SCREEN
WASTEGATE........................................ 2.20-1
MAINTENANCE..................................... 2.40-1
Section 2.25 – COOLING SYSTEM OIL SEPARATOR................................... 2.40-2
DESCRIPTION CHOKE VALVE / VACUUM VALVE ............ 2.40-3
BREATHER REGULATOR ....................... 2.40-3
FORM 6300-3
ii © 8/2012
CONTENTS
CRANKCASE PRESSURE RELIEF VALVES – FUEL SYSTEM COMPONENT

OPTIONAL ........................................... 2.40-3 MAINTENANCE........................................... 4.05-1
AIR / FUEL RATIO CONTROL......................... 4.05-1
Section 2.45 – ESM STARTING SYSTEM
DESCRIPTION OF AFR CONTROL ........... 4.05-1
DESCRIPTION
REGULATOR FILTER CLEANING AND INSPECTION
ESM STARTING SYSTEM COMPONENT
(FISHER AND MOONEY)............................... 4.05-2
DESCRIPTION ............................................ 2.45-1
FILTER MAINTENANCE (FISHER
PRELUBE PUMP AND MOTOR ................ 2.45-1
REGULATOR) ....................................... 4.05-2
INLINE LUBRICATOR ............................. 2.45-2
FILTER MAINTENANCE (MOONEY
START PUSHBUTTON VALVE ................. 2.45-2
REGULATOR) ....................................... 4.05-3
STARTER MOTOR – ELECTRIC
REGULATOR ADJUSTMENTS ....................... 4.05-4
START................................................. 2.45-2
MAINTENANCE SCHEDULE.......................... 4.05-5
STARTER MOTOR – AIR / GAS ................ 2.45-2
REPLACEMENT SERVICE PARTS AND
Section 2.50 – ESM ENGINE KITS .......................................................... 4.05-6
PROTECTION SHUTDOWN CARTRIDGE REMOVAL................................ 4.05-7
SYSTEM DESCRIPTION CARTRIDGE INSTALLATION ......................... 4.05-8
ESM ENGINE PROTECTION SHUTDOWN SYSTEM FUEL SYSTEM ADJUSTMENT GENERAL
DESCRIPTION OPTIONS .............................. 2.50-1 INFORMATION............................................ 4.05-9
ESM SYSTEM ENGINE SAFETIES ............ 2.50-1 EXHAUST GAS ANALYSIS ...................... 4.05-9
ESM STANDARD COMPONENTS............. 2.50-1 OXYGEN ANALYZER ............................4.05-11
K-TYPE THERMOCOUPLES .................... 2.50-2 RICH BURN (GSI) .................................4.05-11
THERMOCOUPLE CONNECTIONS .......... 2.50-3 TYPICAL ADJUSTMENT AND HOOKUP

LOCATIONS ........................................4.05-13
FUEL SYSTEM ADJUSTMENTS – GSI
CHAPTER 3 – ENGINE START-UP AND ENGINES ..................................................4.05-15
SHUTDOWN GSI ENGINES WITH IMPCO MODEL
Section 3.00 – ENGINE START-UP AND 600 ....................................................4.05-15
SHUTDOWN 6-CYLINDER GSI ENGINES USING NATURAL GAS
PRESTART INSPECTION .............................. 3.00-1 FUEL 850 – 900 BTU/FT (33.4 – 35.4 MJ/NM) WITH
ESM ENGINE START-UP PROCEDURES......... 3.00-2 LOW FUEL PRESSURE SYSTEM ............4.05-16
ESM ENGINE CHECKS DURING Section 4.10 – IGNITION SYSTEM
OPERATION ............................................... 3.00-3 MAINTENANCE
ENGINE SHUTDOWN PROCEDURES ............. 3.00-4
IGNITION SYSTEM ...................................... 4.10-1
ROUTINE SHUTDOWN........................... 3.00-4
IGNITION SYSTEM GENERAL MAINTENANCE
EMERGENCY SHUTDOWN ..................... 3.00-4
AND INSPECTION ................................. 4.10-1
MAINTENANCE OF STANDBY UNITS ............. 3.00-5
SPARK PLUG REMOVAL .............................. 4.10-2
ENGINE PERFORMANCE RECORD................ 3.00-5
SPARK PLUG INSPECTION........................... 4.10-3
SPARK PLUG INSTALLATION........................ 4.10-3
CHAPTER 4 – MAINTENANCE BORESCOPE INSPECTION ........................... 4.10-4
VALVE COVER INSTALLATION...................... 4.10-5
Section 4.00 – ESM SPEED GOVERNING
SPARK PLUG SLEEVE AND SPARK PLUG
SYSTEM MAINTENANCE
CARRIER EXTENSION REMOVAL ............ 4.10-6
ESM SPEED GOVERNING SYSTEM COMPONENT
CLEANING SPARK PLUG CARRIER SEALING
MAINTENANCE........................................... 4.00-1
SURFACE ............................................ 4.10-7
GOVERNOR MAINTENANCE................... 4.00-1
INSTALLATION OF SPARK PLUG
Section 4.05 – FUEL SYSTEM CARRIERS ........................................... 4.10-8
MAINTENANCE IPM-D MAGNETIC PICKUP
INSTALLATION ....................................4.10-10
FORM 6300-3
iii © 8/2012
CONTENTS
Section 4.15 – AIR INTAKE SYSTEM OIL COOLER AND OIL FILTER INSTALLATION
MAINTENANCE REQUIREMENTS......................................... 4.30-2
AIR INTAKE SYSTEM MAINTENANCE............. 4.15-1 CRANKCASE OIL LEVEL CHECKING .............. 4.30-2
AIR FILTER MAINTENANCE .................... 4.15-2 OIL CHANGE .............................................. 4.30-3
PRECLEANER MAINTENANCE ................ 4.15-4 OIL PAN MAINTENANCE .............................. 4.30-4
OIL PICKUP SCREEN MAINTENANCE ............ 4.30-6
Section 4.20 – TURBOCHARGER SYSTEM OIL PICKUP SCREEN REMOVAL.............. 4.30-6
MAINTENANCE OIL PICKUP SCREEN CLEANING AND
TURBOCHARGER SYSTEM INSPECTION ........................................ 4.30-6
MAINTENANCE........................................... 4.20-1 OIL PICKUP SCREEN INSTALLATION ....... 4.30-7
TURBOCHARGER INSPECTION .............. 4.20-1 OIL COOLER MAINTENANCE ........................ 4.30-7
TURBOCHARGER LUBRICATION OIL SYSTEM AIR BLEED............................... 4.30-7
CHECK ................................................ 4.20-2 OIL FILTER MAINTENANCE .......................... 4.30-7
WASTEGATE ADJUSTMENT FOR OIL FILTER ELEMENT
ELEVATION .......................................... 4.20-2 REPLACEMENT .................................... 4.30-8
WASTEGATE ADJUSTMENT ................... 4.20-3 OIL FILTER RELIEF VALVE INSPECTION........4.30-10
PRELUBE PRESSURE CHECK VALVE OIL STRAINER MAINTENANCE ....................4.30-10
INSPECTION .............................................. 4.20-4 INLINE LUBRICATOR ..................................4.30-12
MAGNETIC PLUG MAINTENANCE ................4.30-12
Section 4.25 – COOLING SYSTEM
OIL PRESSURE ADJUSTMENT .....................4.30-12
MAINTENANCE
PRELUBE Y-STRAINER MAINTENANCE ........4.30-12
JACKET WATER COOLING CIRCUIT – INITIAL
MICROSPIN MAINTENANCE ........................4.30-13
FILL........................................................... 4.25-1
CENTRIFUGE ......................................4.30-13
AUXILIARY COOLING CIRCUIT – INITIAL
CLEANABLE FILTER ELEMENTS ............4.30-14
FILL........................................................... 4.25-1
DISASSEMBLY OF MICROSPIN P/N 489189 AND
AIR BLEED ................................................. 4.25-2
P/N 214105 CENTRIFUGE ......................4.30-14
COOLING CIRCUITS – DRAIN AND FLUSH ...... 4.25-3
MICROSPIN CENTRIFUGE CLEANING – P/N
IDLER PULLEY BEARING LUBRICATION ......... 4.25-5
489189 AND P/N 214105 ........................4.30-15
AUXILIARY WATER PUMP BEARING
MICROSPIN CENTRIFUGE ASSEMBLY – P/N
LUBRICATION ............................................ 4.25-5
489189 ...............................................4.30-16
GREASE RECOMMENDATIONS .................... 4.25-6
RECOMMENDATIONS FOR FUEL GAS FILTRATION
JACKET WATER PUMP DRIVE BELT
OF SOLIDS AND LIQUIDS ............................4.30-17
REPLACEMENT .......................................... 4.25-6
SOLID PARTICULATE REMOVAL ............4.30-17
JACKET WATER PUMP DRIVE BELT TENSION
LIQUID AND AEROSOL REMOVAL FROM FUEL
ADJUSTMENT ............................................ 4.25-7
GAS ...................................................4.30-17
AUXILIARY WATER PUMP DRIVE BELT
DESIGN CRITERIA................................4.30-17
REPLACEMENT .........................................4.25-10
AUXILIARY WATER PUMP DRIVE BELT TENSION Section 4.35 – EXHAUST SYSTEM
ADJUSTMENT ...........................................4.25-11 MAINTENANCE
JACKET / AUXILIARY WATER PUMP EXHAUST SYSTEM MAINTENANCE ............... 4.35-1
INSPECTION .............................................4.25-12 EXHAUST SYSTEM BACKPRESSURE
JACKET WATER PUMP INSPECTION ......4.25-12 MEASUREMENT ................................... 4.35-1
AUXILIARY WATER PUMP EXHAUST SYSTEM TEMPERATURE
INSPECTION .......................................4.25-12 MONITORING ....................................... 4.35-1
EXHAUST SYSTEM INSPECTION............. 4.35-1
Section 4.30 – LUBRICATION SYSTEM
MAINTENANCE Section 4.40 – CRANKCASE BREATHER
OIL RECOMMENDATIONS ............................ 4.30-1 SYSTEM MAINTENANCE
OIL FILL – INITIAL PROCEDURE .................... 4.30-1
FORM 6300-3
iv © 8/2012
CONTENTS
CRANKCASE BREATHER SYSTEM Section 4.60 – MAINTENANCE

MAINTENANCE........................................... 4.40-1 SCHEDULE
SEPARATOR SCREEN MAINTENANCE SCHEDULE.......................... 4.60-1
MAINTENANCE..................................... 4.40-1 ENGINE PERFORMANCE RECORD................ 4.60-6
OIL SEPARATOR MAINTENANCE ............ 4.40-2
CRANKCASE PRESSURE CHECK............ 4.40-3
CRANKCASE PRESSURE ADJUSTMENT
CHAPTER 5 – TROUBLESHOOTING AND
CONTROLS .......................................... 4.40-4
STORAGE
CRANKCASE PRESSURE Section 5.00 – TROUBLESHOOTING
ADJUSTMENT ...................................... 4.40-4
Section 5.05 – STORAGE
CRANKCASE BREATHER REGULATOR
ENGINE STORAGE – GENERAL..................... 5.05-1
MAINTENANCE..................................... 4.40-5
WAUKESHA PRESERVATIVE OIL................... 5.05-1
CRANKCASE BREATHER REGULATOR –
OTHER PRESERVATIVE OILS AND
CLEANING AND INSPECTION ................. 4.40-5
MATERIALS................................................ 5.05-3
CRANKCASE PRESSURE RELIEF VALVE
ENGINES RETURNED TO SERVICE AFTER
MAINTENANCE..................................... 4.40-6
STORAGE .................................................. 5.05-4
Section 4.45 – STARTING SYSTEM
MAINTENANCE APPENDIX A – WARRANTY
STARTING SYSTEM MAINTENANCE .............. 4.45-1
ELECTRIC STARTER SYSTEM
MAINTENANCE..................................... 4.45-1
AIR / GAS STARTER LUBRICATION RESERVOIR
MAINTENANCE..................................... 4.45-1
INLINE LUBRICATOR ............................. 4.45-2
ALTERNATOR ............................................ 4.45-4
BATTERY CONNECTION ........................ 4.45-4
ALTERNATOR SERVICING ..................... 4.45-4
ALTERNATOR NOISE ............................ 4.45-4
JACKSHAFT ALTERNATOR V-BELT
TENSION ............................................. 4.45-5
CRANKSHAFT ALTERNATOR V-BELT
TENSION ............................................. 4.45-5
ALTERNATOR V-BELT
MAINTENANCE..................................... 4.45-6
Section 4.50 – ENGINE PROTECTION

SYSTEM MAINTENANCE
ENGINE PROTECTION SYSTEM
MAINTENANCE........................................... 4.50-1
K-TYPE THERMOCOUPLE
INSPECTION ........................................ 4.50-1
PRESSURE AND TEMPERATURE SWITCHES
CALIBRATION....................................... 4.50-2
ESM KNOCK SENSORS ......................... 4.50-2
Section 4.55 – VALVE ADJUSTMENT

VALVE ADJUSTMENT .................................. 4.55-1
FORM 6300-3
v © 8/2012
CONTENTS
This Page Intentionally Left Blank
FORM 6300-3
vi © 8/2012
HOW TO USE THIS MANUAL
Your purchase of a Waukesha VHP Series Four engine ALWAYS BE ALERT FOR THE SPECIAL WARNINGS
was a wise investment. In the industrial engine field the WITHIN THE MANUAL TEXT. THESE WARNINGS
name Waukesha stands for quality and durability. With PRECEDE INFORMATION THAT IS CRUCIAL TO
normal care and maintenance this engine will provide YOUR SAFETY AS WELL AS TO THE SAFETY OF
many years of reliable service. OTHER PERSONNEL WORKING ON OR NEAR THE
ENGINE. CAUTIONS, NOTICES OR NOTES IN THE
Before placing the engine in service, read Chapters 1
MANUAL CONTAIN INFORMATION THAT RELATES
and 2 very carefully. These chapters cover Safety,
TO POSSIBLE DAMAGE TO THE ENGINE OR ITS
General Information and Engine Operation.
COMPONENTS DURING ENGINE OPERATION OR
Section 1.00 – “Safety Labels and Locations” – Provides MAINTENANCE PROCEDURES.
the location of all warning tags and safety labels, and a
Recommendations and data contained in the manual
duplicate of each tag is illustrated in case the safety
are the latest information available at the time of this
labels or tags become lost or damaged.
printing and are subject to change without notice. Since
Section 1.05 – “Safety” – Provides a list of warnings, engine accessories may vary due to customer
cautions and notices to make you aware of the dangers specifications, consult your local distributor or
present during operation and maintenance of the Waukesha Service Operations Department for any
engine. READ THEM CAREFULLY AND FOLLOW information on subjects beyond the scope of this
THEM COMPLETELY. manual.
Section 1.10 – “Rigging and Lifting Engines” – Provides
information on engine weights and proper lifting
procedures.
Section 1.15 – “General Information” – Provides basic
data on the VHP Series Four engines such as nameplate
data, component weights, torque specifications and
clearances. This section also supplies torque values of
metric and standard capscrews as well as conversion
data.
Chapter 2 – Engine Systems – Provides basic
information on each engine system.
Chapter 3 – Engine Start-Up and Shutdown – Provides
prestart inspection, troubleshooting, routine start-up and
shutdown.
Chapter 4 – Maintenance – Provides information for
operators’ care of Waukesha engines.
Chapter 5 – Troubleshooting and Storage – Provides
basic engine troubleshooting, and storage procedures.
This manual contains both operation and maintenance
instructions for VHP Series Four engines. There are five
chapters within the manual, and each chapter contains
one or more sections. The title of each 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.
FORM 6300-3
vii © 8/2012
FORM 6300-3
viii © 8/2012
SAFETY AND GENERAL
SECTION 1.00
SAFETY LABELS AND LOCATIONS
SAFETY LABEL LOCATIONS NOTE: Not all labels are installed on all engines.
Application will depend on model of engine and optional
Safety labels are placed so that they are visible and equipment ordered. Example: air/gas starter instead of
readable to the operator when the engine is running. This an electrical starter.
section provides detailed diagrams and locations of the
safety labels on VHP Series Four 6-cylinder engines. Clean surfaces of engine of all dirt, oil, etc. before
See page 1.00-4 through page 1.00-8 for applying labels.
examples of the safety labels.
! WARNING
All safety labels must be legible

to alert personnel of safety
! hazards. Replace any illegible or

missing labels immediately.
Safety labels removed during
any repair work must be
replaced in their original
position before the engine is
placed back into service. Do not
operate the engine if there are
missing or badly worn safety
labels.
FORM 6300-3
1.00-1 © 8/2012
6-CYLINDER ENGINES
The safety labels on VHP Series Four 6-cylinder engines
have specific placement and must be replaced if they
are defaced or removed for any reason. Table 1.00-1
describes each label, and Figure 1.00-1 shows the exact
location of each label.
Table 1.00-1: 6-Cylinder Engine Safety Labels
P/N SIGNAL WORD DESCRIPTION

Operate engine with safety guards in place. Contact with rotating components
211910A WARNING
could result in severe personal injury or death.
Vent flammable gas from this connection in accordance with local codes.
211910E WARNING
Improper venting could result in severe injury or death.
211910J WARNING
211910K WARNING
211910L WARNING
Do not exceed maximum gas inlet pressure. See regulator label. Overpressure
211910N WARNING
may cause regulator to burst and could result in severe personal injury or death.
211910S WARNING
Improper venting could result in severe injury and death.
211910W WARNING
Improper venting could result in severe injury and death.
Do not exceed 150 psi gas/air inlet pressure. Overpressure may cause motor
211911 WARNING
to burst and could result in severe personal injury or death.
This engine has been built without engine protection equipment. Failure to
211911B WARNING provide protective devices according to Waukesha S-8382 may result in severe
personal injury or death.
Do not engage barring device while engine is cranking or running. Engagement
211911C WARNING
Do not exceed 150 psi gas inlet pressure. Over pressure may cause component
211911E WARNING
to burst and could result in severe personal injury or death.
Do not contact hot components. Contact with hot components could result in
211920D CAUTION
severe burns or personal injury.
Do not contact hot components. Contact with hot components could result in
211920E CAUTION
severe burns or personal injury.
Eye and ear protection required when operating or adjusting engine. Failure to
211920F CAUTION
wear proper equipment could result in personal injury.
SAFETY Follow engine rigging and lifting instructions in Operation and Maintenance
211930A
INSTRUCTIONS manual.
FORM 6300-3
1.00-2 © 8/2012
211920D 211920F
211911B
211930A
211930A
211910A
211920E
211910K
211911E
211910S
211910W
211911 211910N
211911C
211920D
211930A
211910J
211910K
211910K
211911C
211910E
Figure 1.00-1: 6-Cylinder Safety Label Locations
FORM 6300-3
1.00-3 © 8/2012
Operate engine with

safety guards in place.
Contact with rotating
components could result
in severe personal injury
or death.
211910A
211910A
Vent flammable gas

from this connection in
accordance with local
codes. Improper venting
could result in severe
211910E
211910E
211910K
211910J
FORM 6300-3
1.00-4 © 8/2012
211910L
211910S
Vent flammable gas from

this connection in
accordance with local
codes. Improper venting
could result in severe
211910N
211910W
150
211911
FORM 6300-3
1.00-5 © 8/2012
211911B
211911C
FORM 6300-3
1.00-6 © 8/2012
211920E
211911E
211920F
211920D
FORM 6300-3
1.00-7 © 8/2012
211930A
FORM 6300-3
1.00-8 © 8/2012
SECTION 1.05
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 6300-3
1.05-1 © 8/2012
SAFETY
Table 1.05-1: 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 6300-3
1.05-2 © 8/2012
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 6300-3
1.05-3 © 8/2012
SAFETY
Symbol Description
Miscellaneous
ERGENC
M
E
Emergency Stop
STOP
Grounding Point
PE Physical Earth
Use Emergency Stop (E-Stop); Stop

Engine
FORM 6300-3
1.05-4 © 8/2012
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 6300-3
1.05-5 © 8/2012
SAFETY
LIQUID NITROGEN Disconnect all electrical power supplies
before making any connections or
Always read and comply with the liquid servicing any part of the electrical system.
nitrogen manufacturer’s
recommendations for proper use and
handling of liquid nitrogen.
Always label “high voltage” on engine-
mounted equipment over 24 volts
nominal.
COMPONENTS
HEATED OR FROZEN
Always wear protective equipment when IGNITION

installing or removing heated or frozen
components. Some components are Avoid contact with ignition units and
heated or cooled to extreme wiring. Ignition system components can
temperatures for proper installation or store electrical energy, and if contacted,
removal. can cause electrical shock.
INTERFERENCE FIT
Properly discharge any electrical
component that has the capability to store
Always wear protective equipment when
electrical energy before connecting or
installing or removing components with
servicing that component.
an interference fit. Installation or removal
of interference components may cause
flying debris.
EMERGENCY SHUTDOWN
COOLING SYSTEM An Emergency Shutdown must never be
used for a normal engine shutdown.
Always wear protective equipment when
Doing so may result in unburned fuel in
venting, flushing or blowing down the
the exhaust manifold. Failure to comply
cooling system. Operational coolant
increases the risk of an exhaust
temperatures can range from 180° –
explosion.
250°F (82° – 121°C).
Do not service the cooling system while EXHAUST

the engine is operating or when the
coolant or vapor is hot. Operational Do not inhale engine exhaust gases.
coolant temperatures can range from Ensure that exhaust systems are leak-
180° – 250°F (82° – 121°C). free and that all exhaust gases are
properly vented to the outside of the
building.
ELECTRICAL
Do not touch or service any heated
GENERAL exhaust components. Allow sufficient
time for exhaust components to cool to
Equipment must be grounded by qualified room temperature before attempting any
personnel in accordance with IEC service procedure.
(International Electric Code) and local
electrical codes.
FIRE PROTECTION
Do not install, set up, maintain or operate See local and federal fire regulations for
any electrical components unless you are guidelines for proper site fire protection.
a technically qualified individual who is
familiar with the electrical elements
involved.
FORM 6300-3
1.05-6 © 8/2012
SAFETY
FUELS PROTECTIVE GUARDS

GENERAL Provide guarding to protect persons or
structures from rotating or heated parts. It
Ensure that there are no leaks in the fuel is the responsibility of the engine owner to
supply. Engine fuels are highly specify and provide guarding. See OSHA
combustible and can ignite or explode. standards on “machine guarding” for
details on safety rules and regulations
concerning guarding techniques.
GASEOUS SPRINGS
Do not inhale gaseous fuels. Some Use appropriate equipment and

components of fuel gas are odorless, protective gear when servicing or using
tasteless and highly toxic. products that contain springs. Springs,
under tension or compression, can eject
if improper equipment or procedures are
used.
Shut off the fuel supply if a gaseous
engine has been cranked excessively TOOLS
without starting. Crank the engine to
purge the cylinders and exhaust system
ELECTRICAL
of accumulated unburned fuel. Failure to
purge accumulated unburned fuel in the
Do not install, set up, maintain or operate
engine and exhaust system can result in
any electrical tools unless you are a
an explosion.
technically qualified individual who is
familiar with them.
LIQUIDS
Use protective equipment when working

with liquids and related components. HYDRAULIC
Liquids can be absorbed into the body.
any hydraulic tools unless you are a
technically qualified individual who is
familiar with them. Hydraulic tools use
INTOXICANTS AND NARCOTICS extremely high hydraulic pressure.
Do not allow anyone under the influence Always follow recommended procedures
of intoxicants and/or narcotics to work on when using hydraulic tensioning devices.
or around industrial engines. Workers
under the influence of intoxicants and/or
narcotics are a hazard to both themselves
and other employees.
PNEUMATIC
PRESSURIZED FLUIDS / GAS / AIR
Never use pressurized fluids/gas/air to any pneumatic tools unless you are a
clean clothing or body parts. Never use technically qualified individual who is
body parts to check for leaks or flow rates. familiar with them. Pneumatic tools use
Observe all applicable local and federal pressurized air.
regulations relating to pressurized fluids/
gas/air.
FORM 6300-3
1.05-7 © 8/2012
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 6300-3
1.05-8 © 8/2012
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 6300-3
1.05-9 © 8/2012
SAFETY
FORM 6300-3
1.05-10 © 8/2012
SECTION 1.10
RIGGING AND LIFTING ENGINES
ENGINE RIGGING AND LIFTING LOCATION OF LIFTING EYES
Before performing any service, maintenance or repair ! WARNING

procedures, review SAFETY on page 1.05-1 and the
following safety message.
Always lift the engine using the
! WARNING approved lifting eyes. The VHP
Series Four 6-cylinder gas
engines are equipped with two
Exercise extreme care when lifting eyes on top of the engine.
moving the engine or any of its Lifting eyes are only meant for
components. Never walk or lifting the engine. Do not use to
stand directly under any lift driven or auxiliary equipment
component while it is that may be attached to the
suspended. Always consider engine.
the weight of the components
involved when selecting
hoisting chains and lifting VHP Series Four 6-cylinder engines are equipped with
equipment. Be positive about two lifting eyes on top of the engine. The lifting eyes are
the rated capacity of lifting designed for lifting only the engine and not attached
equipment. Use only properly driven equipment. Do not use the lifting eyes to lift the
maintained lifting equipment engine if driven equipment is attached.
with a lifting capacity that
exceeds the known weight of CORRECT METHOD OF RIGGING AND LIFTING
the object to be lifted. ENGINE
Lifting chains should be positioned so that they do not
Table 1.10-1 shows the approximate dry weight of VHP rub or bind against parts of the engine. A properly rigged
Series Four 6-cylinder engines. engine will be able to be lifted in such a manner that the
chains will not damage the engine. See Figure 1.10-1
Table 1.10-1: Engine Dry Weights and Figure 1.10-2 for examples of engine lifting.
WEIGHT ! WARNING
ENGINE
lb kg
F3514GSI 15,000 6,800 Follow approved rigging
F3524GSI 15,000 6,800
procedures to ensure that no
undue strain is placed on the
lifting eyes and hoisting chains/
cable sling when the engine is
raised. Use the proper spreader
beam to avoid damage to the
engine.
FORM 6300-3
1.10-1 © 8/2012
RIGGING AND LIFTING ENGINES
Figure 1.10-1: Correct Method of Lifting Engine – 6-Cylinder – Side Views
Figure 1.10-2: Correct Method of Lifting Engine –

6-Cylinder – Rear View
FORM 6300-3
1.10-2 © 8/2012
SECTION 1.15
GENERAL INFORMATION
GENERAL INFORMATION See Figure 1.15-4 through Figure 1.15-6 for engine
identification views.
VHP Series Four engines are 4-cycle; 6-cylinder
engines are inline. The engine rotates in the standard
counterclockwise direction, as viewed from the rear
FEATURES AND BENEFITS
(flywheel) end. This publication provides procedures to maintain the
unique aspects of VHP Series Four 6-cylinder engines.
VHP Series Four 6-cylinder engines offer increased
power while using components that have proven
reliability. Some of the unique aspects of VHP Series
Four 6-cylinder engines are:
• Waukesha Engine System Manager (ESM*), a total
engine management system designed to optimize
engine performance and maximize uptime
• Completely new robust cylinder head assembly
offering improved reliability and durability
• Ignition coils mounted directly on the valve rocker
covers, improving ignition characteristics
• Standard or shielded ignition wiring
• Water piping routed above the engine for easier
maintenance
Figure 1.15-1
• Water-cooled turbocharger center sections and
Table 1.15-1: Engine Models additional heat shielding
• High-performance pistons
MODEL NUMBERS
• Robust crankshaft material
F3514GSI
F3524GSI * Trademark of General Electric Company
“GSI” engines are rich combustion (stoichiometric)
engines equipped with turbochargers that “force” high
velocity ambient air through the intercoolers,
carburetors and intake manifolds, before entering the
combustion chamber.
FORM 6300-3
1.15-1 © 8/2012
GENERAL INFORMATION
SERIAL NUMBERS AND ENGINE When requesting information, you will need to reference
NAMEPLATE both the engine model and serial numbers. If the
nameplate is defaced or detached, the serial number
For ease in identification, the engine model, serial and may be obtained directly from the crankcase. To locate
specification numbers are stamped on a nameplate (see it, look directly above the nameplate location, on the
Figure 1.15-2). cylinder head deck of the crankcase.
The engine nameplate provides the following
information: model number, serial number, date
inspected, special application approval number (power
approval), valve clearance, compression ratio, firing
order, governed speed, elevation limit at which an
engine derate takes place, and primary and secondary
fuel ratings which show the fuel, minimum WKI value,
ignition timing, rated output in horsepower and kilowatts,
and overload rating in horsepower and kilowatts. This
nameplate is located on the lower left side of the
crankcase, adjacent to the front of the engine.
Waukesha
SAA # SERVICE TYPE
MODEL
SERIAL WAUKESHA ENGINE DIVISION
NUMBER DRESSER I NDUSTRIES INC.
WAUKESHA, WISCONSIN U.S.A. DATE
COMP.
RATIO
THIS ENGINE IS FACTORY EQUIPPED AS LISTED. HP(kW) ARE PER

ISO 3046/1. CONSULT A W.E.D. AUTHORIZED DISTRIBUTOR OR W.E.D.
APPLICATION ENGINEERING FORADDITIONAL INFORMATION.
PRIMARY SECONDARY
FUEL ALTITUDE LIMIT
TM
FT/m
MIN. WKI
IGN.TIMING
BTDC GOVERNED SPEE
D RPM
CARB ADJ.
SERVICE VALVE CLEARANCE IN. /mm
P/N 211853
HP/kW INTAKE EXHAUST
OVERLOAD
HP/kW
FIRING ORDER
Figure 1.15-2: Nameplate (P/N 211853)
FORM 6300-3
1.15-2 © 8/2012
GENERAL INFORMATION
BASIC ENGINE DESCRIPTION

The crankcase is gray cast iron. The main bearings are
replaceable. The counterweighted crankshaft is made
of forged steel and has seven main bearing journals.
Each engine is equipped with a viscous vibration
damper.
There are interchangeable cylinder heads, each with
two intake and two exhaust valves. Both exhaust and
intake valve seats are replaceable. Roller-type cam
followers and hydraulic push rods are standard. The
camshaft is heavy duty for long life. The connecting rods
are made from drop-forged steel and are rifle-drilled.
The cylinders have replaceable wet cylinder sleeves.
The pistons use a full-floating piston pin. The flywheel is
machined and has a ring gear attached.
The exhaust-driven turbocharger compresses intake air.
This compressed air is cooled in the intercooler and then
enters the carburetor and mixes with pressurized fuel.
Figure 1.15-3: P/N 205002 Series Cylinder Head
The turbocharged air/fuel mixture enhances the
Cutaway View
engine’s power and performance.
The pressurized lubricating system consists of an oil CRANKCASE
sump, pump, piping network, full-flow centrifugal bypass The crankcase is a gray iron casting. For assembled
filters, strainers and cooler. The full-flow oil filter is rigidity, the main bearing caps are attached to the
externally mounted, separate from the engine. crankcase with both vertical studs and lateral-tie
The cooling system has two water pumps. The main capscrews. This feature makes the crankcase assembly
water pump circulates the jacket water of the engine. more rigid and lengthens the life of the main bearings.
The auxiliary water pump circulates water for the oil
cooler and the intercooler. The engine jacket, cylinder CRANKSHAFT
heads, exhaust manifold, oil and charged intake air are The underslung crankshaft is made of a low alloy, high
all water-cooled. tensile strength forged steel. The crankshaft is counter-
weighted to achieve a near perfect balance of rotating
BASIC ENGINE COMPONENT forces.
DESCRIPTIONS A viscous vibration damper is installed on the forward
end of the crankshaft along with a gear that drives the
CYLINDER HEAD AND VALVES front end gear train and accessories. The flywheel, with
The P/N 205002 series cylinder heads are standard on ring gear, is installed on the rear end of the crankshaft
VHP Series Four engines. Each cylinder head has four and is machined to accept several options.
valves, two intake and two exhaust (see Figure 1.15-3).
The new cylinder heads offer the following features: INTAKE MANIFOLD
• Improved cooling The air/fuel mixture passes through the intake manifold,
• Superior valve life where it is distributed to the individual cylinders.
• Increased overhaul interval EXHAUST MANIFOLD

• Rigid valve bridge assembly The exhaust port of each cylinder head is connected to
one water-cooled segment of the exhaust manifold. The
water-cooled exhaust manifold assembly is composed
of individual segments (one for each cylinder head).
Each exhaust manifold segment is joined to the next by
a manifold pilot.
FORM 6300-3
1.15-3 © 8/2012
GENERAL INFORMATION
CONNECTING RODS WKI
The connecting rods are machined to ensure maximum The WKI* is an analytical tool developed by GE Energy’s
strength, precise balance and consistent weight Waukesha gas engines as a method for calculating the
between cylinders. They are made of a low alloy, high knock resistance of gaseous fuels. It is a calculated
tensile strength forged steel and are rifle-drilled to supply numeric value used to determine optimum engine
pressurized lube oil from the crankshaft to the piston pin settings based on a specific site’s fuel gas composition.
bushings. The split line of the rod and cap allows for
removal of the connecting rod assembly up through the The WKI value can be determined using the WKI
cylinder sleeve bore. computer program for Microsoft Windows operating
system that is distributed to GE Energy’s Waukesha gas
The serrated split line ensures precise alignment and engines Technical Data Book holders, and which is also
transfer of loads. The caps and rods are match- available by contacting a Distributor or GE Energy’s
numbered to ensure that each cap is mated with the Waukesha gas engines Sales Engineering Department,
correct blade during reassembly. or by downloading it from WEDlink.
The connecting rod cap fasteners, like all critical The WKI program is also built into EngCalc3.1, which is
fasteners used on the engine, are torqued to specific a Microsoft Excel-based computer program that allows
values. users to obtain site-specific engine data based on their
input site conditions and fuel analysis. The WKI program
TURBOCHARGER will calculate the WKI value from a customer’s fuel
The high-efficiency, water-cooled center housing, radial analysis breakdown. EngCalc3.1 expands the WKI
flow turbocharger are mounted on the rear of the engine program to allow the input of fuel contaminants, such as
and generate the required boost levels for the engine. H2S and siloxanes, to determine if they are within the fuel
contaminant limits.
PISTONS
Once the WKI value is known, it can be entered into the
The pistons are machined from one-piece castings. The ECU using the ESP software. This is important, since
dimension of the piston skirt at room temperature is spark timing and engine derate curves are adjusted
slightly larger at a point 90° to the piston pin bore. This based on the value of the WKI stored in the ECU.
feature allows the piston to expand from a shape that is
For applications with changing fuel conditions, such as
somewhat oval to one that is almost perfectly round
a wastewater treatment plant with natural gas backup,
when operating at stabilized engine temperatures.
the ESM can be signaled about the fuel’s changing WKI
CYLINDER SLEEVES value in real time using the two WKI analog input wires
in the Customer Interface Harness. The calibration of the
Each wet-type cylinder sleeve has a flange at its upper customer interface wires, WKI+ and WKI-, is shown in
end to locate it in the crankcase upper deck. The sleeves Table 1.15-2. An input less than 2 mA or greater than 22
have three external ring grooves to hold the lower mA indicates a wiring fault, and the default WKI value is
crankcase bore seals. used instead.
CAMSHAFTS Table 1.15-2: Calibration of Remote WKI Input
The design of the camshaft lobe and cam minimizes ANALOG USER INPUT 4 mA 20 mA
valve overlap and reduces the flow of gases between the WKI Fuel Quality Signal 20 WKI 135 WKI
intake and exhaust ports. This improves fuel efficiency
and lowers exhaust emissions. * Trademark of General Electric Company
FORM 6300-3
1.15-4 © 8/2012
GENERAL INFORMATION
TRADEMARKS ACRONYMS
The following is a list of trademarked products and AC: Alternating Current
equipment that may be used throughout this manual. For
ATDC: After Top Dead Center
sealant, adhesive, lubricant and cleaner trademark
information, see Table 1.15-4 Sealants, Adhesives and bps: bits per second
Lubricants on page 1.15-6. Where possible, brand
CAN: Controller Area Network
names are listed in the procedure.
CD-ROM: Compact Disk - Read Only Memory
Table 1.15-3: Trademarks
CSA: Canadian Standards Association
Custom Air/Fuel Control (CAFC)
E-Help: ESP-Help
Custom Catalyst Control (CCC)
ECU: Engine Control Unit
Custom Lean Burn Control (CLBC)
Deutsch ECP: Engine Control Panel
Lookout ESM: Engine System Manager

Magnaflux Products: Penetrant (SKL-HF/S) Developer ESP: Electronic Service Program
(SKD-NF-ZP-9B) Cleaner/Remover (SKC-NF/ZC-7B) (USA
847-657-5300) (UK +44 0 1793 524566) GUI: Graphical User Interface
Microsoft Windows HMI: Human Machine Interface

MODBUS HSD: High Side Driver
National Instruments IMAP: Intake Manifold Air Pressure
Permatex Non Drying Prussian Blue (Bluing Agent) (mfg. by IMAT: Intake Manifold Air Temperature
Loctite Corporation) (877-376-2839)
IPM-D: Ignition Power Module with Diagnostic capability
Plastigage – used for measuring small clearances
(248-354-7700) kW: Kilowatt
Stellite is a registered trademark of Stoody Deloro Stellite, LED: Light Emitting Diode
Inc.
MB: Megabyte
Waukesha Custom Engine Control
MHz: Megahertz
Waukesha Knock Index / WKI
Woodward NCM: NOx Control Module
NOx: Nitrogen Oxide (NO) and Nitrogen Dioxide (NO2)
NVRAM: Non-Volatile Random Access Memory
OC: Open Circuit
PC: Personal Computer
PWM: Pulse Width Modulation
PLC: Programmable Logic Controller
RAM: Random Access Memory
RPM: revolutions per minute
RS: Recommended Standard
SC: Short Circuit
SH: Scale High
SL: Scale Low
TSV: Tab Separated Value
WKI: Waukesha Knock Index
FORM 6300-3
1.15-5 © 8/2012
GENERAL INFORMATION
INDEX OF SEALANTS, ADHESIVES, ! WARNING

LUBRICANTS AND CLEANERS
The following is a list of sealants, adhesives and Read the manufacturer’s
instructions and warnings on
!
lubricants that may be required to perform the tasks in
this manual. Where possible, brand names are listed in the container when using
the procedure. When brand names are not used, general sealants, adhesives, lubricants
names are used. This index may be used to match the and other shop aids.
general description to a specific product or its equivalent
(i.e., pipe sealant = Perma Lok Heavy Duty Pipe Sealant
with Teflon or its equivalent). Waukesha does not
endorse one brand over another. In all cases, equivalent
products may be substituted for the brand name listed.
All part numbers listed are the manufacturer’s numbers.
Table 1.15-4: Sealants, Adhesives and Lubricants
NAME USED IN TEXT BRAND NAME / DESCRIPTION

3M Scotch-Grip 847, Rubber and Gasket Adhesive
Actrel 3338L dielectric solvent manufactured by Exxon Mobil Corp. and
Actrel 3338L
distributed by Safety-Kleen Corp. (800-669-5750)
FEL-PRO C5-A, P/N 51005 (248-354-7700) or Loctite Anti-Seize 767/
Anti-Seize (High Temperature) Copper based anti-seize compound (USA 800-Loctite/Germany
+49-89-92 68-0)
Anti-Seize Bostik Never Seez/Anti-seize and lubricating compound (987-777-0100)
G.E. Silmate* Silicone Rubber (USA 800-255-8886) (Europe
Black Silicone 00.800.4321.1000)
* Trademark of General Electric Company
Permatex Non Drying Prussian Blue (mfg. by Loctite Corporation)
Blueing Agent
(877-376-2839)
Cleaning Solvent/Mineral Spirits Amisol Solvent (mfg. by Standard Oil) (905-608-8766)
Dielectric Silicone Grease Dow Corning DC-200, G.E. G-624, GC Electronics 25 (989-496-4400)
Scotch Weld No. 270 B/A Black Epoxy Potting Compound/Adhesive, P/

Epoxy Sealant
Ns. A and B (3M ID No. 62-3266-7430-6 PA) (800-362-3550)
Scotch Grip 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M ID No.
Gasket Adhesive
62-0847-7530-3 (800-362-3550)
Gear Oil Vactra 80W90 Gear Oil (mfg. by Exxon Mobil Corp.) (800-662-4525)
Krytox GPL-206 High Temperature Grease (P/N 489341) (USA
Krytox GPL-206
800-424-7502) (Europe +32.3.543.1267)
CITGO Lithoplex Grease NLGI No. 2 Product Code 55-340/a
Lithium Grease molybdenum-based grease or Dow Corning Molykote Paste G
(800-248-4684)
Item No. 74756 (mfg. by Loctite Corporation) (USA 800-562-8483/
Locquic Primer “T”
Germany +49-89-92 68-0)
Loctite Item No. 22220/low strength thread locker (USA 800-562-8483/
Loctite 222
Germany +49-89-92 68-0)
Loctite Item No. 24241/a blue colored removable thread locking compound
Loctite 242
(USA 800-562-8483/Germany +49-89-92 68-0)
FORM 6300-3
1.15-6 © 8/2012
GENERAL INFORMATION

Loctite Item No. 2422/Ultra High Temperature, Medium Strength, Blue
Threadlocker, locks/seals fastener threads exposed to maximum
Loctite 2422
temperature of 650°F (343°C). (mfg. by Loctite Corporation) (USA
800-562-8483/ Germany +49-89-92 68-0)
Loctite Item No. 37419/medium strength thread locker (USA
Loctite 243
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 27141/a red colored thread locking compound (USA
Loctite 271
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 56931 third sealant/hydraulic sealant (USA
Loctite 569
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 18581/High Performance RTV Silicone Gasket Maker
Loctite 5699 Gray
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 59675/Superflex Red High Temp RTV Silicone (USA
Loctite 59675
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64832/Retaining Compound, High Strength/Rapid Cure
Loctite 648
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64041/High Temperature Retaining Compound 40 (USA
Loctite Compound 40
800-562-8483/Germany +49-89-92 68-0)
Loctite Hydraulic Sealant Loctite Item No. 56941 (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 7471/primer / activator, anaerobic product primer activator
Loctite Primer 7471 (mfg. by Loctite Corporation) (USA 800-562-8483/ Germany +49-89-92
68-0)
Loctite RC 609 Loctit Item No. 60931 (USA 800-562-8483/Germany +49-89-92 68-0)
Lube-Lok 1000 or equivalent/ceramic bonded high temperature solid film
Lube-Lok
lubricant (800-242-1483)
Loctite Item No. 620-40/High Temperature Retaining Compound (USA
Loctite 620
800-562–8483/Germany +49-89-92 68-0)
Lubriplate No. 105 Lubriplate No. 105/lubricating grease (800-347-5343)
Magnaflux Products: Penetrant (SKL-HF/S) Developer (SKD-NF-ZP-9B)
Magnaflux Cleaner/Remover (SKC-NF/ZC-7B) (USA 847-657-5300) (UK +44 0 1793
524566)
Multi-Purpose Grease/moly-fortified mineral oil grease Dow Corning
Molykote BR-2 Plus
(989-496-4400)
Molykote G-N Extreme-pressure lubricant/Dow Corning (989-496-4400)
Molykote G-Rapid Plus Assembly and run-in paste/Dow Corning (989-496-4400)
Non hardening sealant/ORAPI Sealing Compound: Canada
OraSeal Service Part Number 495407
(514-735-3272)
Parker Super O-Lube/dry silicone lubricant (USA 800-272-7537) (Europe
O-Ring Lubricant
00800 27 27 5374)
Permatex Aviation Form-A-Gasket Sealant Liquid Loctite Item No. 3D (877-376-2839)
Permatex Form-A-Gasket No. 2 Sealant Loctite Item No. 2C (877-376-2839)
Permatex High Tack Spray-A-Gasket Sealant Loctite Item No. 99MA (877-376-2839)
Perma Lok Heavy Duty Pipe Sealant with Teflon, Item No. LH050 (USA
Pipe Sealant
800-714-0170) (UK +44 0 1962 711661)
Plastigage Plastigage /used for measuring small clearances (248-354-7700)
RTV Dow Corning RTV #734 or GE Red RTV 106 (989-496-4400)
FORM 6300-3
1.15-7 © 8/2012
GENERAL INFORMATION

Slide Rite 220 CITGO/lubricating oil (800-248-4684)
WD-40 WD-40 is a registered trademark of the WD-40 Company (888-324-7596)
FORM 6300-3
1.15-8 © 8/2012
GENERAL INFORMATION
ENGINE IDENTIFICATION VIEWS

6-CYLINDER VIEWS
21 1
2 4 5 6
3
1
20
19 7
18
8
17
16 10
15 14 13 11
12
Figure 1.15-4: 6-Cylinder Right-Side View
1 - Lifting Eyes 12 - Junction Box

2 - Cylinder Head Assemblies (6) 13 - Oil Dipstick
3 - Intake Manifold 14 - Gas Regulator
4 - Control Panel 15 - Carburetor
5 - Governor Actuator 16 - Oil Pan Access Doors
6 - ESM Engine Control Unit 17 - Ignition Power Module with Diagnostics (IPM-D)
7 - Vibration Damper (inside guard) 18 - Water Drains (right side)
8 - Oil Pump 19 - Breather Regulator
9 - Auxiliary Water Pump 20 - Oil Separator
10 - Oil Drain (right side) 21 - Exhaust Outlet
11 - Engine Leveling Capscrews (right side)
FORM 6300-3
1.15-9 © 8/2012
GENERAL INFORMATION
5
2 3
1 4
21
20
6
7
19
18
16 14 11 10
17 15 13 12 9 8
Figure 1.15-5: 6-Cylinder Left-Side View
1 - Oil Pressure Regulating Valve 12 - Oil Pan

2 - Thermostat Cluster Housing 13 - Crankcase
3 - Exhaust Manifold Assembly 14 - Oil Strainer
4 - Water Manifold 15 - Oil Temperature/Pressure Control Valves
5 - Oil Header 16 - Lubricator
6 - Flywheel and Housing 17 - “Y” Strainer
7 - Manual Barring Device 18 - Prelube Pump and Motor
8 - Oil Drain (left side) 19 - Oil Cooler
9 - Engine Leveling Capscrews (left side) 20 - Safety Guarding
10 - Oil Pan Access Doors (left side) 21 - Pressure Block
11 - Engine Temp. Connections/Controls Junction Box
FORM 6300-3
1.15-10 © 8/2012
GENERAL INFORMATION
2
9
Figure 1.15-6: 6-Cylinder Rear View
1 - Turbocharger 6 - Oil Drain

2 - Intercooler 7 - Oil Filler
3 - Flywheel Housing 8 - Air Cleaner
4 - Timing Cover 9 - Wastegate
5 - Flywheel
FORM 6300-3
1.15-11 © 8/2012
GENERAL INFORMATION
MAXIMUM SOUND PRESSURE LEVEL
! WARNING
Always wear Personal

Protective Equipment (PPE) in
accordance with PPE Directive
89/686/EEC.
Table 1.15-5: Maximum Sound Pressure Level
MODEL dB(A)
1,000 rpm – 98 dB(A)
F3514GSI / F3524GSI
1,200 rpm – 101 dB(A)
NOTE: Sound pressure levels measured

approximately 1 m (3.3 ft) distance from engine at a
height of 1.6 m (5.2 ft) from bottom of base.
Maximum level measured at front of engine near
turbocharger.
VHP SERIES FOUR ENGINE SPECIFICATIONS
NOTICE
Alarm and shutdown values are based on dry natural
gas (900 BTU/cu. ft. SLHV). See latest edition of
Gaseous Fuel Specification Sheet S7884-7 and
Service Bulletin 12-1880, Lube Oil
Recommendations, for typical changes in operation
temperatures for jacket water and oil when running on
landfill or digester gas fuels.
Table 1.15-6: 6-Cylinder VHP Series Four Engine Specifications
GENERAL SPECIFICATIONS – VHP SERIES FOUR

ENGINE MODEL F3514GSI / F3524GSI
Type 4-cycle
Aspiration, GSI Turbocharged and intercooled
Inline-6
Number of cylinders
4 valves per cylinder
9.375 x 8.50 in.
Bore x stroke
(238 x 216 mm)
Displacement 3,520 cu. in. (58 L)
Compression ratio 8:1
Speed range 700 – 1,200 rpm (see engine nameplate)
Low idle 700 rpm
FORM 6300-3
1.15-12 © 8/2012
GENERAL INFORMATION

Lubrication System
Sump capacity, including filter and
72 gal (273 L)
cooler*
Oil pan (Low level mark) 35 gal (132.5 L)
Oil pan (High level mark) 45 gal (170.3 L)
Oil filter capacity 20 gal (75.7 L)
(7.25 x 38 in.)
Oil cooler capacity
4 gal (15 L)
Main filter 15 micron at 90% efficiency
Micro-fiberglass filter 15 micron at 90% efficiency
Strainer screen 74 micron
55 ± 5psi
Normal oil pressure
(380 ± 35 kPa)
Low oil pressure alarm setpoint 35 psi (241 kPa)
Low oil pressure shutdown setpoint 30 psi (207 kPa)
Prelube duration 5 minutes
Normal oil header temperature 180°F (82°C)
Oil header temperature alarm setpoint 195°F (91°C)
Oil header temperature shutdown
205°F (96°C)
setpoint
Air/Gas Starter
Air starter oil reservoir lubricator 2.0 pint (0.9 L)
Pneumatic prelube motor, inline
0.5 pint (0.2 L)
lubricator
Cooling System (Jacket Water and Auxiliary Cooling Circuits)
Standard air cooler inlet temperature 130°F (54°C)
Jacket water capacity, engine only 48.5 gal (183.6 L)
Surge tank capacity (optional) 23 gal (87 L)
Intercooler water capacity 2.75 gal (10.4 L)
Oil cooler water capacity 5 gal (19 L)
Exhaust System
See Table 4.35-1 Maximum Allowable
Maximum permissible backpressure @ rated load and speed
Exhaust Backpressure on page 4.35-1.
Crankcase Breather System
Crankcase vacuum -1 (negative) to 0 inch-H2O (-25.4 [negative] to 0 mm-H2O)
Jacket Water Outlet Temperature
180°F (82°C) for continuous and
Normal:
intermittent rating
Standard cooling system
Alarm: ESM-monitored
Shutdown: ESM-monitored
FORM 6300-3
1.15-13 © 8/2012
GENERAL INFORMATION

Intake Manifold Temperature
Up to 10°F (-12°C) above design
Normal:
intercooler water inlet temperature
GSI
Alarm: ESM-monitored
Shutdown: ESM-monitored
Intake Manifold Pressure
Contact Waukesha Sales Engineering Department
(see FUEL SYSTEM ADJUSTMENTS – GSI ENGINES on page 4.05-15)
Fuel System
Natural gas pressure at regulator “GSI” models 24 – 50 psi (165 – 345 kPa)
Air Induction System
Maximum permissible restriction @ rated load and speed 15 inch-H2O (381 mm-H2O)
Required filtering efficiency (coarse dust test per SAE726C)
Starting System
Electric starting 24 volts DC
Air starting pressure 150 psi (1,034 kPa) (MAX) Pressure is based on 50°F (10°C) oil temperature
SAE 10W oil at 32°F (0°C) and above.
Air/gas starter reservoir lubricant
Use No. 2 Diesel Oil when ambient temperatures fall below 32°F (0°C)
SAE 10W oil at 32°F (0°C) and above.
Inline lubricator lubricant
Use No. 2 Diesel Oil when ambient temperatures fall below 32°F (0°C)
Miscellaneous
Spark plug gap See Table 1.15-8.
Engine timing See Engine Nameplate
Main bearing temperature shutdown 250°F (121°C)
Overspeed shutdown 10% over governed speed/ESM-monitored
Valve Train
Valve clearance – hydraulic valve lifters See Table 4.55-1 Valve Setting Order on page 4.55-1.
* Total capacity of oil system. Fill oil pan, filter, cooler, etc., run engine, then add oil as required to bring oil level in oil pan back
to high mark. Record total amount for future reference.
FORM 6300-3
1.15-14 © 8/2012
GENERAL INFORMATION
Table 1.15-7: Waukesha Preservative Oil Application
UPPER CYLINDER CRANKCASE

TOTAL QUANTITY
NUMBER OF OUNCES OF OUNCES OF OF ENGINE
STANDARD OIL PAN QUANTITY OF
CYLINDERS PRESERVATIVE PRESERVATIVE PRESERVATIVE
CAPACITY IN PRESERVATIVE
OIL PER OIL ALL OIL REQUIRED
GALLONS OIL
CYLINDER CYLINDERS
6 3 oz (90 cc) 18 oz (540 cc) 43 gal (162.7 L) 110 oz (3,253 cc) 128 oz (3,785 cc)
NOTICE SERVICE TOOL LIST

See latest edition of Form 398, Waukesha Special Tools
13/16 in. reach spark plugs must be used with P/N Catalog, for a complete listing of tools available for your
205002 series cylinder heads. Failure to use the engine. To order these tools, contact your local
proper reach spark plugs will cause damage to Waukesha Distributor. In some instances, substitute
equipment. items may be used but only if specifically approved by
Waukesha.
Table 1.15-8: 13/16 in. Reach Spark Plugs for P/N 205002
Series Cylinder Heads
ENGINE P/N GAP

0.015 in.
GSI 60999Z
(0.381 mm)
FORM 6300-3
1.15-15 © 8/2012
GENERAL INFORMATION
ENGLISH / METRIC CONVERSIONS

Table 1.15-9: 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 1.15-10: 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 6300-3
1.15-16 © 8/2012
GENERAL INFORMATION
Table 1.15-11: 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 1.15-12: 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 6300-3
1.15-17 © 8/2012
GENERAL INFORMATION
TORQUE VALUES
CRITICAL ENGINE TORQUE VALUES
Table 1.15-13 lists the standard torque values required
for VHP Series Four engines.
Table 1.15-13: Critical Engine Torque Values
DESCRIPTION ft-lb in.-lb N·m

Fuel System
Cartridge Cap Assembly to Body Insert 5 – 6.8
Cartridge to Pilot Body 5 – 6.8
Oil Filter Element Housing 5 – 6.8
Ignition System
Ignition Coil Hex Nuts 132 – 156 15 – 17.6
Ignition Coil to Valve Cover Nuts 11 – 13 – 15 – 17.6
Capscrews – 200 (oiled) 5.65 (oiled)
Rocker Arm Cover (Valve Cover) Capscrew – 50 (oiled) 5.65 (oiled)
Rocker Arm Support 1/2-13 x 5-1/2 Capscrew (4 per
66 – 70 (oiled) – 89 – 95 (oiled)
Cylinder Head)
Rocker Arm Support 3/8-16 x 6-3/4 Center Capscrew 17 (oiled) – 23 (oiled)
Spark Plug 32 – 38 (dry) – 43 – 52 (dry)
Spark Plug Carrier Extension Nut 17 – 23
Spark Plug Sleeve Nut 17 – 23
Spark Plugs
NOTICE
13/16 in. reach spark plugs must be used with P/N 32 – 38 – 43 – 52
205002 series cylinder heads. Failure to use the
proper reach spark plugs will cause damage to
equipment.
Valve Cover to Cylinder Head Capscrews – 200 (oiled) 5.65 (oiled)

Lubrication System
Oil Pain Door Capscrew 18 – 20 – 24 – 27
FORM 6300-3
1.15-18 © 8/2012
GENERAL INFORMATION
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 1.15-14: 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 6300-3
1.15-19 © 8/2012
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 6300-3
1.15-20 © 8/2012
GENERAL INFORMATION
Table 1.15-15: 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 6300-3
1.15-21 © 8/2012
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 6300-3
1.15-22 © 8/2012
GENERAL INFORMATION
Table 1.15-16: 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 6300-3
1.15-23 © 8/2012
GENERAL INFORMATION
DECLARATION OF CONFORMITY
FORM 6300-3
1.15-24 © 8/2012
GENERAL INFORMATION
DECLARATION OF INCORPORATION
FORM 6300-3
1.15-25 © 8/2012
GENERAL INFORMATION
FORM 6300-3
1.15-26 © 8/2012
ENGINE SYSTEMS
SECTION 2.00
ESM SPEED GOVERNING SYSTEM DESCRIPTION
ESM SPEED GOVERNING SYSTEM

COMPONENT DESCRIPTION
The Waukesha Engine System Manager (ESM) is a total
engine management system designed to optimize
engine performance and maximize uptime. The ESM
integrates spark timing control, speed governing,
detonation detection, start-stop control, diagnostic
tools, fault logging and engine safeties.
NOTE: The ESM ECU contains the governor
electronics and software that control the actuator. The
ESM speed governing system allows the customer to
make all control adjustments in one place and at one
panel (see Figure 2.00-1). See latest edition of Form
6295, VHP Engine System Manager Manual, for
programming.
Figure 2.00-2: Electric Actuator and Throttle
Integral ESM speed governing provides the following
benefits:
• Ability to respond to larger load transients
• Better engine stability
• Easier setup
• Integrated operation diagnostics
When governing, two values are needed:
1. Desired Engine Speed
2. Current Speed of the Engine
The ESM speed governing system is responsible for
modifying the engine torque to produce the desired
engine speed. The desired speed can be set by means
of calibrations and/or external inputs. The difference
Figure 2.00-1 between the current speed and the desired speed (or the
speed error) is used to modify the torque to maintain the
desired speed.
FORM 6300-3
2.00-1 © 8/2012
To determine current engine speed, the ESM system The governor can also operate in a droop mode, which
uses a magnetic pickup that senses 36 reference holes means that the governor will allow the engine to slow
in the flywheel (see Figure 2.00-3). As the holes pass the down slightly under load. Droop is used to simulate the
end of the magnetic sensor, a signal wave is generated. situation with mechanical governor where the engine will
The frequency of the signal is proportional to engine run at a slightly higher rpm than the setpoint when no
speed. Based on the electrical signal from the magnetic load is placed on the engine. This feature can be used
pickup, the governor compares current engine speed to synchronize the output of multiple generator sets
with desired engine speed and responds by adjusting driving an isolated electrical grid.
the throttle position of the engine. An electric actuator is
used to convert the electrical signal from the ECU into LOAD CONTROL
motion to change the amount of air and fuel delivered to Load control mode is used when a generator set is
the engine through the throttle. synchronized to a grid. In this case the grid controls
speed, and the ESM speed governing system controls
the engine load using signals from an external device.
GOVERNOR INPUTS AND CALIBRATIONS

The actual inputs required for the ECU depend on the
governing control desired.
Required external inputs are programmed to the ECU
from a customer’s local control panel or PLC. These
inputs include remote speed/load setting, remote speed
setting enable, rated speed/idle speed and an auxiliary
rpm input for load control. Using these customer inputs,
the ESM speed governing system is set to run in either
speed control mode or load control mode.
Governing control is further customized for location
requirements through user-selectable parameters
Figure 2.00-3
describing the driven load. Custom control adjustments
to the ESM speed governing system are made with ESP.
SPEED GOVERNING MODES
The rotating moment of inertia of the driven equipment
NOTE: See latest edition of Form 6295, VHP Engine must be programmed in ESP. Further gain calibrations
System Manager Manual, for more information on may be made through ESP. The correct governor gain
ESM’s speed governing feature and programming depends on the rotating moment of inertia of the engine
steps. and driven equipment. By inputting the rotating moment
Using inputs from the user’s panel or PLC, the ESM of inertia of the driven equipment, the gain is preset
system is set to run in one of two modes: speed control correctly, aiding rapid start-up of the engine. The rotating
or load control. moment of inertia of the engine and the driven
equipment are used in predicting throttle position.
SPEED CONTROL The ESM speed governing system also allows the
Speed control mode allows the engine operator to customer to calibrate the system to use other governing
choose a setpoint speed, and the governor will run at control features including feedforward control (load
that speed. The control can be either isochronous or coming control) and synchronizer control (alternate
droop. dynamics).
Isochronous control means that the governor will

maintain a constant engine rpm regardless of load
(within the capacity of the engine).
FORM 6300-3
2.00-2 © 8/2012
FEEDFORWARD CONTROL (LOAD

COMING CONTROL)
Feedforward control (load coming) is a proactive rather
than a reactive feature that allows the engine to accept
larger load additions than would normally be allowed
without this feature. Feedforward works by immediately
opening the throttle by a user-calibrated amount when a
digital input goes high (8.6 – 36 volts). One example of
where this feature will help the performance of the
engine is when starting a large electric motor that is
operating in island electric power generation mode.
Either at the moment the electric motor is started or a
second or two before, the feedforward digital input is
raised high, and the ESM system opens the throttle to
produce more power. Unlike standard governing, the
ESM system does not have to wait for the engine speed
to drop before opening the throttle.
SYNCHRONIZER CONTROL (ALTERNATE

DYNAMICS)
Synchronizer control (alternate dynamics) is a governor
dynamic that can be used to rapidly synchronize an
engine to the electric power grid. The lower gain values
can be used to minimize actuator movement when the
engine is synchronized to the grid and fully loaded to
maximize actuator life. Raising a high digital input (8.6 –
36 volts) to the ECU puts the ESM speed governing
system in synchronizer control. The user can program a
small speed offset to aid in synchronization.
FORM 6300-3
2.00-3 © 8/2012
FORM 6300-3
2.00-4 © 8/2012
SECTION 2.05
FUEL SYSTEM DESCRIPTION

DESCRIPTION 1
The function of the fuel system is to maintain a constant
air/fuel ratio throughout the load range of the engine and
to deliver the air/fuel mixture in the proper quantities. The
following components comprise the engine fuel system:
• Main Fuel Gas Pressure Regulator
• Carburetor
• ESM Air/Fuel Ratio (AFR) Control
NOTE: See latest edition of Form 6295, VHP Engine
System Manager Manual, for AFR information.
2
MAIN FUEL GAS PRESSURE REGULATORS
To ensure a steady fuel supply to the carburetor, the
Figure 2.05-2: Mooney Main Fuel Gas Pressure Regulator
engine has a main fuel gas pressure regulator (see (Right Side Shown)
Figure 2.05-1 and Figure 2.05-2).
1 - Pressure Regulator 2 - Adjusting
Capscrew
The main fuel gas pressure regulator reduces the
incoming fuel supply pressure to the carburetor. The
actual carburetor inlet fuel pressure will depend on the
heating value of the fuel.
From the main fuel gas pressure regulator the fuel flows
into the carburetor, where it is mixed with air and then
flows into the combustion chamber.
CARBURETOR
Engines that use standard carburetion have the
carburetor mounted just below the center of each intake
manifold (see Figure 2.05-3).
Figure 2.05-1: Fisher Main Fuel Gas Pressure Regulator
FORM 6300-3
2.05-1 © 8/2012
FUEL SYSTEM DESCRIPTION
Figure 2.05-3 Figure 2.05-5: Low Fuel Pressure System – Carburetor

and Plenum
The carburetor produces a combustible mixture by
automatically mixing air and fuel in proper proportions.
LOW FUEL PRESSURE SYSTEM ENGINES

Low fuel pressure “draw-thru” engines are capable of
using low pressure fuel by having the turbocharger draw
the air/fuel mixture from the carburetor that is mounted
above the air cleaner housing. Characteristics that are
unique to these engines are listed below:
• Main fuel gas pressure regulator(s) mounted off
engine (see Figure 2.05-4)
• Carburetor(s) mounted in plenum(s) on top of the air
filter housing(s) (see Figure 2.05-5)
• Unique piping for the system delivers the air/fuel
mixture to the intake manifold
Figure 2.05-4: Low Fuel Pressure System – Pressure

Regulator
FORM 6300-3
2.05-2 © 8/2012
SECTION 2.10
IGNITION SYSTEM DESCRIPTION
IGNITION SYSTEM COMPONENT IGNITION HARNESS

DESCRIPTION The ignition harness is a combination of conduit pipe and
The ignition system consists of the following junction boxes with a braided sleeve connection harness
components: (see Figure 2.10-1).
• ESM (Engine System Manger) Ignition System

• Ignition Power Module with Diagnostics (IPM-D) 2
• Spark Plugs, Spark Plug Carrier Extensions, Spark
Plug Sleeve (one per cylinder)
• Spark Plug Extensions (one per cylinder)
• Ignition Coils (one per cylinder)
• ESM Knock Detection Control
1
• Wiring
• CSA Ignition (optional)
SPARK PLUGS, SPARK PLUG CARRIER

EXTENSIONS AND SPARK PLUG SLEEVES
NOTICE
Figure 2.10-1
13/16 in. reach spark plugs must be used on VHP
Series Four engines. Using improper size spark plugs 1 - Ignition Harness 2 - Ignition Coil
Conduit
will cause damage to equipment.
SPARK PLUG EXTENSION

One spark plug is provided for each of the cylinders. On
Spark plug extensions, made of white Teflon, extend
VHP Series Four engines, 13/16 in. reach spark plugs
from the spark plug to the top of the valve covers (see
are used. The spark plugs are threaded through a
Figure 2.10-2).
removable spark plug sleeve that does not need to be
removed for normal maintenance. A spark plug
extension connects the spark plug sleeve to the valve
cover.
FORM 6300-3
2.10-1 © 8/2012
IGNITION COIL
1
One ignition coil is provided for each cylinder. Each coil
is attached to the valve covers, sealing the coil to the
valve cover recess and making a positive coil to spark
plug connector connection (see Figure 2.10-3). The
2 ignition coil leads use a braided metal sleeve for
improved durability.
Figure 2.10-2
1 - O-Ring 3 - Teflon Tube

2 - Rubber Boot
1
18
16 17 2
14 15 3
4
13 5
12
6
11
7
12
8
10
Figure 2.10-3: Ignition Assembly
1 - Ignition Coil 10 - Square-Cut Seal Ring

2 - O-Ring, 0.210 x 1.725 in. 11 - Washer, 0.438 in.
3 - Spark Plug Extension 12 - Nut, 0.438-14
4 - O-Ring, 0.103 x 1.612 in. 13 - Valve Cover
5 - Spark Plug Carrier Extension 14 - Washer, 0.375 in.
6 - Valve Cover Gasket 15 - Capscrew, 0.375-16 x 6.75 in.
7 - Cylinder Head 16 - Lock Washer, 0.312 in.
8 - Spark Plug Sleeve 17 - Nut, 0.312-24
9 - Spark Plug 18 - Stud, 0.312 in.
FORM 6300-3
2.10-2 © 8/2012
ESM IGNITION SYSTEM A separate module, the Ignition Power Module with
Diagnostic capability (IPM-D), is needed to fire the spark
plug at the required voltage (see Figure 2.10-5). The
System Manager Manual, for additional information.
IPM-D is CSA-approved for Class I, Division 2, Group D
The Waukesha Engine System Manager (ESM) is a total (T4 temperature rating), hazardous location
engine management system designed to optimize requirements.
engine performance and maximize uptime (see Figure
2.10-4). The ESM system integrates spark timing
control, speed governing, detonation detection, start-
stop control, diagnostic tools, fault logging and engine
safeties.
Figure 2.10-5
ESM KNOCK DETECTION

The ESM system detects detonation by monitoring
vibrations at each cylinder with engine-mounted knock
Figure 2.10-4: ECU
sensors. When a signal exceeds a detonation threshold,
The Electronic Service Program (ESP) is the PC-based the ESM system retards timing incrementally on an
service program (software) that is the primary means of individual cylinder basis to keep the engine and each
obtaining information on ESM system status. ESP cylinder out of detonation or from “knocking.”
provides a graphical (visual) interface in a Microsoft The following are the main features of the ESM system’s
Windows 98 SE/Me/NT4 based environment. The PC detonation detection:
used to run the ESP software connects to the ECU via
an RS-232 serial cable. • The ESM system monitors for knock during every
combustion event.
The ESM system controls spark plug timing with a digital
• A per-event measure of the knock level is compared
capacitive discharge ignition system. The ignition
to a reference level to determine if knock is present.
system uses the capacitor discharge principle that
provides a high variable energy, precision-timed spark • Action taken by the ESM system when knock is
for maximum engine performance. The ESM ignition detected is proportional to the knock intensity
system provides accurate and reliable ignition timing identified.
resulting in optimum engine operation. • To prevent misleading vibration signals that may exist
The ESM ignition system uses the ECU as its central at light loads from being incorrectly construed as
processor or “brain.” Two magnetic pickups are used to knock, the ESM system does not monitor for
input information to the ECU. One pickup reads a detonation at loads less than 50% of manufacturer’s
magnet on the camshaft and the other senses reference rated load. This prevention also avoids unnecessary
holes in the flywheel. shutdowns while the engine is warming up or running
at low loads.
• If detonation is detected and the engine is shut down,
the ECU records in the fault log that detonation
occurred even if a PC was not connected.
FORM 6300-3
2.10-3 © 8/2012
• When a PC is connected to the ECU and the Electronic
Service Program (ESP) software is active, the ESP
software displays when detonation is occurring. If the
engine is shut down due to detonation, the shutdown
and number of detonating cylinders are recorded in
the fault log. ESP provides a simple user interface for
viewing engine status and troubleshooting information
during engine detonation.
ENGINE EMERGENCY STOP (E-STOP) BUTTONS
! WARNING
Use an emergency shutdown to

stop the engine to avoid
Figure 2.10-6
imminent personal injury or
property damage. Never use an NOTE: The emergency shutdown button should be
emergency shutdown to stop pulled out (OFF position) at all times, unless an
the engine under normal emergency situation occurs that requires the immediate
circumstances, as this may shutdown of the engine.
result in unburned fuel in the
exhaust system which could When an E-stop button is pressed, the engine performs
ignite. an emergency stop (see EMERGENCY SHUTDOWN
on page 3.00-4).
Always apply your company’s
!
lock-out/tag-out procedure to
prevent accidental starting of
the engine once the engine is
shutdown. The only exception is
if the engine is in a “Stand-by”
mode.
NOTE: Routine gas engine shutdown is performed

through the engine control panel (control panel is either
Waukesha, packager or customer supplied).
VHP Series Four engines are equipped with sealed CSA
ignition systems with sealed emergency stop button
(E-Stop) (see Figure 2.10-6). In addition, if the IPM-D
power fails, the engine will perform an emergency stop.
FORM 6300-3
2.10-4 © 8/2012
SECTION 2.15
AIR INTAKE SYSTEM DESCRIPTION
AIR INTAKE SYSTEM COMPONENT TURBOCHARGER

DESCRIPTION Six-cylinder engines have one turbocharger (see Figure
The air intake system consists of the following 2.15-2).
components:
• Carburetor 1 2
• Intake Manifold
• Air Filtration System – Air Cleaner(s)
• Turbocharger
• Intercooler
CARBURETOR AND INTAKE MANIFOLD

Both the carburetor and air intake manifold are mounted
to the outside of the cylinder bank. The carburetor
produces a combustible mixture by automatically mixing
air and fuel in the proper proportions (see Figure
2.15-1).
3
The intake manifold connects the intake ports of the
cylinders and equally distributes the air/fuel mixture to
Figure 2.15-2
each.
1 - Turbocharger 3 - Air Restriction
2 - Intercooler Indicator
1
INTERCOOLER
The box-type intercooler is mounted on the rear of the
engine (see Figure 2.15-2). Heated compressed air from
the turbocharger enters the intercooler and flows over a
series of tubes through which the auxiliary water system
coolant is circulated. The temperature of the
compressed air is reduced, which makes it denser.
Figure 2.15-1
1 - Intake Manifold 2 - Carburetor
FORM 6300-3
2.15-1 © 8/2012
AIR INTAKE SYSTEM DESCRIPTION
AIR CLEANER
Six-cylinder engines have one air cleaner (see Figure
2.15-3). The air cleaner consists of the air filter frame,
main air filter element, prefilter pad, air intake restriction
indicator and rain shield.
1 2
Figure 2.15-3
1 - Air Cleaner 2 - Air Restriction

Indicator
FORM 6300-3
2.15-2 © 8/2012
SECTION 2.20
TURBOCHARGER SYSTEM DESCRIPTION
TURBOCHARGER SYSTEM COMPONENT WASTEGATE

DESCRIPTION A water-cooled exhaust wastegate (see Figure 2.20-2)
VHP Series Four engines are turbocharged. The is mounted at the outlet of each exhaust manifold. The
turbocharger system consists of the following wastegate is a load limiting device. At a predetermined
components: point, intake manifold pressure counteracts the tension
of a spring, and a valve opens to bypass a portion of the
• Turbocharger engine exhaust around the turbocharger turbine. In this
• Connecting Hose and Piping way, the air intake boost pressure is held within an
• Wastegate acceptable range.
TURBOCHARGER
The 6-cylinder engines have one turbocharger (see
Figure 2.20-1). The turbocharger is wastegate-
controlled and uses a water-cooled center section. The
center section consists of exhaust and intake turbines
connected by a main shaft. The intake turbine is mated
to the intake manifold, and the exhaust turbine is mated
to the exhaust manifold. With the engine running, hot
exhaust gases are forced into the exhaust turbine,
causing it to rotate at high speed. This causes the intake
turbine to rotate at the same speed because of the main
shaft connection. The high-speed rotation of the intake
turbine creates compressed air that is forced into the
carburetor.
Figure 2.20-2
Figure 2.20-1
FORM 6300-3
2.20-1 © 8/2012
TURBOCHARGER SYSTEM DESCRIPTION
FORM 6300-3
2.20-2 © 8/2012
SECTION 2.25
COOLING SYSTEM DESCRIPTION
COOLING SYSTEM COMPONENT

DESCRIPTION 1
The cooling system consists of the following
components:
• Jacket Water Cooling Circuit
– Jacket Water Header/Jacket Water
– Exhaust Manifold
– Jacket Water Pump
– Water Manifold
– Remote Heat Transfer Device (customer-supplied)
– Jacket Water Temperature Control Valve 2
– Surge Tank (optional)
• Auxiliary Cooling Circuit Figure 2.25-1
– Auxiliary Water Pump
1 - Exhaust Manifold 2 - Water Outlet Elbow
– Intercooler
– Oil Cooler 2
3
– Auxiliary Water Temperature Control Valve
– Auxiliary Water Heat Transfer Device 1 4
(customer-supplied)
JACKET WATER HEADER / JACKET WATER

The coolant passageways in both the crankcase and
cylinder heads comprise the jacket water system. The
jacket water header is integrally cast within the
crankcase. Coolant circulates around the cylinder
sleeves inside the cylinder block. Coolant flows up
through the water passage openings in the deck of each 5
cylinder head, flows around the valve seats and exhaust
guides, and up to the water-cooled exhaust manifold.
Figure 2.25-2
EXHAUST MANIFOLD
1 - Cylinder Heads 4 - Exhaust Manifold
From each cylinder head, water passes up through the
2 - Thermostat 5 - Jacket Water Pump
water outlet elbow connection (see Figure 2.25-1) to one Housing
segment of the water-jacketed exhaust manifold and 3 - Water Manifold
exits through the water outlet port to the water manifold
(see Figure 2.25-2). Each exhaust manifold assembly is
composed of individual water-cooled segments.
FORM 6300-3
2.25-1 © 8/2012
JACKET WATER PUMP
A belt-driven water pump is mounted on the front of the
engine (see Figure 2.25-2). Coolant exiting the pump is
piped to the jacket water headers.
WATER MANIFOLD
The water manifold (see Figure 2.25-2) receives the
coolant flowing out of each segment of the exhaust
manifold and routes it to the cluster thermostat housing.
REMOTE HEAT TRANSFER DEVICE

The remote heat transfer device may be a radiator,
cooling fan, cooling tower, heat exchanger or some
other device.
Figure 2.25-3
AUXILIARY WATER REMOTE HEAT TRANSFER
DEVICE
INTERCOOLER
The auxiliary, or secondary, heat transfer device may be
The intercooler cools the inlet air to the turbocharger to
a radiator, cooling fan, cooling tower, heat exchanger or
provide denser air to the turbocharger. The intercooler
some other device. The heat transfer device provides
is located at the rear of the engine (see Figure 2.25-4).
cooling for the auxiliary system coolant.
CLUSTER THERMOSTAT HOUSING

The thermostats are enclosed in the cluster thermostat
housing at the outlet end (front) of the water manifold
(see Figure 2.25-2). By regulating the circulation of
coolant, the thermostats control the jacket water
temperature. The thermostats remain closed while the
engine is warming up, so coolant is circulated through
the engine water jacket only.
The thermostats start to open as the engine warms up
to its normal operating temperature. A portion of the
coolant is diverted to the remote heat transfer device,
which absorbs the heat and directs the coolant back to
the jacket water pump. The coolant supply from the heat
transfer device mixes with that portion of the coolant
which continues to flow down the bypass tube to provide
a blend that is within the normal range. Figure 2.25-4
AUXILIARY WATER PUMP

All auxiliary water pumps are belt-driven. The 6-cylinder
auxiliary water pump is located on the lower right front of
the engine (see Figure 2.25-3).
FORM 6300-3
2.25-2 © 8/2012
OIL COOLER
The coolant flows from the intercooler to the oil cooler.
The oil cooler is a tube and baffle type assembly (see
Figure 2.25-5). While the coolant flows through a bundle
of tubes in the oil cooler, the lube oil circulates around
them. Heat from the oil passes through the tubes to the
coolant, which carries it to a heat transfer device for
dissipation. From the heat transfer device, the coolant
passes back to the auxiliary water pump to repeat the
circuit.
Figure 2.25-5
FORM 6300-3
2.25-3 © 8/2012
FORM 6300-3
2.25-4 © 8/2012
SECTION 2.30
LUBRICATION SYSTEM DESCRIPTION
LUBRICATION SYSTEM COMPONENT Oil supply tubes tapped off of the internal oil passage
DESCRIPTION leading to the front main bearing supply a continuous
spray of oil to the gear train.
The lubrication system consists of the following
components: Internal passages in the crankcase casting also direct
the flow of pressurized oil to the camshaft bearing
• Oil Pan and Pickup Screen saddles to provide lubrication of the main camshaft
• Oil Pump bearings (bushings). Oil flows through holes in the
• Oil Cooler camshaft bearing caps and down passageways in the
cam follower housing. Oil lubricates the cam followers
• Temperature Control Valve and camshaft lobes, after which it drops back to the oil
• Pressure Regulating Valve pan.
• Full-Flow Oil Filter An external oil supply line off the main oil header carries
• Filter Relief Valve oil to a separate external rocker arm oil header. Supply
tubes from the rocker arm oil header direct the flow of oil
• Oil Strainer
to the rocker arm assemblies and valves.
• External Piping (customer-supplied)
Excess oil drains down a cored passage in the cylinder
PRELUBE SYSTEM COMPONENTS head and runs down the outside of the pushrod tubes to
a drainage passage in the cam follower guides. The
• Prelube Pump/Motor passage directs the flow of oil to a drainage hole in the
• Prelube Operation cam follower housing, where it flows back to the oil pan
• Pilot-Operated Prelube Valve via the camshaft recess.
• Inline Lubricator The flow of pressurized oil through the fixed cam follower
capscrews of the rocker arm assemblies also supplies
• Oil Pressure Gauge
oil to the lifters, where the excess oil joins the flow from
INTERNAL OIL CONTROL the cored passage in the cylinder head.
The main oil header is an integral part of the crankcase The flow of pressurized oil through the external system
casting (see Figure 2.30-1). Internal passages in the is depicted in Figure 2.30-2.
crankcase direct the flow of pressurized oil to the main
bearings via drillings in the main bearing saddles.
The flow of oil passes from the main bearing journals into
the T-drilled crankshaft and then up through drilled
passages in the connecting rods. After lubricating the
connecting rod bearing, piston pin bushing and piston
pin, the pressurized oil passes through an opening in the
top of the rod. The oil spray exiting the rod cools the
underside of the piston crown and drains back to the oil
pan.
FORM 6300-3
2.30-1 © 8/2012
1
4
5
6
2
8
9
10
11
16
15
14 13
12
Figure 2.30-1: Internal Oil Flow System
1 - Cylinder Head 9 - Check Valve

2 - Rocker Arm Oil Header 10 - Spray Nozzles
3 - Cored Passage 11 - Gear Train
4 - Pushrod Tube 12 - Front Main Bearing Cap
5 - To Sump 13 - Main Bearing
6 - Camshaft 14 - Crankshaft
7 - Turbocharger 15 - Internal Oil Header
8 - Magnetic Plug 16 - Oil Strainer
FORM 6300-3
2.30-2 © 8/2012
1 3
2 5
12 7
8
9
A
C B
11
10
Figure 2.30-2: External Oil System Schematic
1 - Final Oil Strainer 7 - Prelube Pump

2 - Engine 8 - Check Valve
3 - Customer-Supplied Piping 9 - Temperature Control Valve
4 - Oil Pump Discharge Housing 10 - Oil Cooler
5 - Oil Pump Relief Valve 11 - Oil Filter
6 - Engine Oil Pump 12 - Oil Pressure Control Valve (adjust in field to
operating temperature)
FORM 6300-3
2.30-3 © 8/2012
OIL PAN AND PICKUP SCREEN OIL PUMP
The bottom of the crankcase is enclosed by the oil pan. The gear-driven oil pump is externally mounted. On VHP
The oil pump draws oil from the lowest point in the oil pan Series Four engines, the oil pump is located on the front
and delivers it to the oil cooler. The oil pickup screen of the engine, below the crankshaft (see Figure 2.30-4).
(see Figure 2.30-3) prevents foreign material in the oil
pan from entering the oil circuit.
Figure 2.30-4
OIL COOLER
The oil cooler (see Figure 2.30-5) is a tube and baffle
type assembly. The auxiliary water pump circulates
coolant through the oil cooler tube bundle. The oil
circulates around the tube bundle. Heat from the oil
passes through the tubes to the coolant, which then
carries it to a heat transfer device for dissipation.
2
1
Figure 2.30-3: 6-Cylinder Oil Pan and Pickup Screen

Assembly
Figure 2.30-5
1 - Pressure 3 - Oil Cooler

Regulating Valve
2 - Thermostat
The thermostat is enclosed in a housing mounted at the
oil cooler outlet (see Figure 2.30-5).
FORM 6300-3
2.30-4 © 8/2012
OIL STRAINER
The oil strainer contains one bypass pressure relief
valve. A pressure differential of 15 psi (103 kPa) opens
the valve and allows the oil flow to bypass the strainer
element enroute to the main oil header (see Figure
2.30-6).
Figure 2.30-7: Microspin Centrifuge Assembly
PRELUBE OPERATION
NOTICE
Oil drains back into the oil sump after engine
shutdown, leaving a minimal amount of oil at key wear
Figure 2.30-6
points. Since the crankshaft starts to turn before the
MICROSPIN CLEANABLE OIL FILTERING SYSTEM oil pump begins to circulate oil, failure to prelube the
engine will result in “dry” starts, resulting in bearing
The Microspin* system consists of a centrifuge installed damage and an accelerated wear rate.
as a bypass system, working in conjunction with the filter
elements. The centrifuge is driven by the engine’s oil
pressure. The spinning action of the centrifuge’s internal The ESM system manages the start, stop and
turbine assembly develops a force that exceeds emergency stop sequences of the engine including pre-
2,000G’s, which compacts the contaminants against the and post-lube. Logic to start and stop the engine is built
turbine’s housing. The centrifuge will remove oil- into the ECU, but the customer supplies the user
contaminating particles as small as 0.5 microns. See interface (control panel buttons, switches, touch screen)
LUBRICATION SYSTEM MAINTENANCE on page to the ESM system.
4.30-1 for information.
* Trademark of General Electric Company
FORM 6300-3
2.30-5 © 8/2012
PRELUBE PUMP / MOTOR INLINE LUBRICATOR
The function of the prelube pump/motor is to purge the ! WARNING
lubrication system of air and to ensure that all moving
parts, especially the turbochargers, are properly
lubricated before the engine is started (see Figure If high-pressure gas is used to
2.30-8). drive the air/gas prelube pump
motor, vent the motor exhaust to
a safe area in conformance with
1 all applicable codes.
The inline lubricator injects oil into a stream of

compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated
prelube pump motor (see Figure 2.30-10). The air/gas
starting system also has a lubrication reservoir. See
STARTING SYSTEM MAINTENANCE on page 4.45-
1 for information.
3 2
1 3
2
Figure 2.30-8
1 - Inline Lubricator 3 - Prelube Pump

2 - Prelube Motor
PRELUBE VALVE
The prelube valve opens to admit air from a branch of
the main air/gas supply line, which turns the prelube
pump air motor to activate the prelube pump (see Figure 4
2.30-9).
Figure 2.30-10
1 1 - Prelube Pump 3 - Inline Lubricator

2 - Air/Gas Vent 4 - Prelube Motor
(customer
connection)
Figure 2.30-9
1 - Prelube Valve 2 - Mounting Bracket
FORM 6300-3
2.30-6 © 8/2012
OIL LEVEL REGULATOR – OPTIONAL
The regulator is mounted on the left lower side of the
engine (see Figure 2.30-11). The regulator maintains the
engine crankcase oil at the correct level. Makeup oil from
an elevated tank is supplied at the regulator inlet.
Figure 2.30-11
NOTE: The regulator should be adjusted so that when
the engine oil is at the proper level, the regulator sight
glass is full to the midpoint.
NOTICE
To prevent the regulator from malfunctioning, the inlet
screen to the regulator should be cleaned regularly.
If the oil level should drop for any reason, the float will
also drop, opening the float valve and allowing makeup
oil to be added to the crankcase. A contact is available
for a customer-supplied low oil warning or shutdown
system.
FORM 6300-3
2.30-7 © 8/2012
FORM 6300-3
2.30-8 © 8/2012
SECTION 2.35
EXHAUST SYSTEM DESCRIPTION
EXHAUST SYSTEM COMPONENT TURBOCHARGER

DESCRIPTION Six-cylinder engines have one turbocharger (see Figure
2.35-1). The compressor side of the turbocharger is part
! WARNING of the air induction system; the turbine side is part of the
exhaust system. When the turbine spins through the
Do not inhale engine exhaust expansion of exhaust gases exiting the engine, the
gases. Do not open exhaust movement of the compressor wheel causes the air
system while the engine is passing through the air cleaner enroute to the carburetor
running. Exhaust gases are to be compressed.
highly toxic.
1
NOTICE
Removal of exhaust heat shields will result in reduced
service life on engine components.
The exhaust system consists of the following

components (see Figure 2.35-1):
• Exhaust Manifolds
• Turbocharger
3
• Exhaust Wastegate 2
• Exhaust Piping and Flexible Connections
(customer-supplied) Figure 2.35-1
1 - Turbocharger 3 - Exhaust Manifold

2 - Wastegate
FORM 6300-3
2.35-1 © 8/2012
EXHAUST SYSTEM DESCRIPTION
EXHAUST MANIFOLD WASTEGATE
The water-cooled exhaust manifold assembly is A water-cooled exhaust wastegate (see Figure 2.35-3)
composed of individual segments (see Figure 2.35-1). is mounted at the outlet of each exhaust manifold. The
The exhaust port of each cylinder head is connected to wastegate is a load limiting device. At a predetermined
one water-jacketed segment of the exhaust manifold. point, intake manifold pressure counteracts the tension
Water outlet elbows (see Figure 2.35-2) connect the of a spring, and a valve opens to bypass a portion of the
water outlet hole in each cylinder head with the exhaust engine exhaust around the turbocharger turbine. In this
manifold segments. way, the air intake boost pressure is held within an
acceptable range.
Figure 2.35-2
Figure 2.35-3: 6-Cylinder Wastegate
1 - Exhaust Manifold 2 - Water Outlet Elbow
FORM 6300-3
2.35-2 © 8/2012
SECTION 2.40
CRANKCASE BREATHER SYSTEM DESCRIPTION
CRANKCASE BREATHER SYSTEM SEPARATOR SCREEN MAINTENANCE

COMPONENT DESCRIPTION On 6-cylinder engines, the separator screen is located
The purpose of the crankcase breather system is to in the top surface of the crankcase at the rear of the
maintain a slight negative pressure in the crankcase. engine under the separator piping (see Figure 2.40-1).
The negative pressure rids the crankcase of harmful The crankcase separator screen allows vapors to be
water vapors and combustion gases, and helps to vented from the crankcase. It also serves to stop a
prevent sludge buildup and oil contamination. The portion of the oil carried by these vapors from reaching
breather system is also designed to separate the oil from the oil separator. As the oil mist and vapors pass out of
the vapors before the discharge is released into the the crankcase, the expanded metal elements in the
atmosphere. separator screen restrict the flow of much of the oil,
All engines are provided with manual crankcase dropping the surplus back into the oil pan.
pressure adjustment. The adjustment is accomplished
by admitting more or less outside air into the breather
system. All manual adjustment devices are externally
controlled and easily accessible.
The components of the crankcase breather system are
as follows:
• Crankcase Separator Screen
• Oil Separators
• Vacuum Valve/Choke Valve
• Breather Regulator
• Venturi Extractor
• Crankcase Pressure Relief Valves 1 2
Figure 2.40-1
1 - Separator Piping 2 - Separator Screen
FORM 6300-3
2.40-1 © 8/2012
OIL SEPARATOR
1 3
Six-cylinder engines have one oil separator located at
the rear of the engine (see Figure 2.40-2).
2 4
Figure 2.40-2 9
As the crankcase vapors and oil mist pass through the 6
oil separator, much of the oil adheres to the steel mesh 8
element contained in the inlet side of the separator 7
housing. This surplus oil condenses, drops into the base
of the separator and returns to the oil pan through a drain Figure 2.40-3
tube in the base of the separator housing (see Figure
2.40-3). The crankcase vapors pass into the venturi 1 - Retaining Clip 6 - Steel Mesh
2 - Separator Lid Element
extractor where they are drawn into the exhaust stack
3 - Crankcase Vapor 7 - Crankcase Vapor
and discharged into the atmosphere.
Outlet and Oil Inlet
NOTE: Drain must be piped back to the crankcase to 4 - Cellular Foam 8 - Separator Housing
prevent oil from collecting in the separator canister. 5 - O-Ring 9 - Drain
FORM 6300-3
2.40-2 © 8/2012
CHOKE VALVE / VACUUM VALVE
The choke valve/adjusting valve allows the crankcase
pressure to be adjusted externally. See CRANKCASE
BREATHER SYSTEM MAINTENANCE on page 4.40-
1 for procedures to adjust the crankcase pressure.
On 6-cylinder engines, crankcase pressure is adjusted
with either an ejector breather/adjusting valve assembly
(see Figure 2.40-4) or a venturi/adjusting capscrew
assembly.
Figure 2.40-5
With an increase in load, the amount of compressor
discharge air from the turbochargers increases and the
plate within the regulator floats up. More outside air is
sucked in as the plate rises, which allows the breather
system to draw a greater vacuum.
2 CRANKCASE PRESSURE RELIEF VALVES –

OPTIONAL
! WARNING
Figure 2.40-4
1 - Adjusting Valve 2 - Breather Venturi The number of pressure relief
!
valves used on the engine
BREATHER REGULATOR depends on the volume of the
crankcase. When using this
The crankcase breather regulator assembly (see Figure option, never operate the engine
2.40-5) automatically performs fine adjustments to without the proper number of
maintain a negative crankcase pressure as the engine valves on the engine. The ability
changes speed and load. Maintaining a negative of the system to function is
crankcase pressure is important to prevent oil leaks and dependent upon the proper
vacate harmful vapors, but too much pressure pulls in number of relief valves.
environmental dust and dirt. With less load, less vacuum
is required to vacate crankcase vapors.
Some customers may require crankcase pressure relief
valves as a safety precaution, in lieu of the standard oil
pan door (see Figure 2.40-6). The valves open fully when
the pressure in the crankcase exceeds 1 psi (6.9 kPa)
and close tightly and quickly to prevent the inflow of air
after the internal pressure has been relieved. The
possibility of combustion is prevented, since no oxygen
is allowed to enter the crankcase to support new
combustion. The valves do not prevent crankcase
combustion, but only reduce the peak pressures,
thereby minimizing damage.
FORM 6300-3
2.40-3 © 8/2012
Figure 2.40-6: Crankcase Pressure Relief Valve

The valve incorporates an internal flame trap to retard
the emission of flame while the valve is venting. The
flame trap is of an oil-wetted wire gauze design. The
cooling capacity of the gauze is doubled when oil wetted,
a condition effected by the oil mist that normally exists
in the crankcase or by oil spray from the connecting rod
bearings. The valve incorporates the flame trap as a
single unit, and the O-ring construction eliminates oil
leakage.
FORM 6300-3
2.40-4 © 8/2012
SECTION 2.45
ESM STARTING SYSTEM DESCRIPTION
ESM STARTING SYSTEM COMPONENT PRELUBE PUMP AND MOTOR

DESCRIPTION The prelube pump and motor (see Figure 2.45-1)
• Prelube Pump and Motor circulate the oil through the engine. The ESM system
manages the start, stop and emergency stop sequences
• Inline Lubricator
of the engine including pre- and post-lube. Logic to start
• Starter Motor Air/Gas or Electric and stop the engine is built into the ECU, but the
customer supplies the user interface (control panel
! WARNING buttons, switches, touch screen) to the ESM system.
From the bulkhead, all gas

vented from the system must be 1
piped to a safe area in
conformance with all applicable
codes.
NOTICE
Oil drains back into the oil sump after engine
shutdown, leaving a minimal amount of oil at key wear
points. Since the crankshaft starts to turn before the
oil pump begins to circulate oil, failure to prelube the 3 2
engine will result in “dry” starts, resulting in bearing
damage and an accelerated wear rate.
Figure 2.45-1
1 - Inline Lubricator 3 - Prelube Pump

2 - Prelube Motor
FORM 6300-3
2.45-1 © 8/2012
ESM STARTING SYSTEM DESCRIPTION
INLINE LUBRICATOR STARTER MOTOR – ELECTRIC START
The inline lubricator (see Figure 2.45-2) provides the This system functions in much the same way as the air/
prelube motor with lubrication during the starting gas starting system with the difference being the use of
sequence. electric starting motors (see Figure 2.45-3). An
additional solenoid is added to the system to replace the
signal normally provided by air/gas pressure.
2
Figure 2.45-2: Prelube Pump / Motor
1 - Prelube Pump 3 - Inline Lubricator Figure 2.45-3

2 - Air/Gas Inlet 4 - Prelube Motor
STARTER MOTOR – AIR / GAS
START PUSHBUTTON VALVE The air/gas pressure causes the starter pinion to shift
The START pushbutton valve activates the starter motor into engagement with the flywheel ring gear and
system. On air/gas starter systems, the START activates the starter motor (see Figure 2.45-4) to crank
pushbutton valve activates a series of valves that allow the engine. An oil reservoir provides lubrication to the air/
air/gas pressure to activate the air/gas starter motor. On gas starter during the starting sequence.
electric start systems, an additional solenoid is added to
the system to replace the signal normally provided by air/
gas pressure.
Figure 2.45-4: Air / Gas Starter Connections
FORM 6300-3
2.45-2 © 8/2012
SECTION 2.50
ESM ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION
ESM ENGINE PROTECTION SHUTDOWN • High intake manifold air temperature

SYSTEM DESCRIPTION OPTIONS • High jacket water coolant temperature
• Internal ECU faults
ESM SYSTEM ENGINE SAFETIES
• Failure of magnetic pickup
The Waukesha Engine System Manager (ESM) is a total
engine management system designed to optimize When a safety shutdown occurs, several internal actions
engine performance and maximize uptime (see Figure and external visible effects take place. Each safety
2.50-1). The ESM system integrates spark timing shutdown will cause the following actions to occur:
control, speed governing, detonation detection, start- • Ignition spark stops instantaneously.
stop control, diagnostic tools, fault logging and engine • Gas shutoff valve is closed.
safeties.
• The digital output from the ECU to the customer is
changed to indicate to the customer’s driven
equipment or PLC that the ESM system has shut down
the engine and something is not operating as
expected.
• Red status LED on the front of the ECU flashes the
shutdown fault code.
• Shutdown signal is transmitted over the customer
interface (RS-485 MODBUS) and digital output.
• An entry is added to the fault log and can be read using
the ESM ESP software.
System Manager Manual, for more information and
system programming.
ESM STANDARD COMPONENTS

Figure 2.50-1: ESM ECU
The ESM system includes as standard equipment:
The ESM system provides numerous engine safety
shutdowns to protect the engine. These engine safety • Engine Control Unit (ECU)
shutdowns include the following: • Ignition Power Module with Diagnostics (IPM-D)
• Low oil pressure • PC-based Electronic Service Program (ESP)
• 10% overspeed instantaneous • Electric throttle actuator
• Waukesha-calibrated to run no more than rated speed The ECU is CSA-approved for Class I, Division 2,
• User-calibrated driven equipment overspeed Groups A, B, C and D (T4 temperature rating).
• Engine overload (based on percentage of engine
torque)
• Uncontrollable knock
FORM 6300-3
2.50-1 © 8/2012
The ESM system includes the following engine-mounted
and wired sensors:
• Oil pressure sensor (1)
• Oil temperature sensor (1)
• Intake manifold pressure sensor(s)
• Intake manifold temperature sensor (1)
• Jacket water temperature sensor (1)
• Magnetic pickups (2)
• Knock sensors
K-TYPE THERMOCOUPLES
Thermocouples are used to measure oil temperature
(see Figure 2.50-2), jacket water temperature (see
Figure 2.50-3) and intake manifold exhaust temperature Figure 2.50-3: Jacket Water Temperature Sensor
(see Figure 2.50-4). These thermocouples are wired
through a bulkhead connector to a remote-mounted
instrument panel (customer-supplied or as a Waukesha
option).
Figure 2.50-4: Exhaust Thermocouple

1 2
Additional K-type thermocouples that may be found on
the engine:
Figure 2.50-2: Oil Inlet Temperature Sensor • Thermocouples used to monitor the main bearing
temperatures are available as an option. All
1 - Oil Strainer 2 - Oil Temperature thermocouples end at a bulkhead bracket when
Sensor
shipped. It is the customer’s responsibility to connect
the wiring to the remote-mounted instrument panel.
Main bearing sensor logic must be supplied by the
customer.
• Thermocouple used to monitor oil sump temperature
• Oxygen sensor thermocouple mounted in the exhaust
system (see Figure 2.50-5)
• Thermocouples for the compressor system
FORM 6300-3
2.50-2 © 8/2012
Figure 2.50-5
THERMOCOUPLE CONNECTIONS
The function of the thermocouple connections is to
provide the customer with one easy location to connect
wiring between the engine thermocouples and the
customer’s control panel (see Figure 2.50-6).
Figure 2.50-6
FORM 6300-3
2.50-3 © 8/2012
FORM 6300-3
2.50-4 © 8/2012
ENGINE START-UP AND SHUTDOWN
SECTION 3.00
Before performing any service, maintenance or repair 2. Check coolant level; add coolant if necessary. If
procedures, review SAFETY on page 1.05-1 and coolant is needed, open cooling system air vents to
RIGGING AND LIFTING ENGINES on page 1.10-1. allow trapped air to escape.
3. Check for oil and/or coolant leaks.
PRESTART INSPECTION 4. Verify all protective guards and shields on both
engine (see Figure 3.00-1) and driven equipment are
! WARNING secure. Remove tools, rags, fittings or any other
objects that may get caught by rotating parts.
Be sure that the clutch, circuit
breaker or other main power
transmission device is
disconnected.
1. Inspect entire cooling system to verify all control

valves are properly opened and all drain cocks are
completely closed.
! WARNING
Slowly loosen the air bleed

petcock to relieve any excess
pressure.
Figure 3.00-1
Always wear protective clothing

when bleeding the cooling
system on a heated engine.
FORM 6300-3
3.00-1 © 8/2012
5. Check air cleaner restriction indicator. If indicator 7. Check crankcase oil level daily before engine is
shows red, clean precleaner and/or air cleaner started. Blade of dipstick is marked “LOW” and
elements (see Figure 3.00-2). “FULL” (see Figure 3.00-4). Always maintain oil level
at “FULL” mark. Both marks on dipstick are “static
lines.” Dipstick is not accurate when engine is
running.
L OW FUL L
Figure 3.00-4
8. Examine engine foundation for condition, tightness
of hold-down capscrews and general alignment of
driven equipment.
Figure 3.00-2 ESM ENGINE START-UP PROCEDURES

! WARNING through the engine control panel (control panel is either
Waukesha, packager or customer supplied).
Make certain barring device is
NOTE: Complete the initial preprogramming of the
disengaged from flywheel prior
ESM before applying power to the ESM system and
to starting engine. Remove all
starting the engine. All safety shutdown setpoints are
wrenches from the barring
entered into the ESM using a personal computer. See
device before engaging starter.
latest edition of Form 6295, VHP Engine System
Manager Manual, for more information.
6. Bar engine over two revolutions in a NOTE: Engines that are required to start at
counterclockwise direction and verify nothing temperatures below 50°F (10°C) should be equipped
interferes with rotation (see Figure 3.00-3). with both an oil and coolant heater. Verify engine is warm
enough before attempting to start.
1. Reset all engine protection switches and devices.
Check Engine Control Unit (ECU) alarm and
shutdown status LEDs located on front of ECU.
Yellow and red LEDs flash codes when an alarm or
shutdown occurs. Using a PC, review electronic
service program (ESP) total fault history and verify
all faults have been reset. Status LEDs will remain
flashing unless cleared using ESP or the engine is
restarted.
2. Verify ESM is in control of fuel shutoff valve.
3. Verify E-Stop buttons are pulled out (see Figure
3.00-5).
NOTE: The ESM system is calibrated by Waukesha to
both alarm and shut down on low oil pressure. However,
Figure 3.00-3 low oil pressure alarm and shutdowns are inhibited for a
period of time after engine start.
FORM 6300-3
3.00-2 © 8/2012
NOTICE ESM ENGINE CHECKS DURING

OPERATION
If the oil pressure gauge does not indicate sufficient oil
pressure within 15 seconds, shut the engine down NOTICE
immediately. Never operate the engine without the
proper oil pressure indication. Stop the engine immediately if the oil pressure is low
or fluctuating. Never operate the engine without the
proper oil pressure indication.

System Manager Manual, for more information.
1. Observe system readings for oil pressure, oil
temperature and water temperature on ESM [F2]
engine panel screen.
2. Check air restriction indicator on each air cleaner
while the engine is running. See AIR INTAKE
SYSTEM MAINTENANCE on page 4.15-1, and
clean/replace precleaner and/or air cleaner
elements if air restriction indicator shows red (see
Figure 3.00-6).
Figure 3.00-5
4. Connect PC to ECU and display engine panel (F2)
screen. Read oil pressure as soon as engine starts.
• Normal oil pressure is 55 ± 5 psi (380 ± 35 kPa).
• Low oil pressure alarm setpoint is 35 psi
(241 kPa).
• Low oil pressure shutdown setpoint is 30 psi
(207 kPa).
! WARNING
Turbocharged engines should

not be idled for extended
! periods. Accumulated carbon

may damage turbocharger. Shut
down and restart when needed.
Figure 3.00-6
3. Verify engine status using ESM engine panel
screen. These panels display system and
5. Warm engine by running with little or no load until oil component status, current pressure and
pressure is 55 ± 5 psi (380 ± 35 kPa) and coolant temperature readings, alarms, ignition status,
temperature reaches 100°F (38°C). governor status, air/fuel control status (with AFR
6. Gradually apply load to avoid overloading engine. option) and programmable adjustments.
4. Listen to engine. Certain problems, such as
occasional misfiring, turbocharger bearing failure or
water pump problems, may first be noticeable from
engine sound.
5. Observe governor control rod. Engine misfire can be
seen as an occasional “twitch” of the control rod.
6. Visually examine fuel, coolant and lubrication lines
for signs of leaks, damage or corrosion.
FORM 6300-3
3.00-3 © 8/2012
ENGINE SHUTDOWN PROCEDURES EMERGENCY SHUTDOWN
ROUTINE SHUTDOWN ! WARNING
! WARNING Allow the engine to cool for at
!
least 10 minutes after the engine
Allow the engine to cool for at is stopped. Do not restart an
overheated engine or an engine
!
least 10 minutes after the engine
is stopped. Do not restart an that has been shutdown by the
overheated engine or an engine engine protection system until
that has been shutdown by the the reason for the shutdown has
engine protection system until been determined and corrected.
the reason for the shutdown has Always ensure that the fuel gas
been determined and corrected. valve(s) are closed after engine
Always ensure that the fuel gas shutdown.
valve(s) are closed after engine
shutdown.
Always apply your company’s
!
Always apply your company’s prevent accidental starting of
the engine once the engine is
!
prevent accidental starting of shutdown. The only exception is
the engine once the engine is if the engine is in a “Stand-by”
shutdown. The only exception is mode.
if the engine is in a “Stand-by”
mode.
through the engine control panel (control panel is either
NOTE: Routine gas engine shutdown is performed Waukesha, packager or customer supplied).
through the engine control panel (control panel is either Press the E-STOP button to perform an emergency stop
Waukesha, packager or customer supplied). (see Figure 3.00-7).
1. Gradually reduce engine load.
2. Operate engine at idle speed for 5 minutes to cool
down engine temperatures.
! WARNING
Always ensure that the fuel gas

valve(s) are closed after engine
shutdown.
3. Postlube engine for 5 minutes. ESM is programmed

to automatically postlube engine.
NOTICE Figure 3.00-7

If the engine is being shut down for an extended period
of time, cap the exhaust pipe to prevent moisture or
contaminants from entering the engine.
FORM 6300-3
3.00-4 © 8/2012
MAINTENANCE OF STANDBY UNITS

A generator set, or other standby unit, should be
exercised once each week. A record should be
maintained of performance and servicing of both the
engine and driven equipment.
! WARNING
Turbocharged engines should

not be idled for extended
! periods. Accumulated carbon

may damage turbocharger. Shut
down and restart when needed.
Always run the engine long enough to stabilize the oil

and coolant temperatures at the normal operating level
expected under load. Do not operate the engine under
no-load conditions for other than very brief periods.
Loads of at least one-third the normal rated capacity are
recommended. Ordinarily, an exercise run of 1 – 2 hours
will be needed.
Some types of driven equipment cannot be operated
without fairly extensive procedures “to put them on the
line.”
Weekly exercise may have to consist of periods long
enough to check the engine’s ability to crank and start,
or check starting circuitry and safety equipment with the
starter disabled. Special attention must be taken to
prevent internal corrosion, sticking and gumming of fuel
controls and deteriorated starting batteries.
Arrangements should be made to run the engine and
driven equipment under load at least every 90 days.
ENGINE PERFORMANCE RECORD

Engine operating information, recorded during regular
inspections, is necessary to apply proper Routine
Maintenance schedules. Accurate records help control
costs by avoiding unnecessary servicing, ensuring
needed servicing and providing “trend” information on
general engine condition. See ENGINE
PERFORMANCE RECORD on page 4.60-6 for
additional information.
FORM 6300-3
3.00-5 © 8/2012
FORM 6300-3
3.00-6 © 8/2012
MAINTENANCE
SECTION 4.00
ESM SPEED GOVERNING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair

procedures, review SAFETY on page 1.05-1 and
RIGGING AND LIFTING ENGINES on page 1.10-1.
ESM SPEED GOVERNING SYSTEM

COMPONENT MAINTENANCE
System Manager Manual, for more information.
GOVERNOR MAINTENANCE
Throttle Actuator Inspection and Maintenance
! WARNING
Always read and comply with Figure 4.00-1

safety labels on all containers.
To perform maintenance to the throttle actuator linkage/
Do not remove or deface the
governor linkage, complete the following:
container labels.
1. Shut down engine.
2. Verify jam nuts on both ends of throttle actuator
linkage are secure (see Figure 4.00-2). Inspect rod
Every year or as needed the throttle actuator linkage/ ends. Replace if worn.
governor linkage must be inspected and lubricated (see
Figure 4.00-1). 3. Inspect throttle actuator rod for straightness and
damage.
4. Lubricate grease fittings on both ends of governor
rod at each oil change. Clean off any excess grease.
Use CITGO Lithoplex Grease NLG12 (service
temperature range 20° – 250°F [-7° – 121°C]) or
equivalent (see Figure 4.00-2).
5. Verify proper operation of throttle actuator by
performing a manual calibration of actuator using
ESP.
FORM 6300-3
4.00-1 © 8/2012
ESM SPEED GOVERNING SYSTEM MAINTENANCE
Figure 4.00-2: Throttle Actuator Linkage Maintenance
1 - Grease Fitting 3 - Grease Fitting

2 - Actuator Rod
FORM 6300-3
4.00-2 © 8/2012
SECTION 4.05
FUEL SYSTEM MAINTENANCE

! WARNING
procedures, review SAFETY on page 1.05-1, RIGGING
AND LIFTING ENGINES on page 1.10-1 and the
following safety message. Gas vented from engine
components must be piped to a
safe area in compliance with all
applicable codes.
MAINTENANCE
! WARNING
6. Open bleed valve between regulators and
Ensure that the fuel source is downstream shutoff valves.
completely shut off prior to
NOTE: Do not change the main fuel gas pressure
working on fuel system
regulator spring adjustment. The regulator opens in
components. Clear the engine
response to decreased outlet pressure, so all pressure
supply lines and piping of
between the upstream and downstream shutoff valves
accumulated gas before
is released through the bleed valve.
performing any maintenance
work on the fuel system.
AIR / FUEL RATIO CONTROL
Perform the following steps prior to working on any fuel System Manager Manual, for programming.
system components:
1. Run engine at idle with no load. DESCRIPTION OF AFR CONTROL
2. Close gas shutoff valves upstream from main fuel The ESM Air/Fuel Ratio (AFR) control option is designed
gas pressure regulators. to control the air/fuel ratio of Waukesha’s rich burn
3. Let engine run. The supply lines are clear when (stoichiometric) engines. An engine’s air/fuel ratio
engine stops. defines the amount of air measured by mass in relation
to the mass of fuel supplied to an engine for combustion.
If provision has been made for downstream shutoff
By controlling an engine’s air/fuel ratio with ESM AFR
and bleed valves, continue with Step 4 through Step
control, exhaust emissions are minimized while
6:
maintaining peak engine performance. The AFR control
4. Close gas shutoff valves upstream from main fuel regulates the engine’s air/fuel ratio even with changes in
gas pressure regulators. engine load, fuel pressure, fuel quality and
5. Close downstream shutoff valves. environmental conditions.
The ESM AFR control is completely integrated into the
ESM system, with all sensor inputs, control routines and
output actions handled by the ECU.
FORM 6300-3
4.05-1 © 8/2012
REGULATOR FILTER CLEANING AND 1. Disconnect pilot chamber supply tube from filter
INSPECTION (FISHER AND MOONEY) body assembly (see Figure 4.05-2).
FILTER MAINTENANCE (FISHER REGULATOR)

1
To ensure a steady fuel supply to the carburetor, all
engines have one main fuel gas pressure regulator for
each bank (see Figure 4.05-1).
The main fuel gas pressure regulator reduce the
incoming fuel supply pressure to the carburetor.
NOTE: The actual carburetor inlet fuel pressure will
depend on the heating value of the fuel.
From the main fuel gas pressure regulator(s) the fuel
flows into the carburetor where it is mixed with air to
provide the correct mixture to the combustion chambers. 3 2
Figure 4.05-2: Fisher 99 Regulator Fuel Gas Filter
1 - Filter Body 3 - Pilot Chamber

Assembly Supply Tube
2 - Filter-Head Hex Nut
2. Remove 1-1/8 in. filter-head hex nut from pilot
chamber orifice pipe nipple.
3. Remove filter assembly. Disassemble as follows:
a. Remove 1-1/8 in. filter-head hex nut from filter
body.
b. Remove machine capscrew securing filter
element to filter head.
Figure 4.05-1
c. Remove two flat washers and filter element.
Clean or replace the filter of the main fuel gas pressure Cleaning / Inspection / Replacement
regulators annually. If clogging is suspected in the 1. Thoroughly wash all parts of filter assembly in a
upstream regulator passages, more frequent cleaning nonvolatile cleaning solution or solvent. Blow dry
may be required. with low pressure compressed air.
Filter Element Removal 2. Inspect filter element. Replace as necessary.
! WARNING Filter Element Installation

1. Reassemble filter assembly as follows (see Figure
Ensure that the fuel source is 4.05-3):
completely shut off prior to a. Place flat washer on support flange inside filter-
working on fuel system head hex nut.
components. Clear the engine b. Center filter element on top of washer.
supply lines and piping of
accumulated gas before c. Center second flat washer on top of filter
performing any maintenance element.
work on the fuel system. d. Slide machine capscrew through center of filter
element. Thread capscrew into filter head.
e. Thread filter-head hex nut onto filter body.
FORM 6300-3
4.05-2 © 8/2012
2. Thread other end of filter-head hex nut onto pilot FILTER MAINTENANCE (MOONEY REGULATOR)
chamber orifice pipe nipple.
The filter element is subject to plugging and must be
3. Apply Perma-Lok Heavy Duty Pipe Sealant to inspected and replaced as necessary. The frequency of
threads of fittings and connect pilot chamber supply inspection and replacement of the filter element
tube (see Figure 4.05-2) to body of filter assembly. depends on severity of service conditions and the length
of time in service.
! WARNING
2 Before disassembly make sure

the regulator and filter have
been isolated from the process
by closing block valves on the
inlet and outlet sides of the
regulator. Safely release
pressure and process fluid from
body and pilot system.
1
3
Filter Element Removal
1. Depressurize main valve and filter. Remove filter
housing (see Figure 4.05-4).
Figure 4.05-4
Figure 4.05-3: Fisher 99 Regulator Filter
1 - Filter Element 4 - Machine Capscrew

2 - Filter-Head Hex Nut 5 - Filter Body
3 - Flat Washer
FORM 6300-3
4.05-3 © 8/2012
2. Inspect filter element and replace if necessary (see 2. Lubricate threads of filter housing with Lubriplate (or
Figure 4.05-5). equivalent petroleum based lubricant).
3. Place filter element into housing (see Figure
4.05-4). Screw housing into fitting and tighten to
1
specifications. See Fuel System in Table
1.15-13 Critical Engine Torque Values on page 1.15-
18 for specific torque values. Do not overtighten
(overtightening an O-ring joint will not improve seal).
Element will guide itself into position regardless of
orientation.
REGULATOR ADJUSTMENTS
The Mooney regulators were designed to track similarly
to the previous Fisher regulator. The gas/air setting and
carburetor adjustments will remain the same as those
2 used with the Fisher regulator. Mooney regulators
require specific supply pressures depending on engine
model (see Table 4.05-1).
Figure 4.05-5
The gas over air (gas/air) adjustment is controlled by
1 - Filter 2 - Filter Housing adjusting the stem capscrew and locknut located at the
3. Remove filter O-ring (see Figure 4.05-6). A paper bottom of the pilot assembly. Turning the stem capscrew
clip or other suitable tool can be used. Inspect for clockwise will increase spring tension, increasing the
defects and replace if necessary. gas/air. Turning the capscrew counterclockwise will
reduce spring tension and reduce the gas/air setting.
Initial setting is a stem length of approximately 2.75 in.
(6.98 cm) measured from adjuster housing fitting (see
Figure 4.05-7).
Figure 4.05-6
1
2
Filter Element Installation
1. Lubricate O-ring with Parker Super O-Lube (or
equivalent non petroleum-based lubricant) and Figure 4.05-7: Spring Adjuster Assembly
install in filter fitting. 1 - Adjuster Stem 2 - O-Ring
NOTE: If the filter guide is removed, apply a small A = 2.75 in. (6.98 cm)
quantity of Loctite (or equivalent) to the threaded area
and screw hand-tight into filter body.
FORM 6300-3
4.05-4 © 8/2012
Table 4.05-1: Mooney Regulator Fuel Pressures
MAXIMUM NATURAL GAS

RECOMMENDED NATURAL GAS SUPPLY
ENGINE MODEL SUPPLY PRESSURE TO ENGINE-
PRESSURE TO ENGINE-MOUNTED REGULATOR
MOUNTED REGULATOR
F3514GSI; F3524GSI 24 – 50 psig (165 – 345 kPa) 75 psig (517 kPa)
MAINTENANCE SCHEDULE
4 5
1 3
2
6
12
7
10
11
8
Figure 4.05-8: Inline Regulator (Left Bank)
1 - Pilot Inlet (supply) Connection 7 - Main Valve

2 - Fixed Restrictor Orifice 8 - Filter
3 - Cartridge 9 - Inlet
4 - Pilot Outlet Connection 10 - Pilot Loading Connection
5 - Pilot Sense Connection 11 - Pilot
6 - Outlet 12 - Vent
FORM 6300-3
4.05-5 © 8/2012
1. Once a year replace seals, O-rings, diaphragms and REPLACEMENT SERVICE PARTS AND
filter element (see Table 4.05-2 and Table 4.05-3). KITS
2. Inspect and clean fixed restrictor orifice located in
NOTE: A spare cartridge may be installed and the
pilot inlet supply connection (see Figure 4.05-9 and
regulator returned to service if time is a factor. Make sure
Figure 4.05-8). Orifice inside diameter is 0.052 in.
the stem O-ring is still in place in the pilot body before
(1.3 mm) (#55 drill).
installing the new cartridge. If the O-ring was removed,
NOTE: Pilot parts are subject to normal wear and must install a new O-ring over the stem of the cartridge
be inspected and replaced as necessary. The frequency assembly prior to installing it in the pilot body (see Figure
of inspection and replacement of parts depends on 4.05-10 and Figure 4.05-11).
severity of service conditions and/or the requirements of
local, state and federal regulations. Be certain that the Table 4.05-2: Component Assemblies
nameplates are updated to accurately indicate any field P/N DESCRIPTION
changes in equipment, materials, service conditions or
pressure settings. 214172 Pilot
3. Inspect all other components (replace as needed). 489668 Cartridge

214174 Filter
214171 Main Valve (RB)
214171A Main Valve (LB) also used on inline engines
2
1 214175 Fixed Restrictor Orifice
Figure 4.05-9: Fixed Restrictor Orifice
1 - Inside Diameter 2 - Orifice

0.052 in. (1.3 mm)
Table 4.05-3: Service Part Kits
P/N DESCRIPTION
Pilot Maintenance Kit (Pivot Assembly O-ring, Diaphragm, Closing Cap O-ring, Adjusting Assembly O-
489669
ring)
Cartridge Assembly Maintenance Kit (Bottom Cap O-ring, Plug and Stem Assembly, Orifice O-ring, Lower
489667
Body Insert O-ring, Upper Body Insert O-ring, Stem O-ring)
489670 1.5 in. Main Valve Maintenance Kit (Diaphragm and Body Seal)
489671 1.5 in. Main Valve Overhaul Kit (Low Differential Main Spring, Diaphragm, Throttle Plate, Body Seal)
489666 Type 30A Filter Maintenance Kit (Element and O-ring)
FORM 6300-3
4.05-6 © 8/2012
CARTRIDGE REMOVAL 3. Remove bottom cap from cartridge body and

remove internal parts. Use a heavy paper clip or
1. Depressurize pilot and main valve. Unscrew and
0.045 in. (1.14 mm) diameter wire to push out orifice
remove cartridge (see Figure 4.05-10).
assembly (pilot valve). Do not damage O-ring
sealing surface of body cartridge (see Figure
4.05-12).
3
Figure 4.05-10: Cartridge Assembly
2. Remove stem O-ring from pilot body using suitable
tool (a paper clip works well). Do not scratch O-ring Figure 4.05-12: Cartridge Assembly
groove (see Figure 4.05-11).
1 - Cartridge Body 3 - Orifice Assembly
NOTE: The loading and inlet ports are interchangeable 2 - Bottom Cap
with one another. Assembly
1 2
4 3
Figure 4.05-11: Stem O-Ring
1 - Loading 3 - Stem O-Ring

2 - Inlet 4 - Outlet
FORM 6300-3
4.05-7 © 8/2012
CARTRIDGE INSTALLATION 1 - Stem O-Ring 7 - Plug and Stem

2 - O-Rings Assembly
3 - Body Insert 8 - Stem Guide
4 - Backup Washer 9 - Return Spring
1
5 - Orifice O-Ring 10 - Orifice Spring
6 - Orifice 11 - O-Ring
2
12 - Bottom Cap
1. Assemble cartridge by placing O-ring on bottom cap;
then install return spring, orifice spring, stem guide,
plug and stem, orifice and O-ring and backup washer
(see Figure 4.05-13).
2. Install bottom cap assembly into body insert. Return
3 spring will force orifice into position as cap assembly
is screwed into body insert (see Figure 4.05-14).
Tighten to specifications. See Fuel System in Table
18 for specific torque values.
1 2
4
7
3 3
Figure 4.05-14: Cartridge Body and Cap Assembly
1 - Body Insert 3 - O-Ring

8
2 - Bottom Cap
Assembly
9 3. Press stem against hard surface to verify it moves
freely and returns to extended position. Stem should
extend 0.32 in. (8.1 mm) from body insert (see
Figure 4.05-15).
10
11
12
FORM 6300-3
4.05-8 © 8/2012
FUEL SYSTEM ADJUSTMENT GENERAL

1 INFORMATION
A NOTE: For IMP calculations, see the BHP/IMP
Prediction Program found on WedLink under
Documents/Tech Data; or see the General Tech Data
binder, under Terms and Formulae, Section 3.
EXHAUST GAS ANALYSIS

NOTE: For specific engine adjustments, see the
appropriate fuel system adjustment instruction section.
2
A carbon monoxide (CO) analyzer is required when
setting a GSI (rich burn) engine, and when used with an
oxygen (O2) analyzer provides an even more accurate
method of setting a GSI (rich burn) engine.
Figure 4.05-15: Cartridge Stem Height
The oxygen analyzer should be capable of measuring
1 - Stem 2 - Body Insert oxygen in 0.1% increments up to 25%.
A = 0.32 in. (8.1 mm) The oxygen analyzer is used to troubleshoot fuel related
4. Apply Parker Super O-Lube and slide O-ring onto engine problems.
stem. Waukesha has assembled all of the components you
5. Verify O-ring is lubricated and in position on stem. need to properly test emissions. They are listed in latest
Install cartridge into pilot body. Tighten to edition of Form 398, Waukesha Special Tools Catalog.
specifications. See Fuel System in Table Contact your Distributor for pricing information. Figure
1.15-13 Critical Engine Torque Values on page 1.15- 4.05-17 shows an emissions sampling system.
18 for specific torque values. Do not overtighten
(see Figure 4.05-11 and Figure 4.05-16).
FORM 6300-3
4.05-9 © 8/2012
2 2
1
1
6 4
5
5
Figure 4.05-17: Exhaust Gas Analyzer Tool Kit Plumbing Schematic
1 - Exhaust Elbow 5 - Flowmeter

2 - Probe 6 - Oxygen Analyzer
3 - Optional temperature controller and heated sample 7 - Water Trap
line for ambient temperatures below 32°F (0°C).
4 - CO Meter
NOTICE
All tubing connections must be leak-free.
NOTE: Temperature controller and exhaust analyzer available in 110- or 120-volt.
FORM 6300-3
4.05-10 © 8/2012
OXYGEN ANALYZER Almost all of the oxygen analyzers in use are designed
around the fuel cell principle. With the presence of
A number of precautions must be observed to ensure
oxygen, a chemical reaction occurs, producing a small
accurate test results and to prevent equipment damage.
electrical voltage that is scaled to read in percent of
The analyzer must be protected from water entry, oxygen. The range of a normal oxygen analyzer is 0% –
overpressure and high temperature. 25%. The reason for this range is normal atmosphere
contains 20.9% oxygen.
Water is a natural by-product of combustion and is
always present in the exhaust system. When the sample Atmosphere is used as the calibration gas for the oxygen
gas is routed out of the exhaust manifold, cooling occurs. analyzer. After exposing the sensing cell to surrounding
This causes the water vapor to condense. If this air, the meter’s span adjustment is set to 20.9% and the
condensate were allowed to enter the analyzer, analyzer is ready to use. The oxygen sensor continually
inaccurate readings and possible analyzer corrosion produces voltage until all available oxygen is consumed.
would occur. If this cell was continuously exposed to the surrounding
atmosphere, cell life would be approximately 6 months.
Overpressure could happen very easily while sampling
Sealing the cell from surrounding atmosphere can
the GSI engine. The rather high boost pressures needed
greatly extend cell life during periods of storage. This is
for normal engine operation dictate correspondingly
easily accomplished by connecting the analyzer inlet
high exhaust back pressures before the turbocharger. It
port to its own outlet port, effectively sealing the unit. This
is not uncommon to see pressures over 30 psi (207 kPa).
procedure should be followed when the analyzer is not
Pressures in excess of 2 psi (14 kPa) to the analyzer will
in use.
cause severe analyzer damage and erroneous
readings. To obtain good results, the sample pressure RICH BURN (GSI)
should be maintained at approximately 2 inch-H2O (50.8
mm-H2O) pressure with a flow rate of 2 SCFH. Nominal Catalyst Setting: λ 0.995 15.95:1
High sample temperatures can also be very detrimental The Waukesha preferred and most accurate method of
to good analyzer performance. Common causes of high setting an engine is by the use of exhaust gas analysis.
temperature are very short sample lines and excessively For example, if an engine is to be set to the Nominal
high sample flow rates. Maintaining 2 SCFH flow makes Catalyst setting, the carburetor capscrew is simply
it easy to maintain an acceptable temperature. adjusted to obtain the observed oxygen (O2) and carbon
monoxide (CO) readings for the engine model being
The following summarizes the requirements of an used. Figure 4.05-18 shows the relationship between
acceptable emissions sampling system: percent of oxygen (O2) and carbon monoxide (CO) in the
• A filter to separate water (compatible with corrosive exhaust and their associated air/fuel ratio.
exhaust gases).
Table 4.05-4 indicates typical levels of emissions which
• A flowmeter and/or regulator to control sample are attainable by an engine in good operating condition
pressure and flow to 2 inch-H2O (50.8 mm-H2O) at 2 running on commercial quality natural gas value of 90
SCFH. WKI value.
• Sample lines properly designed to prevent These emission levels can be achieved using
excessively hot or cold samples. The sample commercial quality natural gas fuel across the
temperature entering the analyzer must be more than continuous duty speed range and from 75% to 110% of
36°F, but less than 100°F (more than 2°C, but less than the continuous duty horsepower (ISO Standard Power).
38°C). It should be noted that these values are based on
• An analyzer capable of producing reliable and laboratory data. Limited trade-offs can be made to
accurate test results. change emission levels or fuel economy. Emission
levels for constant speed applications, certified
Careful attention to the preceding recommendations will
performance and emission values can be obtained on a
give you a sample system ready to measure emissions.
case-by-case basis for specific ratings, fuels and site
Because of the numerous types of analyzers in use
conditions. Contact Waukesha’s Sales Engineering
today, the following operating procedures are
Department or your local Waukesha Distributor.
generalized. In all cases, read and closely follow the
operator’s manual supplied by the analyzer
manufacturer.
FORM 6300-3
4.05-11 © 8/2012
Figure 4.05-18: Standard Natural Gas Oxygen and

Carbon Monoxide
Table 4.05-4: 6-Cylinder VHP Series Four Emission Levels
% OBSERVED EXCESS
CARBURETOR GRAMS/HP-HR MASS VOLUME
MODEL DRY AIR
SETTING AFR AFR
NOX CO NMHC THC CO O2 RATIO (λ)
Equal NOx & CO 14.0 14.0 0.25 1.1 0.45 0.30 15.85:1 9.5:1 0.99
F3514GSI, Standard ESM
F3524GSI, Catalytic Conv. Input 15.0 13.0 0.20 1.0 0.38 0.30 15.95:1 9.6:1 0.99
(3-way)
NOTE: Table 4.05-4 indicates emission levels that are valid for new engines for the duration of the standard warranty
period and are attainable by an engine in good operating condition running on commercial quality natural gas of 900
BTU/ft3 (35.38 MJ/Nm3 [25, V (0; 101.325)]) SLHV, WKI value of 91 or higher, 93% methane content by volume and
at ISO standard conditions. Emissions are based on standard engine timing at 91 WKI value with an absolute humidity
of 42 grains/lb. See engine-specific WKI Power & Timing curves for standard timing. Unless otherwise noted, these
emission levels can be achieved across the continuous duty speed range and from 75% to 110% of the ISO Standard
Power (continuous duty) rating. Contact your local Waukesha representative or Waukesha’s Sales Engineering
Department for emission values which can be obtained on a case-by-case basis for specific ratings, fuels and site
conditions.
FORM 6300-3
4.05-12 © 8/2012
TYPICAL ADJUSTMENT AND HOOKUP Initial setting is a stem length of approximately 2.75 in.
LOCATIONS (6.98 cm) measured from adjuster housing fitting (see
Figure 4.05-21).
The carburetor adjusting capscrew is located on the
carburetor body and is used during fuel system
adjustment procedure (see Figure 4.05-19).
A
1
2
Figure 4.05-21: Spring Adjuster Assembly
1 - Adjuster Stem 2 - O-Ring

Figure 4.05-19: Carburetor Adjusting Capscrew
A = 2.75 in. (6.98 cm)
The main fuel gas regulator external adjustment
Water manometer connections on the fuel regulator(s)
changes the spring tension in the lower housing.
are shown in Figure 4.05-22, Figure 4.05-23, Figure
The gas over air (gas/air) adjustment is controlled by 4.05-24 and Figure 4.05-25.
adjusting the stem capscrew and locknut located at the
bottom of the pilot assembly (see Figure 4.05-20).
Turning the stem capscrew clockwise will increase
spring tension increasing the gas/air. Turning the
capscrew counterclockwise will reduce spring tension
and reduce the gas/air setting.
1 Figure 4.05-22: Manometer Connections – Mooney
Figure 4.05-20: Regulator Adjustment – Mooney
1 - Locknut 2 - Adjusting
Capscrew
FORM 6300-3
4.05-13 © 8/2012
Figure 4.05-23: Water Manometer Connections – Fisher
Figure 4.05-25: Fisher Water Manometer Connections –

Left Bank
The exhaust oxygen probe (O2) is installed in the exhaust
manifold turbocharger exhaust inlet elbow (see Figure
4.05-26).
Figure 4.05-24: Fisher Water Manometer Connections –

Right Bank
Figure 4.05-26: Turbocharger Exhaust Inlet Elbow (AFR

Option Depicted)
FORM 6300-3
4.05-14 © 8/2012
FUEL SYSTEM ADJUSTMENTS – GSI Physical Requirements

ENGINES • A 2-in. pipe size Mooney regulator.
NOTE: For IMP calculations, see the BHP/IMP • The regulator must have a restrictor orifice located in
Prediction Program found on Wedlink under the pilot inlet supply connection. Orifice diameter is
Documents/Tech Data; or see the General Tech Data 0.052 in. (1.3 mm) (#55 drill).
binder, under Terms and Formulae, Section 3. • The regulator is to be mounted as close to the
carburetor as possible.
GSI ENGINES WITH IMPCO MODEL 600
The following adjustment procedures apply to engines ! WARNING
using gas with a BTU/ft3 value of 875 – 1,000 (34.4 – 39.3
MJ/Nm3) LHV (Low Heat Value). Do not inhale gaseous fuels.
Some components of fuel gas
NOTE: Before making any fuel mixture or regulator are odorless, tasteless and
adjustments on a Vee block engine, both governor- highly toxic.
controlled throttle plates and the hand throttle located in
the carburetors must be balanced. Each pair of butterfly
plates must fully close or open in unison. If adjustments
are required, loosen the capscrews holding the universal
joint discs in the cross-shaft assembly, reposition the Regulator Setting
discs and tighten the capscrews. When checking the 1. Set primary, or “line” regulator to provide 24 – 50 psi
carburetor butterfly in the CLOSED position, back off the (1.76 – 3.5 kg/cm2) at inlet to engine-mounted
idle adjusting capscrew to allow the butterfly plate to fully regulator(s).
close. When the governor goes to full stroke, the 2. Adjust engine-mounted regulator(s) so gas pressure
carburetor butterfly plate must not overtravel the wide- at carburetor inlet is 4-1/2 ± 1/2 in. (114.3 ± 12.7 mm)
open, straight-up-and-down position. Up to 5° lean water column above carburetor air horn pressure at
toward closing is acceptable. The results of the above no load.
static adjustments can be observed when the engine is
running by comparing the manifold vacuum between Carburetor Adjustment
banks. Readjust the idle adjusting capscrew. 1. Turn carburetor mixture adjustment capscrew full
clockwise, then back out six full turns
counterclockwise.
2. Apply rated load at rated speed, or maximum
available load if less than rated. A load that produces
a positive intake manifold pressure is preferred for
response to mixture adjustments.
For Standard ESM: λ 0.995, 15.95:1 AFR
3. Turn mixture adjustment capscrew clockwise
(toward lean) until intake manifold pressure just
begins to increase, then slightly counterclockwise to
return to minimum pressure. Note lowest pressure
reading.
4. Continue to turn mixture adjustment capscrew
clockwise far enough to increase intake manifold
pressure by 0.5 inch-Hg (12.7 mm-Hg), or until
emission levels meet requirements from Table
4.05-4 6-Cylinder VHP Series Four Emission
Levels on page 4.05-12.
FORM 6300-3
4.05-15 © 8/2012
NOTE: Leaning the mixture in accordance with Step 4
! WARNING
may reduce the ability of the engine to respond to load
changes. Response may be improved by readjusting the
mixture toward rich (counterclockwise) to approach the Do not inhale gaseous fuels.
intake manifold pressure noted in Step 3. Increased fuel Some components of fuel gas
consumption will result; therefore, a compromise setting are odorless, tasteless and
toward the leaner mixture is recommended. highly toxic.
6-CYLINDER GSI ENGINES USING NATURAL GAS

FUEL 850 – 900 BTU/FT3 (33.4 – 35.4 MJ/NM3) WITH
LOW FUEL PRESSURE SYSTEM Fuel System Adjustment Prior to Engine Start-Up
Physical Requirements 1. Turn carburetor metering valve to 30°.
• Main Fuel Supply 2. Install a water manometer to measure the gas/air
pressure differential between the carburetor gas
– The gas supply pressure and regulation system inlet and the carburetor air inlet. A manometer should
must be capable of supplying 6 in. (152 mm) of water be installed on both banks on vee engines.
column (H2O) gas pressure to the carburetor.
– Fuel supply to comply with latest edition of Preliminary Settings after Engine Start-Up – Rich
Waukesha’s Gaseous Fuel Specification, S7884-7 Burn
– Gas regulator sizing information: At idle speed and no load, adjust the main regulator to
the gas/air pressure listed below.
• Use the Waukesha Technical Data to obtain the
engine fuel flow requirement (Heat Balance Table 4.05-5: Regulator Settings
Section).
GAS OVER AIR PRESSURE DIFFERENTIAL –
• Select a regulator control spring capable of IN. WATER COLUMN
providing the gas over air (gas/air) pressure. See
Table 4.05-5 for the appropriate engine model. An RATED OR NORMAL
IDLE (INITIAL
MODEL OPERATING LOAD
adjustment range of approximately ± 3 inch-H2O SETTING)
(FINAL SETTING)
(76 mm-H2O) from nominal is desirable.
F3514GSI 5.5 in. 5 ± 0.5 in.
• The regulator drop should be less than 1 inch-H2O F3524GSI (140 mm) (127 ± 13 mm)
(25.4 mm-H2O) for the required flow range.
Carburetor Adjustment
– Customer-furnished regulator and gas shutoff valve
to be mounted as close to carburetor as possible 1. Apply rated load at rated speed, or maximum
available load if less than rated load. A load that
– Customer to supply 0.40 in. (10.2 mm) ID minimum produces a positive intake manifold pressure is
regulator balance line to carburetor preferred for response to mixture adjustment.
– Customer to supply gas pressure top location for 2. Adjust the carburetor metering valve clockwise,
instrumenting gas/air pressure differential toward “lean” until the intake manifold pressure just
• Governor Linkage Adjustment begins to increase. Note the lowest reading.
– Check/adjust governor to throttle control linkage to 3. Continue to turn the metering valve clockwise, far
assure that throttle plate is closed when the enough to increase the intake manifold pressure 0.5
governor is in the minimum stroke position. When inch-Hg (12.7 mm-Hg).
the governor goes to full stroke, the throttle plate 4. Tighten locking nuts on carburetor metering valve.
must not overtravel the wide open, straight up-and-
down position. Up to 5° toward closing is preferred.
FORM 6300-3
4.05-16 © 8/2012
SECTION 4.10
IGNITION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair IGNITION SYSTEM GENERAL MAINTENANCE AND
procedures, review SAFETY on page 1.05-1, RIGGING INSPECTION
The ignition harness is a combination of conduit boxes
with a heavy-duty, plastic-jacketed conduit (see Figure
4.10-2). The ignition coil leads use jacketed conduit for
IGNITION SYSTEM improved durability.
NOTICE
Do not pressure-wash or steam-clean any electronic
devices including the Engine Control Unit (see Figure
4.10-1). Pressure-washing or steam-cleaning can
damage the electronics.
Figure 4.10-2: Ignition Harness
! WARNING
Disconnect all electrical power

supplies before making any
connections or servicing any
part of the electrical system.
Figure 4.10-1: ECU
When pressure-washing or steam-cleaning an engine,
cover all electronic devices including the Engine System
Manger (ESM) Engine Control Unit (ECU) and Air/Fuel 1. Inspect cables and wires for broken or cracked
Power Module. Avoid direct spray/steam contact to insulation. Replace or repair as necessary.
electronic devices. The modules are “splashproof,” but 2. Inspect ignition coils, ground wires and brackets for
may not withstand a direct high-pressure spray. loose hardware. Tighten as necessary.
3. Inspect spark plug and cable connectors for loose
connections. Tighten as necessary.
FORM 6300-3
4.10-1 © 8/2012
SPARK PLUG REMOVAL

1. Disconnect ignition coil harness connector from coil
3
Figure 4.10-4: Extension Pliers
Figure 4.10-3
1 - Hex Nut 3 - Hex Nuts

2 - Ignition Coil
Harness Connector
2. Remove three hex nuts and lock washers from
ignition coil (see Figure 4.10-3).
3. Remove coil and gasket.
NOTICE
Do not crush upper part of spark plug extension during
removal. Use of a pliers to remove the spark plug
Figure 4.10-5: Spark Plug Extension
extension may crush the insulation.
5. Using spark plug socket tool (P/N 475037), remove
4. Gently remove spark plug extension using extension spark plug from cylinder head (see Figure 4.10-6).
pliers (P/N 475075) (see Figure 4.10-4 and Figure
4.10-5).
Figure 4.10-6: Spark Plug Socket Tool
FORM 6300-3
4.10-2 © 8/2012
SPARK PLUG INSPECTION ! CAUTION

Inspect the condition of the spark plugs, paying
particular attention to the firing tip. Spark plugs often When using Actrel 3338L for
yield visual clues to abnormal conditions existing in the cleaning, always wear rubber
engine’s power cylinders. Your observations also can be gloves to prevent the cleaner
used as a guide in establishing the proper service from touching the hands, as
interval. burning may occur.
NOTICE
Verify spark plug and extension are clean. If necessary,
The presence of oil or grease on the ceramic insulator use Actrel 3338L dielectric solvent to remove any grease
of the spark plug can cause flashover. Flashover, a or oily fingerprints.
condition where the spark fails to jump the gap
because of an easier path to ground, results in misfire.
SPARK PLUG INSTALLATION
1 2 3
Figure 4.10-7: Spark Plug Extension
1 - Boot 3 - O-Ring
2 - Extension
NOTICE
The spark plug gasket must be properly seated to seal
the combustion chamber and transfer heat from the
plug.
1 2 3
1. Verify steel gasket is installed flat against spark plug
seat (see Figure 4.10-8).
Figure 4.10-8
2. If required, install terminal nut (see Figure 4.10-8).
1 - Terminal Nut 3 - Spark Plug Seat
2 - Krytox GPL-206
Grease
3. Set spark plug gap to:
0.011 in. (0.28 mm) – P/N 69919 Spark Plug
4. Apply a light coat of Krytox GPL-206 high-
temperature grease onto ceramic insulator (will
contact extension boot) (see Figure 4.10-7 and
Figure 4.10-8).
FORM 6300-3
4.10-3 © 8/2012
10. Position coil with the word “TOP” on flange oriented
NOTICE toward exhaust manifold. Secure coil with three lock
Exercise caution to avoid bumping the electrodes into washers and hex nuts and tighten to specifications
the spark plug carrier. Bumping the electrodes against (see Figure 4.10-11). See Ignition System in
the spark plug carrier may change the spark plug gap. Table 1.15-13 Critical Engine Torque Values on
page 1.15-18 for specific torque values.
5. Install spark plug into inner sleeve using spark plug
socket tool (P/N 475037) (see Figure 4.10-9). 2
Figure 4.10-11
1 - Hex Nut 3 - Hex Nuts

Figure 4.10-9 2 - Ignition Coil
6. Tighten spark plug to specifications. See Ignition Harness Connector
System in Table 1.15-13 Critical Engine Torque 11. Install ignition harness connector onto coil (see
Values on page 1.15-18 for specific torque values. Figure 4.10-11).
7. Lightly coat inside surface of extension boot and
O-ring on coil end of spark plug extension with Krytox BORESCOPE INSPECTION
GPL-206 (see Figure 4.10-8).
1. Disconnect ignition coil harness connector from coil
8. Install extension onto spark plug through valve cover (see Figure 4.10-12).
using extension pliers (see Figure 4.10-4 and Figure
4.10-10).
1
Figure 4.10-12: Valve Cover Assembly
Figure 4.10-10 1 - Ignition Coil 2 - Capscrews

Harness Connector
9. Install new O-ring on nose of coil.
FORM 6300-3
4.10-4 © 8/2012
2. Remove four capscrews and lock washers from VALVE COVER INSTALLATION
valve cover (see Figure 4.10-12).
NOTE: Install valve cover gasket in groove 2 – 3 in. (50
NOTICE – 75 mm) at a time. Hold gasket in position with one hand
while squeezing gasket down and toward the first with
Do not use the ignition coil as a handle to lift the valve your other hand. This will ensure that there is no excess
cover. The coil may be damaged. gasket left as you complete the installation around the
valve cover.
3. Remove valve cover and rubber gasket. 1. Install valve cover gasket in groove (see Figure
4. Gently remove spark plug extension (see Figure 4.10-15).
4.10-13).
Figure 4.10-15
2. Seat gasket fully in position with a rubber mallet (see
Figure 4.10-15).
Figure 4.10-13 3. If removed, apply Loctite 620, 640 or 648 to side of
5. Remove spark plug from cylinder head with spark stud to be installed in valve cover, and install three
plug socket tool (P/N 475037) (see Figure 4.10-14). studs in valve cover.
4. Secure valve cover to cylinder head with four
capscrews and lock washers and tighten to
specifications. See Ignition System in Table
5. Secure ignition coil and new O-ring on valve covers
with three lock washers and nuts and tighten to
specifications. See Ignition System in Table
6. Connect ignition coil harness to ignition coil.
Figure 4.10-14
6. Insert borescope through spark plug sleeve.
FORM 6300-3
4.10-5 © 8/2012
SPARK PLUG SLEEVE AND SPARK PLUG CARRIER
EXTENSION REMOVAL
NOTICE
The spark plug sleeve and spark plug carrier extension 2
should not be removed during normal maintenance. 1 1
If necessary to remove sleeve and extension, remove
cylinder head for access and water-test.
If the spark plug sleeve and spark plug carrier nuts are
loosened for any reason, the spark plug sleeve must
be resealed. 3
NOTE: The spark plug sleeve is water-cooled. Drain

engine coolant before removing the spark plug sleeve. Figure 4.10-16: Rocker Arm Assembly Installation
1. Drain coolant from engine. 1 - 1/2 in. End 3 - Spark Plug Tube
2. See SPARK PLUG REMOVAL on page 4.10-2 and Capscrews
BORESCOPE INSPECTION on page 4.10-4, and 2 - 3/8 in. Center
remove from cylinder head. Capscrew
NOTE: Do not mix parts between rocker arm 4. Remove remaining four capscrews and lock
assemblies. Lift both sides of the rocker arm assemblies washers from ends of rocker arm assemblies, and
off together. remove assemblies from cylinder heads. Move
rocker arm assemblies to a suitable workbench (see
NOTICE Figure 4.10-16).
5. Tag and remove valve bridge assemblies from
Always remove the center capscrew first when
cylinder head.
removing rocker arm assemblies to prevent damage
to parts. 6. Remove two nuts, flat washers, spark plug carrier
extension and spacer from spark plug sleeve.
3. Remove center capscrew and flat washer from 7. Remove and discard O-ring from spark plug carrier
center of each rocker arm assembly (see Figure extension.
4.10-16).
NOTE: Current engines have a square-cut seal ring
installed on the bottom of the spark plug carrier
extension.
8. Remove and discard square-cut seal ring from spark
plug carrier extension.
9. If applicable, clean GE Red RTV 106 from bottom of
spark plug carrier extension and top of spark plug
sleeve.
10. Remove two remaining nuts from spark plug sleeve
11. Using a Spark Plug/Igniter Sleeve Remover Tool
(P/N 474039), remove spark plug sleeve from
cylinder head.
12. Remove and discard four O-rings from spark plug
sleeve.
13. Remove and discard sleeve seal from bottom of
spark plug sleeve bore.
FORM 6300-3
4.10-6 © 8/2012
CLEANING SPARK PLUG CARRIER SEALING SURFACE
Use spark plug sleeve seat resurfacing tool (P/N 495350) to clean the sealing surface prior to installing the spark plug
carrier.
3
5
4
Figure 4.10-17
1 - Shaft P/N 495575 4 - Inner Bushing

2 - Support Disk 1.562 in. (39.7 mm) 5 - Socket-Head Screw
3 - Pilot P/N 495571 (white) 6 - Abrasive Pad P/N 495569
FORM 6300-3
4.10-7 © 8/2012
The tool can be driven by any drill equipped with a 3/8
in. (10 mm) or larger chuck.
NOTICE
Do not exceed 24,000 rpm when using the tool and
only run the drill in the FORWARD position.
INSTALLATION OF SPARK PLUG CARRIERS

1. Lubricate four O-rings with O-ring lubricant and
install them on spark plug sleeve.
2. Clean and degrease lower bore of cylinder head,
being sure to provide a clean surface free of
remaining existing sealant, rust or other materials.
a. Clean and degrease the spark plug carrier
surface where the seal is located. Figure 4.10-19: Top Layer of Sealer Applied over the Seal
Washer
b. Apply Loctite 7471 Primer T to the spark plug
carrier seal area and allow to dry. f. Do not allow the Loctite product to come into
contact with the spark plug threads.
c. Apply Loctite 2422 to the spark plug carrier seal
area in an approximately 1/16 in. (1.6 mm) thick NOTICE
layer.
d. Install the spark plug carrier seal. Be sure to Use caution when installing the spark plug sleeve to
center the seal once it is in the undercut section avoid damaging or displacing the seal. The seal must
of the spark plug carrier. Centering of the seal is be seated properly.
important (see Figure 4.10-18).
3. Position the carrier in the head and press into place
using a suitable diameter wooden dowel or a rubber-
coated hammer handle; press the spark plug sleeve
into the head. The mounting studs are offset so the
position must be correct before pressing into head
Figure 4.10-18
e. Apply another layer of Loctite 2422 to the upper
surface of the seal. Spread across the whole
sealing area of the carrier to a minimum depth of
1/32 in. (0.8 mm), assuring the entire seal
washer is covered (see Figure 4.10-19).
FORM 6300-3
4.10-8 © 8/2012
NOTE: Previous applications used a bead of GE Red
RTV 106 between the spark plug carrier extension and
1 the spark plug sleeve (see Figure 4.10-21).
6. For previous applications, apply a bead of GE Red
RTV 106 to circumference of lower projection of
spark plug carrier extension along joint formed by
flange and projection (see Figure 4.10-21 and
Figure 4.10-22).
2 1
Figure 4.10-20
1 - Spark Plug Sleeve 2 - Suitable Soft-

Faced Tool or
Dowel
4. Secure spark plug sleeve and seal in cylinder head 2
with two nuts (see Figure 4.10-21). Tighten oiled
nuts to specifications. See Ignition System in Table
1.15-13 Critical Engine Torque Values on page 1.15- Figure 4.10-22
1 - Spark Plug 2 - Bead of GE Red
Extension RTV 106
1
7. Current production uses a square sealing ring to seal
joint between spark plug carrier and extension (see
Figure 4.10-23).
2
1
2
4
3
Figure 4.10-21: Previous Spark Plug Carrier Extension 4

1 - O-Ring 3 - Spark Plug Sleeve 3
2 - Apply GE Red RTV 4 - Spark Plug Carrier
106 Extension
1
NOTE: Previous CSA applications used a spacer
between the spark plug carrier extension and the spark
Figure 4.10-23: Current Spark Plug Carrier Extension
plug sleeve. The current carrier extension eliminates the
spacer. 1 - O-Ring 3 - Spark Plug Sleeve
5. Lubricate O-ring with O-ring lubricant and install on 2 - Square Sealing 4 - Spark Plug Carrier
spark plug carrier extension (see Figure 4.10-21). Ring Extension
FORM 6300-3
4.10-9 © 8/2012
8. Install spark plug carrier extension on spark plug
sleeve and spacer with two washers and nuts.
Tighten oiled nuts to specifications (see Figure
4.10-23). See Ignition System in Table
1
IPM-D MAGNETIC PICKUP INSTALLATION

The ESM ignition system uses the ECU as its central
processor or “brain.” Two magnetic pickups are used to
input information to the ECU. One pickup reads an index
magnet located on the camshaft gear and the other
senses 36 reference holes in the flywheel. A
2
Camshaft Gear Magnetic Pickup
1. The camshaft magnetic pickup is located on the top Figure 4.10-25: IPM Camshaft Pickup Adjustment
front of the engine (see Figure 4.10-24).
1 - Magnetic Pickup 2 - Camshaft
A = 0.040 in. (1.02 mm)
Flywheel Magnetic Pickup

NOTE: The flywheel pickup is located on the left rear
side of the flywheel housing.
1. Thread flywheel pickup into housing until it makes
contact with flywheel (see Figure 4.10-26).
Figure 4.10-24
NOTE: When setting clearance between pickup and
camshaft, verify magnet is not directly below pickup.
Clearance is set between pickup and camshaft, and not
between pickup and magnet.
2. Verify camshaft magnet is not directly below pickup.
3. Thread pickup into camshaft housing until it makes
contact with housing.
4. Using a grease pencil, place a reference mark Figure 4.10-26: 6-Cylinder IPM Flywheel Magnetic Pickup
across pickup extending onto camshaft housing. 2. Using a grease pencil, place a reference mark
5. Using reference mark, back out pickup 3/4 turn. across pickup extending onto flywheel housing.
Tighten jam nut while holding pickup. This is the 3. Using reference mark, back out pickup 3/4 turn.
equivalent of 0.040 in. (1.02 mm) clearance between Tighten jam nut while holding pickup.
pickup and camshaft.
6. Tighten jam nut while holding pickup.
FORM 6300-3
4.10-10 © 8/2012
SECTION 4.15
AIR INTAKE SYSTEM MAINTENANCE
Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1 and RIGGING
AND LIFTING ENGINES on page 1.10-1.
4
1
Figure 4.15-1: Air Cleaner Assembly
1 - Precleaner Pad 4 - Air Restriction Indicator

2 - Main Air Filter Element Frame 5 - Filter Element Frame
3 - Air Duct 6 - Rain Shield
FORM 6300-3
4.15-1 © 8/2012
AIR FILTER MAINTENANCE Precleaner Pad – Cleaning and Inspection
The air restriction indicator (see Figure 4.15-1) will show 1. Wash precleaner pad with soap and water.
“red” if the air intake restriction is 15 in. (381 mm) of
water. This indicates a clogged or dirty main air filter NOTICE
element and/or clogged or dirty precleaner element.
Do not use compressed air when cleaning the
Precleaner Pad Removal precleaner pad. Compressed air can easily damage
the foam rubber pad.
The precleaner is a foam rubber pad that increases the
life of the main air filter element. Inspect and clean the
2. Air-dry pad. Do not use compressed air.
precleaner pad daily or as required. This can be done
while the engine is running. Replace the precleaner pad Precleaner Pad Installation
every 4,000 running hours, or more often if necessary.
1. Locate four threaded mounting studs on air cleaner NOTICE
assembly and loosen front locknut (5/16 in.) on each
(see Figure 4.15-2). (Rear locknut is loosened only On new engines, the cardboard insert between the
for removal of main air filter frame and element.) rain shield and precleaner pad must be removed
before the engine is started.
1. Reinstall precleaner pad between rain shield and

main air filter element. If necessary, use a drop of
adhesive on corners to keep it from falling.
NOTE: Do not clean and reuse the precleaner pad more
than three times. Replace with a new precleaner pad.
Use only Waukesha-supplied precleaner pads.
2. Lower rain shield onto four mounting studs of air
2
cleaner assembly. Alternately retighten front
1 locknuts (5/16 in.).
3. Clean or replace main air filter element if air intake
restriction indicator “indicates red” after installation
of a new or cleaned precleaner pad.
Main Air Filter Element Removal

Inspect and clean the main air filter element daily or as
required. Replace main air filter element if the air
6 restriction indicator “indicates red” after the air cleaner
4
is cleaned and the precleaner pad has been replaced or
5 3 cleaned.
1. Locate four threaded mounting studs onto air
Figure 4.15-2: Air Cleaner Assembly cleaner assembly and loosen front locknut (5/16 in.)
on each (see Figure 4.15-2 and Figure 4.15-3).
1 - Front Locknut 4 - Flat Washer 2. Raise up and remove rain shield.
2 - Bracket Step 5 - Rear Locknut
3. Peel precleaner pad off main air filter element.
3 - Mounting Stud 6 - Flat Washer
2. Raise up and remove rain shield.
3. Peel precleaner pad off main air filter element.
FORM 6300-3
4.15-2 © 8/2012
! WARNING
1
2
Never use your hand to check
for leaks or determine airflow
rates when using compressed
air. Compressed air can pierce
the skin.
Wear protective equipment to
protect your skin. Wear safety
glasses to shield your eyes from
flying dirt and debris.
b. Using an OSHA-approved safety nozzle, direct

compressed air through element in the opposite
5 4 3 direction of airflow, as indicated by orange arrow
on instruction label. Air pressure should be a
maximum of 30 psi (207 kPa).
Figure 4.15-3
1 - Air Cleaner 4 - Air Filter Frame NOTICE

Assembly 5 - Rain Shield
Do not use compressed air when cleaning the air filter
2 - Air Restriction
element. Compressed air can easily damage the
Indicator
pleated paper of the main air filter element.
3 - Mounting Stud (4
total)
c. Air-dry element. Do not use compressed air.
4. Loosen rear locknut (5/16 in.) on each mounting stud 2. Carefully examine element after cleaning. If
until flat washer behind it can be brought forward far damaged, replace.
enough to clear step in welded bracket of main air
filter frame (see Figure 4.15-2). NOTE: Use only Waukesha-supplied air filter elements.
5. Swing four mounting studs to outside in a horizontal 3. Do not clean and reuse main air filter element more
motion. Remove main air filter frame and element. than three times. Replace with a new element.
4. Inspect air duct for cracks. All of combustion air must
Main Air Filter Element – Cleaning and Inspection
pass through main air filter element, not through
1. Clean main air filter element using the following cracks or defects in air cleaner assembly. If
method. inspection of duct work and intake manifold yields an
a. Gently tap element on a flat surface with dirty accumulation of dust and grit, it is an indication main
side facing down. air filter element is not properly maintained or air is
getting into system from around or behind element.
5. Inspect all air duct hoses. Replace any cracked or
aged hose.
FORM 6300-3
4.15-3 © 8/2012
Main Air Filter Element Installation Verify that the restriction filter is in place between the
clean air tap and indicator.
NOTE: The orange flow arrow on the instruction label
points toward the air outlet side. Always store the ! CAUTION
elements with the air outlet side down. Dirt and dust that
contaminate the outlet side will pass into the engine
when the element is installed. Never grasp the indicator
!
housing; the plastic may crack
1. Install main air filter element with instruction label or break resulting in a hand
facing up. Fit deflection brace onto outlet side of filter injury.
element over horizontal bar running across front of
air duct chamber.
2. Place frame over main air filter element.
3. Swing four threaded mounting studs to inside in a PRECLEANER MAINTENANCE
horizontal motion so that they fit within welded
brackets on air filter frame. Move flat washer behind Optional heavy-duty air precleaners (inertia separators)
rear locknut back into step in welded bracket. may be installed as an engine option in areas where
extreme dust conditions are present.
4. Install precleaner pad between rain shield and main
air filter element. If necessary, use a drop of 1. To remove dust accumulation in precleaner, press
adhesive on corners to keep it from falling. open the rubber orifice at the bottom of precleaner
5. Lower rain shield on four mounting studs.
6. Alternately tighten rear locknuts (5/16 in.).
7. Alternately tighten front locknuts (5/16 in.) on four
mounting studs.
8. Check frame of main air filter element to verify
perimeter is sealed tightly. Damage to frame may
result in improper element sealing.
NOTE: After the restriction problem is corrected, reset
the indicator by depressing the black button on the
plastic housing.
! WARNING
The location of the air restriction

indicator relative to the intake
manifold causes it to be
subjected to high pressure if the
engine backfires. A restriction
filter must be installed in the Figure 4.15-4
indicator air passage to dampen 2. If heavy accumulations of dust begin to clog the
high pressure surges which passages of the precleaners, they may be removed
would otherwise damage the from the engine and cleaned with soap and water.
indicator. Through the
projection of broken material,
damage to the indicator might
pose a potential danger to
persons standing nearby. The
restriction filter also protects
against the entrance of dust and
dirt in the event that the
restriction indicator is broken
off or removed.
FORM 6300-3
4.15-4 © 8/2012
SECTION 4.20
TURBOCHARGER SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1 and 1
TURBOCHARGER SYSTEM
MAINTENANCE
TURBOCHARGER INSPECTION
! WARNING
Turbocharger components are

extremely hot. Always allow the
turbocharger to cool prior to
conducting an inspection.
NOTICE Figure 4.20-1
Inspection and repair of turbochargers must be 1 - Turbocharger 2 - Oil Drain Tube

performed by a factory-qualified service agent.
1. Inspect engine air cleaner. Service if required.

2. Inspect turbocharger mounting and connections for
oil and air leaks (see Figure 4.20-1).
NOTICE
Do not run the engine if the air cleaner is not operating
efficiently or if leaks exist in the ducting. Dust leaking
into the air ducting can damage the engine and the
turbochargers and/or cause personal injury.
3. With engine shut down, inspect all air ducting for

loose clamps or connections. Check manifold
connections to turbine inlet and to engine exhaust
manifold gaskets.
FORM 6300-3
4.20-1 © 8/2012
4. Visually repeat inspection while engine is running. 1. Remove oil drain tube from turbocharger (see Figure
5. Monitor turbochargers for unusual vibrations or 4.20-2).
noise. If excessive vibration is evident, shut down 2. Activate prelube system and visually check for oil
engine and call your Waukesha authorized service flow at turbocharger oil drain area.
agent. 3. Reconnect oil drain tube only after oil is observed at
6. Establish a schedule with your Waukesha oil drain area.
authorized service agent to inspect interior of 4. Start engine and run at reduced speeds until coolant
compressor for accumulations of dirt. Dirt can cause temperature gauge indicates a temperature of 100°F
compressor wheel to become unbalanced, which (38°C).
reduces efficiency and causes bearing failure.
5. Run engine at rated output and listen for unusual
TURBOCHARGER LUBRICATION CHECK sounds at turbocharger, especially those of metal
contacting metal. If any noise of this type is apparent,
contact your Waukesha authorized service agent.
1
WASTEGATE ADJUSTMENT FOR ELEVATION
This procedure describes the required wastegate
adjustment for maintaining 158 psi (1,089 kPa) BMEP
with 10% overload when operating at elevations above
2,000 ft (610 m) on GSI engines.
The engine must be in good operating condition and
ignition system properly timed with the fuel system
adjusted according to Waukesha’s recommendations
before adjusting the wastegate.
2 NOTICE
Do not attempt to adjust the wastegate to compensate
Figure 4.20-2 for engine wear and misadjustment.
Always verify that all cylinders are firing before
1 - Turbocharger 2 - Oil Drain Tube
adjusting the wastegate. Individual exhaust
NOTICE thermocouples have been provided for this purpose.
On vee engines, wastegate adjustment on one bank
Before operating a new or rebuilt turbocharger (or affects performance of the opposite bank cylinders. In
starting a new engine for the first time), check to other words, adjustment of the wastegate located on
ensure turbocharger is receiving proper lubrication. the left bank will change the intake pressure of the right
bank (and vice versa).
FORM 6300-3
4.20-2 © 8/2012
Table 4.20-1: 6-Cylinder Wastegate Adjustment for Elevation
ENGINE MODEL ELEVATION FT (M) P/N CALIBRATION PRESSURE INCH-HG (MM-HG)

Up to 3,000 (914) 295645M 18.7 (474.98) at 1,200 rpm 158 psi (1,089 kPa) BMEP
F3514GSI Up to 5,000 (1524) 295645M 21.0 (533.40) at 1,200 rpm 158 psi (1,089 kPa) BMEP
F3524GSI Up to 7,000 (2134) 295645M 23.0 (584.20) at 1,200 rpm 158 psi (1,089 kPa) BMEP
Up to 8,000 (2438) 295645M 24.0 (609.60) at 1,200 rpm 158 psi (1,089 kPa) BMEP
WASTEGATE ADJUSTMENT 8. Release pressure from wastegate completely and

let valve return to seated position.
Bench Adjustment
9. Slowly reapply air to wastegate until pressure
To adjust wastegate, use the following procedure for reading agrees with calibration pressure for part
each wastegate installed on the engine: number (see Table 4.20-1). Confirm valve travels to
1. Remove wastegate from engine. same 2.46 in. (62.48 mm) dimension.
2. Remove protective plug from wastegate adjusting 10. If valve does not return to 2.46 in. (62.48 mm)
capscrew well. dimension, it is an indication that the valve is sticking
and not working freely.
3. Loosen jam nut.
• If slight vibration or tapping of the valve assembly
4. Secure wastegate in vise with valve poppet on top. returns valve to 2.46 in. (62.48 mm) dimension, the
5. Attach air hose and appropriate pressure gauge to wastegate can be used.
compressor discharge pressure sensing • If slight tapping or vibration does not return the
connection. valve to the 2.46 in. (62.48 mm) height, the
6. Slowly apply air to wastegate until pressure reading wastegate is not operational and should be
agrees with nominal control pressure range repaired or replaced.
specified for that part number. 11. Tighten jam nut.
7. Turn adjustment capscrew until distance from face 12. Replace protective plug.
of poppet to wastegate mounting face (without
gasket) is 2.46 in. (62.48 mm). 13. Reinstall wastegate on engine.
FORM 6300-3
4.20-3 © 8/2012
On-Engine Adjustment 2. With engine operation 1,200 rpm at 158 psi (1,089
kPa) BMEP, the compressor discharge pressure
NOTE: An on-engine adjustment of the wastegate can
should fall within values listed in Table 4.20-1. Adjust
be performed on GSI engines only.
wastegate accordingly.
To verify correct wastegate adjustment on a GSI engine,
use the following procedure for each wastegate PRELUBE PRESSURE CHECK VALVE
installed:
INSPECTION
1. Install pressure gauges with a 0 – 30 inch-Hg (0
– 762 mm-Hg) or 0 – 15 psi (0 – 103 kPa) range at To ensure quick lubrication of the turbocharger at start-
gas regulator air pressure connections on each bank up, the external supply line is provided with a check valve
(see Figure 4.20-3 and Figure 4.20-4). This to keep the oil from draining back into the oil pan when
connection links to the carburetor bonnet and is the engine is shut down (see Figure 4.20-5). The check
normally used for sensing the air portion of gas/air valve also prevents excessive lubrication of the
when setting the main fuel regulators. turbochargers during continuous or intermittent prelube.
Figure 4.20-5
Figure 4.20-3: Mooney Pressure Regulator
! WARNING
If the prelube oil pressure

reaches or exceeds 5 psi
(35 kPa), oil flows through the
supply line check valve into the
turbocharger housings. Starting
the engine may blow
accumulated oil into the intake
manifold and carburetor,
resulting in oily deposits that
gum up internal surfaces. On the
turbine side, oil leakage around
the turbine housing poses a
Figure 4.20-4: Fisher Pressure Regulator potential fire hazard.
NOTE: The turbocharger compressor discharge

pressures (boost) in Step 2 should be close to the table Check the prelube oil pressure at least once each year.
values but do not need to be the exact values listed. Also inspect the operation of the check valve.
Adjust wastegate accordingly.
FORM 6300-3
4.20-4 © 8/2012
SECTION 4.25
COOLING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair 4. Add coolant to engine until it flows from petcock(s)
procedures, review SAFETY on page 1.05-1 and located on top of thermostat housing. See Table
RIGGING AND LIFTING ENGINES on page 1.10-1. 1.15-6 6-Cylinder VHP Series Four Engine
Specifications on page 1.15-12 for jacket water
NOTE: See latest edition of Service Bulletin 4-2429 for
capacities.
more detailed coolant treatment information.
5. Close thermostat housing petcock and continue
filling system until coolant level reaches top of surge
JACKET WATER COOLING CIRCUIT –
tank or radiator.
INITIAL FILL
6. Close ball valve and remove hose connection.
NOTE: The following description is not applicable to
permanent vent systems. ! WARNING
NOTE: To facilitate draining and flushing of the engine
jacket water, replace one of the 3/4 in. NPT countersunk Always install a pipe plug into
the ball valve after the hose
!
headless pipe plugs with a customer-supplied ball valve.
The ball valve must be threaded to accept both a hose connection is removed. If the
connection and pipe plug. lever of the ball valve is
1. Remove 3/4 in. NPT countersunk pipe plugs from inadvertently bumped open, the
drain hole located just below jacket water header. absence of a plug will cause the
coolant to drain. During
2. Open air bleed petcock(s) located on top of operation, loss of any coolant
thermostat housing. may result in catastrophic
3. Attach customer-supplied supply line to ball valve engine damage.
and add treated coolant to crankcase.
NOTE: Always fill the engine from the bottom up to
7. Apply Perma-Lok Heavy Duty Pipe Sealant with
minimize the formation of air pockets. As the engine fills,
Teflon to pipe plug threads. Install plug in ball valve.
air is pushed up and out.
NOTICE
! WARNING
Air in the cooling system speeds up the formation of
Antifreeze solution is toxic and rust, increases corrosion and produces hot spots
poisonous. Always wear within the engine.
protective clothing when
working with antifreeze 8. Bleed trapped air (see AIR BLEED on page 4.25-
solution. Follow the safety 2).
instructions on the container
9. Top off surge tank or radiator.
provided by the manufacturer.
AUXILIARY COOLING CIRCUIT – INITIAL

FILL
NOTE: The following description is not applicable to
permanent vent systems.
FORM 6300-3
4.25-1 © 8/2012
1. Open air bleed petcocks in intercooler coolant inlet/ AIR BLEED
outlet bonnets.
Air bleed the jacket water and auxiliary cooling circuits
2. Open air bleed petcocks on intercooler coolant inlet at least once each day. Open and close the air bleed
and outlet tubes located behind venturi extractor. petcocks in the sequence that they are listed in Table
3. Open air bleed petcocks in inlet side of wastegate 4.25-1 6-Cylinder Engine Air Bleed Petcocks on page
coolant return tubes. 4.25-3, starting at the lowest petcock in the system
4. From top of surge tank or radiator, add treated and ending at the highest. Bleed one petcock at a time.
coolant to auxiliary cooling circuit. The number of air bleed petcocks and their locations are
listed.
5. Continue filling circuit with coolant until it flows from
petcock located on intercooler inlet/outlet bonnet. 1. Initial Bleed
Close petcock when coolant begins to flow out in a Open each air bleed petcock prior to engine start-up.
solid, steady stream. A hissing sound often accompanies the escape of
6. Continue filling auxiliary cooling circuit with coolant trapped air. Close the petcock when the hissing
until it flows from petcocks located on intercooler stops and coolant begins to flow out in a solid, steady
coolant supply and inlet side of wastegate coolant stream.
return tubes. Close petcocks when coolant begins to
flow out in a solid, steady stream. See Table ! WARNING
1.15-6 6-Cylinder VHP Series Four Engine
Specifications on page 1.15-12 for the capacities of Slowly loosen the air bleed
the various auxiliary cooling circuit components. petcock to relieve any excess
pressure.
NOTE: Customer-supplied items and connections not
included. Waukesha-supplied items include the
auxiliary water pump, intercooler, oil cooler and the
engine-mounted intercooler coolant supply and return Always wear protective clothing
piping. when bleeding the cooling
7. Continue filling auxiliary cooling circuit until level of
coolant reaches top of surge tank or radiator.
NOTICE
2. Check Bleed
Air in the cooling system speeds up the formation of
rust, increases corrosion and produces hot spots Start the engine and reopen each petcock. Close the
within the engine. petcock when the hissing stops and coolant begins
to flow out in a solid, steady stream.
8. Bleed trapped air (see AIR BLEED on page 4.25- 3. Final Bleed
2).
Once the temperature of the jacket water circuit has
9. Top off surge tank or radiator. stabilized (as indicated by the panel-mounted
temperature gauge), reopen each petcock. Close
the petcock when the coolant begins to flow out in a
solid, steady stream.
NOTICE
Air can be drawn into the engine through small leaks
in the jacket water cooling circuit. The problem is
compounded when the void created by the loss of
coolant is filled by more air. If aeration causes the
coolant to foam, the probability of engine damage due
to overheating is greatly increased.
4. Carefully inspect jacket water cooling circuit for

coolant leaks while engine is running.
FORM 6300-3
4.25-2 © 8/2012
Table 4.25-1: 6-Cylinder Engine Air Bleed Petcocks 1. Start engine. Run engine 10 minutes to stir up rust
or sediment.
COOLING NUMBER OF
LOCATION
CIRCUIT PETCOCKS
! WARNING
Jacket water pump
housing (front center);
1 needle valve in lieu of Slowly loosen the air bleed
petcock in outlet port to petcock to relieve any excess
Jacket
Water jacket water header pressure.
Cluster thermostat
1 housing (above bypass
outlet port at front) Always wear protective clothing
Intercooler coolant inlet/ when bleeding the cooling
1 system on a heated engine.
outlet bonnet (upper rear)
Intercooler coolant inlet/
Auxiliary 2
outlet elbows (upper rear)
Wastegate water tube
1
(rear) 2. Shut down engine. Open air bleed petcocks at the
highest point in both jacket water and auxiliary
COOLING CIRCUITS – DRAIN AND FLUSH cooling circuits, whether it be on top of surge tank,
radiator or other heat transfer device.
Unless evidence of corrosion or sediment buildup
demonstrates the need for more frequent maintenance, NOTE: To facilitate draining and flushing of the engine
clean and flush both the jacket water and auxiliary jacket water cooling circuit, replace one of the 3/4 in.
cooling circuits at least once each year. NPT countersunk headless pipe plugs (just below the
level of the jacket water header) with a customer-
Table 4.25-2: 6-Cylinder Engines Water Drain Petcocks supplied ball valve. The ball valve must be threaded to
accept both a hose connection and pipe plug.
COOLING NUMBER OF
LOCATION
CIRCUIT PETCOCKS 3. Verify customer-supplied ball valve is in closed
Jacket water header (front position. Remove pipe plug and attach drain line.
2 (plugs)
and rear) 4. Drain coolant from jacket water and auxiliary cooling
Water manifold (front and circuits. Avoid delay; coolant should be drained
2 (plugs) before rust and sediment can settle.
rear)
Jacket
Jacket water pump 5. Open all air bleed petcocks (see Table 4.25-1).
Water
housing (see exit hole in 6. Open all drain petcocks (see Table 4.25-2). Remove
1
side panel of safety guard all drain plugs. Place a container beneath each
assembly)
petcock before opening.
1 Oil cooler (bottom rear)
7. Close all drain petcocks. Apply Perma-Lok Heavy
2
Intercooler (rear, left and Duty Pipe Sealant with Teflon to drain plug threads.
right) Install drain plugs.
Auxiliary water pump 8. Select and inspect an internal surface that is suitable
Auxiliary 1
(bottom) for gauging the effectiveness of the cleaning and
Wastegate water pipe descaling solution. If necessary, insert a piece of
1
(also used for air bleed) welding rod into the coolant passage opening to feel
for an accumulation of lime and mineral scale
deposits.
9. Attach the customer-supplied supply line to ball
valve and add clean, soft water to crankcase. Always
fill engine from bottom up to minimize formation of
air pockets. As engine fills, air is pushed up and out.
10. Successively close each air bleed petcock when
water begins to flow out in a solid, steady stream.
Begin at lowest petcock and finish at highest.
FORM 6300-3
4.25-3 © 8/2012
11. Close thermostat housing petcock(s) and continue
! WARNING
filling jacket water circuit until level reaches top of
surge tank or radiator.
Slowly loosen the drain
12. Bleed trapped air. Begin at lowest petcock and finish
petcocks to relieve any excess
at highest. Bleed one petcock at a time. Close
pressure.
petcock when water begins to flow out in a solid,
steady stream.
13. Attach customer-supplied supply line and add clean,
soft water to surge tank or radiator of auxiliary
when draining the cooling
cooling circuit.
14. Top off surge tank or radiator of jacket water circuit.
15. Continue filling auxiliary cooling circuit until level
reaches top of surge tank or radiator.
16. Bleed trapped air. Begin at lowest petcock and finish
at highest. Bleed one petcock at a time. Close 21. Stop engine. Drain crankcase and all cooling system
petcock when hissing stops and water begins to flow accessories. Drain auxiliary cooling circuit. Avoid
out in a solid, steady stream. delay so water is completely drained while rust and
17. Top off surge tank or radiator of auxiliary cooling sediment are still in suspension.
circuit. 22. Attach supply line and fill jacket water and auxiliary
cooling circuits with a suitable cleaning solution. Use
! WARNING a non-acidic, non-corrosive, biodegradable
compound that prevents the loss of metal in the
Slowly loosen the air bleed engine and avoids damage to internal gaskets and
petcock to relieve any excess seals.
pressure.
NOTE: Follow the manufacturer’s recommendations
for the proper concentration of cleaning solution and
length of cleaning time.
23. Bleed trapped air.
when bleeding the cooling
system on a heated engine. 24. Top off surge tank or radiator of jacket water and
auxiliary cooling circuits.
25. Start engine. Let it run for at least 10 minutes or until
cleaning solution is depleted.
18. Start engine and slowly reopen each air bleed 26. To ensure contaminants remain in suspension, drain
petcock. Close petcock when hissing stops and cooling circuits as quickly as possible.
water begins to flow out in a solid, steady stream. 27. Inspect internal surfaces. If results are not
19. Slowly reopen each air bleed petcock when engine satisfactory, refill engine with cleaning solution.
jacket water temperature has stabilized (as Repeat Steps 22 through 26 as necessary.
indicated by panel-mounted temperature gauge). 28. Flush system of cleaning solution and any residual
Close petcock when water begins to flow out in a contaminants by filling jacket water and auxiliary
solid, steady stream. cooling circuits with clean, soft water. Drain
20. Let engine run about 10 minutes to stir up any rust or immediately.
sediment in cooling system.
NOTE: Contaminants left in the cooling circuits will
reduce or deplete the effectiveness of the cleaning
solution.
FORM 6300-3
4.25-4 © 8/2012
NOTICE IDLER PULLEY BEARING LUBRICATION

All engines require greasing the ball bearing in the jacket
All antifreeze and water treatment products require a water pump idler pulley bracket every 720 running hours.
clean system in order to work effectively. If
contaminants such as dirt, rust, scale, lime, grease, oil 1. On right-side safety guard assembly, locate idler
and/or cleaning agents are not completely flushed out, pulley grease fitting (see Figure 4.25-1).
they can destroy the corrosion inhibitors and scale
suppressants intended to keep freshly filled cooling
circuits clean. 1 2
29. Inspect drain water for cleanliness. Fill and flush

systems again, if necessary. Best results are
obtained when drain water runs clear.
30. Fill jacket water and auxiliary cooling circuits with
coolant. Be sure coolant has proper inhibitor and
additive concentrations. Bleed system of trapped
air.
NOTICE
3
Air can be drawn into the system through small leaks
in the cooling water circuit. The problem is
compounded when the void created by any loss of Figure 4.25-1
coolant is filled by more air. Air in the cooling system
speeds up the formation of rust, increases corrosion 1 - Water Drain 3 - Grease Fitting
and produces hot spots within the engine. If aeration Petcock
causes the coolant to foam, the probability of engine 2 - Safety Panel
damage due to overheating is greatly increased.
NOTICE
! WARNING Do not overgrease the idler pulley bearing.
Overgreasing causes high bearing temperatures that
Always install a pipe plug in the shorten bearing service life.
!
ball valve when the hose
connection is removed from the 2. Using a hand-held grease gun, apply one stroke of
jacket water header. If the lever Lithoplex Grease No. 2 into grease fitting.
of the ball valve is inadvertently
bumped open, the absence of a AUXILIARY WATER PUMP BEARING
plug will cause the coolant to LUBRICATION
drain. During operation, loss of
any coolant may result in All engines require greasing the ball bearing(s) in the
catastrophic engine damage. auxiliary water pump every 720 running hours. The
pump is mounted to a bracket at the front left or right
corner of the oil pan. Depending on the model of the
auxiliary water pump used, the pump may have one or
31. Carefully inspect jacket water and auxiliary cooling two grease fittings. Safety guards on some engines may
circuits for leaks. cover access to grease fittings. In this case, an access
hole is provided to allow the fitting to be greased.
FORM 6300-3
4.25-5 © 8/2012
1. Locate grease fitting(s) on auxiliary water pump (see JACKET WATER PUMP DRIVE BELT
Figure 4.25-2). REPLACEMENT
1. Remove front safety guard.
NOTICE
Verify that the pulley sheaves are clean and
completely free of grease, oil and dirt. An
accumulation of dirt in the sheave grooves impairs
traction and accelerates belt wear.
2. Verify pulley sheaves are clean and completely free

of grease, oil, dirt and grit.
3. Inspect drive belts for fraying, cracks or wear. Belts
must not be glazed, split, peeled or greasy. Replace
as necessary.
NOTICE
Figure 4.25-2
NOTE: One or two grease fittings depending on pump Belts are matched and tied in sets. Always replace the
model. drive belts in sets. Never replace just one drive belt
even if only one belt is worn. Since the older belts are
NOTICE stretched during hours of engine operation, the
circumference of new belts is slightly smaller. A
Do not overgrease the water pump bearings. difference in belt size will cause the new belt to carry
Overgreasing causes high bearing temperatures that the full load, resulting in rapid belt failure and possible
shorten bearing service life. damage to driven equipment.
2. Using a hand-held grease gun, apply two or three 4. Remove auxiliary water pump drive belts. Back
strokes of Lithoplex Grease No. 2 into grease fitting upper thin hex locknut on threaded rod away from
(see Figure 4.25-2). adjusting lever (see Figure 4.25-3). Movement of
idler pulley releases drive belt tension. Slip drive
GREASE RECOMMENDATIONS belts off auxiliary water pump and idler pulleys.
A Lithium complex-type grease is now recommended

over the Lithium soap-based grease because of its
ability to resist water. Lithium complex-type grease also
provides superior rust protection qualities (especially
steel surfaces), as well as its thermal and mechanical
stability at high operating temperatures. The Lithium
complex grease has a continuous operating
temperature of approximately 350°F (177°C), whereas
the Lithium soap-based grease has an upper operating
temperature limit of approximately 225°F (107°C).
Figure 4.25-3
FORM 6300-3
4.25-6 © 8/2012
5. Loosen pivot capscrew located on idler pulley 11. Install safety guards.
bracket (see Figure 4.25-4). Loosen slotted lock
capscrew. Belt tension is released as idler pulley JACKET WATER PUMP DRIVE BELT
bracket rotates.
TENSION ADJUSTMENT
Check the tension and condition of the two jacket water
1 pump drive belts weekly. Replace the drive belts every
8,000 running hours or as necessary.
1. Remove safety guard.
2
NOTICE
Be sure that the belts are cool when the tension is
checked or adjusted. The thermal expansion of warm
belts will result in a false tension reading.
2. Using V-Belt Tension Tester Tool (P/N 474016),

check drive belt tension.
a. Measure distance between center lines of
3 crankshaft and jacket water pump pulleys. Align
4
bottom of large O-ring on “Inches of Span” scale
to measured distance.
Figure 4.25-4 b. Align bottom of small O-ring on “Deflection
Force” scale with zero mark.
1 - Jacket Water Pump 3 - Slotted-Lock
Capscrew
c. Place tension tester squarely on front drive belt
2 - Pivot Capscrew
at center of longest unsupported span (between
4 - Idler Pulley Bracket
water pump pulley and crankshaft pulley). Apply
6. Slip drive belts off jacket water pump and idler inward force on plunger perpendicular to belt
pulleys. Remove belts from rear crankshaft pulley span until bottom of large O-ring is even with top
and discard. of rear drive belt (see Figure 4.25-5).
7. Place new drive belt in rear groove of rear crankshaft d. Remove tension tester and read force applied
pulley (rear groove is closest to gear cover). Slip belt from bottom of small O-ring on deflection force
into rear groove of water pump pulley. scale. Tension of belts must be between 11.9
8. Place new drive belt into second-last groove of rear and 17.5 lbf (53 and 77 N).
crankshaft and jacket water pump pulleys. e. Check rear belt tension in same manner.
9. Rotate idler pulley bracket clockwise to seat both NOTE: If the tension tester is not available, moderate
water pump drive belts into pulley grooves. hand pressure should deflect the long part of the belt
10. See JACKET WATER PUMP DRIVE BELT approximately 0.25 – 0.50 in. (6 – 13 mm) or, as a general
TENSION ADJUSTMENT on page 4.25-7 to rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm) of belt span
adjust belts. measured from pulley center to pulley center. Belt span
should be measured each time.
! WARNING
Always install the safety guards

after completing any service
operation. Never operate the
engine with the safety guards
removed.
FORM 6300-3
4.25-7 © 8/2012
2
4
3
5
6
Figure 4.25-5: Drive Belt Tension Tester
1 - Front Drive Belt 4 - Small O-Ring

2 - Rear Drive Belt 5 - Deflection Force Scale
3 - Large O-Ring 6 - Span Scale
FORM 6300-3
4.25-8 © 8/2012
3. If belt tension adjustment is necessary, loosen pivot
capscrew and slotted lock capscrew (see Figure 2
1
4.25-6). Belt tension is released as idler pulley
bracket rotates upward in a counterclockwise
direction.
3 3
Figure 4.25-7
1 - Idler Pulley Bracket 3 - Pry Bar

2 - Leverage Pad
4
5. While holding pry bar in down position, use tension
5 tester to apply inward pressure to center of belt
(between water pump pulley and crankshaft pulley).
6. Used belt tension is 11.9 – 17.5 lbf (53 – 77 N).
Figure 4.25-6
NOTE: If the tension tester is not available, moderate
1 - Idler Pulley 4 - Slotted Lock hand pressure will deflect the belt between pulleys
2 - Water Pump Pulley Capscrew approximately 0.25 – 0.50 in. (6 – 13 mm) or, as a general
3 - Pivot Capscrew 5 - Idler Pulley Bracket rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm) of belt span
measured from pulley center to pulley center.
NOTICE 7. Tighten slotted lock capscrew on idler pulley bracket
when proper belt tension is obtained (see Figure
Belts that are too tight result in excessive stretching 4.25-6). Tighten pivot capscrew.
and overheating. Too much tension may also damage
8. Inspect belts for proper seating. V-belts should ride
drive components, such as sheaves and shafts, and
on sides of pulley sheaves, not on bottom of groove.
lead to premature failure of the idler pulley and/or
water pump bearings. 9. Verify tension of front drive belt is 11.9 – 17.5 lbf
(53 – 77 N). Verify tension of rear drive belt.
Belts that are too loose result in belt slippage. Slippage
causes burn spots, overheating, rapid wear and 10. See AUXILIARY WATER PUMP DRIVE BELT
breakage. The vibration created by loose belts may TENSION ADJUSTMENT on page 4.25-11 for
also be sufficient to cause unnecessary wear of the additional information.
pulley grooves.
! WARNING
4. To adjust belt tension, insert a pry bar between upper
edge of idler pulley bracket and leverage pad located Always install the safety guards
on left side of water pump (see Figure 4.25-7). To after completing any service
tighten drive belts, use leverage pad as a pivot and operation. Never operate the
push up on pry bar to move idler pulley bracket engine with the safety guards
downward. removed.
11. Install safety guards.
FORM 6300-3
4.25-9 © 8/2012
AUXILIARY WATER PUMP DRIVE BELT 7. Place new drive belts in rear groove of rear
REPLACEMENT crankshaft pulley (directly in front of first jacket water
pump drive belt). Slip belts into grooves of both
1. Remove safety guard. auxiliary water pump and idler lever pulleys.
NOTICE 8. To tighten drive belts, thread upper thin hex locknut
toward adjusting lever. Pivot point of idler lever
An accumulation of dirt in the sheave grooves impairs follows adjusting lever in a clockwise direction.
traction and accelerates belt wear. Upward movement of idler pulley increases drive
belt tension.
2. Verify that the pulley sheaves are clean and 9. See AUXILIARY WATER PUMP DRIVE BELT
completely free of grease, oil, dirt and grit. TENSION ADJUSTMENT on page 4.25-11 to
3. Inspect the drive belts for fraying, cracks or wear. adjust belts.
Belts must not be glazed, split, peeled or greasy.
Replace as necessary.
! WARNING
4. If replacement is necessary, back the upper thin hex
locknut on the threaded rod away from the adjusting
lever (see Figure 4.25-8). The pivot point of the idler
lever follows the adjusting lever. Movement of the
idler pulley releases drive belt tension.
removed.
10. Install safety guards.
Figure 4.25-8
5. Remove drive belts from auxiliary water pump and
idler pulleys. Remove belts from rear crankshaft
pulley and discard.
NOTICE
Belts are matched and tied in sets of two. Always
replace the drive belts in pairs. Never replace just one
drive belt even if only one belt is worn. Since the older
belts are stretched during hours of engine operation,
the circumference of new belts is slightly smaller. A
difference in belt size will cause the new belt to carry
the full load, resulting in rapid belt failure and possible
damage to driven equipment.
6. Inspect condition of new auxiliary water pump drive

belts.
FORM 6300-3
4.25-10 © 8/2012
AUXILIARY WATER PUMP DRIVE BELT d. Remove tension tester and read force applied
TENSION ADJUSTMENT from bottom of small O-ring on deflection force
scale. Belt tension must be between 5 and 8 lbf
1. Remove safety guard. (22 and 35.6 N).
NOTICE e. Check rear belt tension.
NOTE: If the tension tester is not available, moderate
Be sure that the belts are cool when the tension is hand pressure should deflect the long part of the belt
checked or adjusted. The thermal expansion of warm approximately 0.25 – 0.50 in. (6 – 13 mm) or, as a general
belts will result in a false tension reading. rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm) of belt span
measured from pulley center to pulley center.
2. Using V-Belt Tension Tester Tool (P/N 474016),
check auxiliary drive belt tension. NOTICE
a. Measure distance between center lines of
pulleys with longest belt span. Align bottom of Belts that are too tight result in excessive stretching
large O-ring on “Inches of Span” scale to and overheating. Too much tension may also damage
measured distance. drive components, such as sheaves and shafts, and
lead to premature failure of the idler pulley and/or
b. Align bottom of small O-ring on “Deflection water pump bearings.
Force” scale with the zero mark.
c. Place tension tester squarely on front drive belt
at center of longest unsupported span. Apply NOTE: Since the circumference of new belts is
inward force on plunger perpendicular to belt somewhat smaller, reuse of the setting established for
span until bottom of large O-ring is even with top the discarded drive belts will result in belts that are too
of rear drive belt (see Figure 4.25-9). tight.
2
4
3
5
6
Figure 4.25-9: Drive Belt Tension Tester
1 - Front Drive Belt 4 - Small O-Ring

2 - Rear Drive Belt 5 - Deflection Force Scale
3 - Large O-Ring 6 - Span Scale
3. To loosen drive belts, back upper thin hex locknut on 4. When correct tension is obtained, thread 3/8 in.
threaded rod away from adjusting lever. Pivot point elastic stop lock on upper end of threaded rod toward
of idler lever follows adjusting lever in a adjusting lever. Be sure locknuts (thin hex and
counterclockwise direction. Downward movement elastic stop) on each side of adjusting lever are
of idler pulley releases drive belt tension. properly tightened.
5. Inspect belts for proper seating. V-belts should ride
on sides of pulley sheaves, not on bottom of groove.
FORM 6300-3
4.25-11 © 8/2012
6. Because of initial stretching, recheck belt tension
after 10 minutes run time. Check belt tension again
NOTICE
after first 30 minutes run time and then every 250 The presence of coolant at the “weep hole” indicates
hours thereafter. that the jacket water pump must be rebuilt. A defective
water pump seal results in coolant loss and
NOTICE contamination of the inner ball bearing grease.
Belts that are too loose result in belt slippage. Slippage
causes burn spots, overheating, rapid wear and
breakage. The vibration created by loose belts may
also be sufficient to cause unnecessary wear of the
pulley grooves.
7. To tighten drive belts, back elastic stop locknut on

upper end of threaded rod away from adjusting lever.
Use a 3/8 in. deep-well socket for best results.
8. Thread upper thin hex locknut toward adjusting
lever. Pivot point of idler lever follows adjusting lever
in a clockwise direction. Upward movement of idler
pulley increases drive belt tension.
9. When correct tension is obtained, thread elastic stop
locknut onto upper end of threaded rod toward
adjusting lever. Be sure locknuts (thin hex and
elastic stop) on each side of adjusting lever are
properly tightened.
! WARNING
Figure 4.25-10: Jacket Water Pump “Weep Hole”
3. Notify a Waukesha certified technician if any coolant
leakage at the “weep hole” is observed.
! WARNING
removed.

10. Install safety guards. after completing any service
JACKET / AUXILIARY WATER PUMP engine with the safety guards
removed.
INSPECTION
JACKET WATER PUMP INSPECTION 4. Install safety guard.
1. Remove safety guard.
2. Inspect “weep hole” in casting located below water AUXILIARY WATER PUMP INSPECTION
pump pulley (see Figure 4.25-10). The “weep hole” Auxiliary water pumps should be visually checked for
drains any coolant that leaks past the ceramic water leaks at shaft seal and housing seal locations.
pump seal.
FORM 6300-3
4.25-12 © 8/2012
SECTION 4.30
LUBRICATION SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1 and 1
OIL RECOMMENDATIONS
See latest edition of Service Bulletin 12-1880 for oil
recommendations.
OIL FILL – INITIAL PROCEDURE

The oil capacities listed in Table 1.15-6 6-Cylinder VHP 3 2
Series Four Engine Specifications on page 1.15-12
represent approximate amounts. Use the initial fill to
determine the actual amount of oil required. Figure 4.30-1
NOTICE 1 - Oil Filler Pipe 3 - Instruction Decal

2 - Oil Filler Pipe
The oil piping must be purged of all slag and debris Bracket
before the engine is first started. Before proceeding 2. See OIL FILTER MAINTENANCE on page 4.30-
with the oil fill procedure, see the purging instructions 7 and fill oil filter with proper grade oil.
in this section.
3. Install makeup line and add oil. Periodically remove
dipstick and take note of reading.
1. Remove oil filler pipe cap located at the lower rear 4. Continue to add oil to until level reaches “FULL” mark
left side of engine (see Figure 4.30-1). on dipstick (see Figure 4.30-2).
Figure 4.30-2: Dipstick O-Ring

5. Stop adding oil and start prelube pump. Prelube
pump must be run to fill oil lines, oil cooler, full-flow
oil filter and oil strainer. It also ensures bearings,
turbochargers and other moving parts of engine are
properly lubricated.
FORM 6300-3
4.30-1 © 8/2012
NOTICE CRANKCASE OIL LEVEL CHECKING

Check the crankcase oil level daily before the engine is
Filter must be filled with lubricating oil before first start started. For convenience, a dipstick is located on both
and after each element change. the right and left sides of the oil pan (see Figure
4.30-2). The blade of the dipstick is marked “LOW” and
6. Depress bypass valve plunger located inside filter to “FULL.” Always maintain the oil level at the “FULL” mark.
allow air to escape. Before first start-up, vent air Both marks on the dipstick are “static lines.” The dipstick
through cover vent while prelube pump is still does not indicate oil level with engine running.
running. A continuous flow of oil from the vent line is
required and indicates all air has been removed from When checking the oil level, carefully examine the
the oil system. condition of the oil on the dipstick. Replace the oil any
time it appears diluted, thickened by sludge or otherwise
7. Run prelube pump until pressure is indicated on oil deteriorated. The useful life of the oil depends on a
pressure gauge. Stop prelube pump and allow oil to number of factors, which include the engine load,
drain back into crankcase. Check dipstick and add temperature, fuel quality, atmospheric dirt, moisture and
oil to oil pan until level returns to “FULL” mark. the level of maintenance. If oil performance problems
8. Install oil filler cap, start engine and allow oil to warm arise, consult your oil supplier.
up to its normal operating temperature. Shut engine
Always pay close attention to engine operating
down and allow oil to drain back into pan. Check
temperatures. If engine jacket water and oil
dipstick and add oil to oil pan until level returns to
temperatures are maintained according to engine
“FULL” mark.
specifications, particularly during periods of light-load
9. Check crankcase oil level daily before engine is operation, the problems resulting from condensation of
started. Blade of dipstick is marked “LOW” and corrosive vapors in the crankcase can be minimized.
“FULL.” Always maintain oil level at “FULL” mark.
Both marks on dipstick are “static lines.” The dipstick When using an engine oil for which there is no previous
does not indicate oil level with engine running. operating experience, a detailed oil analysis by qualified
professionals is strongly recommended. A well-
monitored maintenance program also should be
OIL COOLER AND OIL FILTER established for the first year of usage and the
INSTALLATION REQUIREMENTS performance of the engine should be carefully observed
1. All piping connections to and from the engine and against all external operating conditions. This procedure
between lubrication system accessories are to be will help to determine if the selected oil is really suitable
supplied by the customer. If applicable, the oil cooler for your particular operation.
and oil filter assemblies should be secured as close NOTE: If any questions arise with regard to the
as possible to the engine. All customer connections foregoing information, call the Waukesha Product
to the engine must be flexible. Support or Sales Engineering Departments. See latest
2. Verify oil lines between engine, oil filter and oil cooler edition of Service Bulletin 12-1880 for more information
are clean and free from scale. on lubricating oils.
3. Filter must be filled with lubricating oil before first
start and after element change. Depress bypass
valve plunger located inside filter to allow air to
escape. Before first start-up, vent air through cover
vent while prelube pump is running. A continuous
flow of oil from the vent line is required and indicates
all air has been removed.
4. See OIL PRESSURE ADJUSTMENT on page 4.30-
12 and adjust oil pressure.
FORM 6300-3
4.30-2 © 8/2012
OIL CHANGE 1. Oil Pan

Remove 2 in. square-head drain plug. For
! WARNING convenience, four drain plugs are provided, one at
each corner of the oil pan. Retain an oil sample for
Allow the oil to cool prior to oil analysis. Install drain plugs after oil has drained.
removing components to
NOTE: Installation of a customer-supplied ball valve
prevent burns from hot oil.
and pump facilitates draining of the oil pan.
2. Oil Cooler
Always wear protective Remove drain plug at bottom of oil cooler shell
equipment when handling midway between inlet and rear bonnets. Install drain
engine oil. plug after oil has drained.
3. Full-Flow Oil Filter
Remove upper drain plug from oil filter housing and
drain sludge and dirty oil from filter element
chamber. Remove lower plug to drain oil from clean
1 oil chamber (see Figure 4.30-3). Install drain plugs
after oil has drained.
4. Oil Strainer
Remove drain plug (3/8 in.) at bottom of strainer
element housing (see Figure 4.30-4). Install drain
plug when oil has drained.
1
2
3
4
7
5 4
Figure 4.30-3
5
1 - Filter Cover 4 - Oil Outlet
2 - Oil Inlet 5 - Drains 6
3 - Bypass Relief Valve
To change oil, drain oil pan and all oil system Figure 4.30-4: Oil Strainer Assembly
accessories: oil cooler, full-flow oil filter and oil strainer.
1 - Strainer Head 5 - Element Housing
Proceed as follows:
2 - O-Ring 6 - Drain Plug
NOTE: Drain oil when warm for best results. 3 - Band Retainer 7 - Seal
4 - Magnetic Rod
FORM 6300-3
4.30-3 © 8/2012
5. When oil has drained, ensure all drain plugs are NOTE: Since it is necessary to drain the oil pan and oil
reinstalled. system accessories, schedule the cleaning during a
6. See OIL PAN MAINTENANCE on page 4.30-4 regular oil change interval.
and clean oil pan. NOTE: Drain oil when warm.
1. Drain oil pan, oil cooler, full-flow oil filter and oil
NOTICE
strainer.
Filter must be filled with lubricating oil before first start 2. Loosen oil pan door clamp capscrews (see Figure
and after each element change. Disregarding this 4.30-5). Rotate assembly about 45° to remove door
information could result in product damage. from access hole.
3. A small pool of oil about 3/4 in. deep will normally
7. See OIL FILTER MAINTENANCE on page 4.30- accumulate on each end of the oil pan where the
7 and replace oil filter elements. Fill oil filter casting is recessed. Only a thin film will cover the
assembly with clean oil (see Table 1.15-6 6-Cylinder other internal surfaces. Using absorbent cloths, wipe
VHP Series Four Engine Specifications on page oil pan clean. Thoroughly clean channel that
1.15-12). connects both recessed areas.
8. See OIL FILL – INITIAL PROCEDURE on page 4.30- 4. Clean oil pickup screen (see OIL PICKUP SCREEN
1 and fill engine with clean oil (see Table 1.15-6 6- MAINTENANCE on page 4.30-6).
Cylinder VHP Series Four Engine Specifications on
5. Install oil pan doors. Position each door with rear
page 1.15-12).
clamp 45° from vertical position. Insert clamp into oil
9. See OIL SYSTEM AIR BLEED on page 4.30-7 pan access hole. Holding door against face of
and bleed trapped air from oil system. access hole, rotate door until clamp is in horizontal
position. Tighten door clamp capscrew to
OIL PAN MAINTENANCE specifications. See Lubrication System in Table
! WARNING 18 for specific torque values.
6. See OIL CHANGE on page 4.30-3 and refill engine
Allow the oil to cool prior to with proper quantity and grade of oil (see Table
removing components to 1.15-6 6-Cylinder VHP Series Four Engine
prevent burns from hot oil. Specifications on page 1.15-12).
Always wear protective

equipment when handling
engine oil.
FORM 6300-3
4.30-4 © 8/2012
2
3
Figure 4.30-5
1 - O-Ring 3 - Washer
2 - O-Ring
FORM 6300-3
4.30-5 © 8/2012
OIL PICKUP SCREEN MAINTENANCE ! WARNING

OIL PICKUP SCREEN REMOVAL
Allow the oil to cool prior to
4 prevent burns from hot oil.

3 equipment when handling
engine oil.
2
1
1. Remove four capscrews and lock washers to detach
pickup screen assembly from oil elbow and cover
bracket (see Figure 4.30-6).
2. Remove pickup screen assembly from oil pan.
3. Remove baffle and oil tubes from pickup screen.
2 4. Scrape old gasket material from oil tube flanges and
baffle box. Old gasket material left on the mating
2 surfaces may cause air or unfiltered oil to leak into
the oil tubes.
7 5. Remove two capscrews, lock washers, gasket and

5 oil elbow from crankcase.
6. Remove two capscrews, lock washers and cover
bracket from crankcase.
OIL PICKUP SCREEN CLEANING AND INSPECTION

1. Clean all parts in a nonvolatile cleaning solution or
solvent. Flush screen from inside out for best results.
! WARNING
6 Never use your hand to check

Figure 4.30-6: 6-Cylinder Oil Pickup Screen Assembly
the skin.
1 - Baffle 5 - Spacer Wear protective equipment to
2 - Gasket 6 - Screen
3 - Oil Elbow 7 - Oil Tube
4 - Cover Bracket
2. Thoroughly dry all parts with low-pressure

compressed air.
3. Inspect pickup screen for tears or holes. Replace
screen if damaged.
FORM 6300-3
4.30-6 © 8/2012
4. Inspect baffle box for broken welds, split seams or NOTE: Schedule the oil cooler cleaning during a
cracks around oil tube holes. Replace baffle if regular oil change interval, since it is necessary to drain
damaged. the oil pan and oil system accessories.
OIL PICKUP SCREEN INSTALLATION OIL SYSTEM AIR BLEED

1. Loosely install cover bracket in crankcase with two
capscrews and lock washers. ! WARNING
2. Loosely install oil elbow in crankcase with a gasket,
two capscrews and lock washers. Allow the oil to cool prior to
3. Apply a fast-setting gasket adhesive, such as 3M removing components to
Scotch-Grip Rubber and Gasket Adhesive, onto oil prevent burns from hot oil.
tube flanges. Position new gaskets onto flanges.
4. Install oil tubes in screening element. Place baffle
over screen, aligning holes with those in flange Always wear protective
gaskets. equipment when handling
engine oil.
5. Obtain a new gasket for elbow and apply gasket
adhesive to one side. Press adhesive side of gasket
onto baffle while aligning holes.
6. To ensure proper alignment, install four capscrews
and lock washers to hold pickup screen assembly Air bleed the oil system at least once each day. Proceed
together. After unit is positioned in oil pan, remove as follows:
one capscrew. Slide capscrew through elbow or NOTE: The petcock on the full-flow oil filter cover is the
cover bracket and thread it back into pickup screen only air bleed through which the oil system may be
assembly. Repeat for remaining three capscrews. purged of air pockets.
Fully tighten after all capscrews are in place.
1. Initial Bleed
7. Tighten four capscrews to secure oil elbow and
cover bracket to crankcase. Start prelube pump and open filter cover petcock.
2. Close petcock when oil begins to flow out in a steady
OIL COOLER MAINTENANCE stream.
3. Check Bleed
! WARNING
Start engine and reopen filter cover petcock.
4. Close petcock when oil begins to flow out in a steady
stream.
prevent burns from hot oil. 5. Final Bleed
Once engine is running at normal operating
temperature, reopen filter cover petcock.
Always wear protective 6. Close petcock when oil begins to flow out in a steady
equipment when handling stream.
engine oil.
OIL FILTER MAINTENANCE
NOTE: Based on environmental and engine operating
conditions, the lubrication oil may require changes that
Drain oil from oil cooler at each oil change. are much more frequent than those recommended by
Waukesha. Many variables are involved in determining
Clean and inspect oil cooler annually. Inspect oil cooler
the proper time between oil changes, some of which may
sooner if an increase in oil temperature cannot be traced
not even be known until after a problem develops. The
to a malfunctioning auxiliary water pump, loose belts, a
oil type, the severity of the environment and the internal
faulty thermostat or excessive engine load. Plugged
condition of the engine are only a few of many variables
tubes or scale deposits inhibit the flow of coolant, which
that have a direct effect on the frequency at which the oil
reduces oil cooling effectiveness.
must be changed.
FORM 6300-3
4.30-7 © 8/2012
OIL FILTER ELEMENT REPLACEMENT Table 4.30-1: Oil Filter Capscrew Pattern
Full-flow oil filter elements should be replaced whenever Oil

Distance
engine oil is changed and may often require more Engine
Filter Number Number
Between
frequent replacement. Shell of Short of Long
Long
ID
When the filter is new, the drop in oil pressure through
6-Cylinder 12, 6 2 180°
the filter is approximately 2 – 3 psi (14 – 21 kPa) under
normal operating temperatures. To determine the
pressure differential, subtract the reading of the oil filter 1
outlet pressure gauge from the reading of the inlet
pressure gauge. When the pressure differential rises to
12 –15 psi (83 – 103 kPa), the filter elements are clogged
and must be replaced.
! WARNING
Allow the oil to cool prior to 2

3

engine oil.
4
NOTE: If oil filter inlet and outlet pressure gauges are
not provided, they may be ordered from Waukesha. 5
1. Drain both chambers of full-flow oil filter. Oil filter

housing has two drain plugs (see Figure 4.30-7).
Remove upper plug to drain sludge and dirty oil from
filter element chamber. Remove lower plug to drain
oil from clean oil chamber.
Figure 4.30-7
NOTE: To remove the oil filter cover safely, locate the
longest capscrews. The long capscrews extend about 1 - Filter Cover 4 - Oil Outlet
1-1/4 in. (30 mm) below the flange at the top of the oil 2 - Oil Inlet 5 - Drains
filter housing. The short capscrews are flush with the 3 - Bypass Relief Valve
bottom of the flange (see Table 4.30-1). 2. Remove short capscrews, working in a clockwise
direction. Leave long capscrews in place.
! WARNING
! WARNING
The cover compresses powerful
springs on the filter element Alternately loosen the long
posts. Use special care to capscrews of the filter cover an
remove the oil filter cover. equal amount of turn. Failure to
follow this procedure could
cause the filter cover to spring
up.
FORM 6300-3
4.30-8 © 8/2012
3. Loosen the long capscrews, giving each an equal
amount of turn. Alternately loosen each of the long
capscrews to slowly ease the filter cover up (see
Figure 4.30-7 and Figure 4.30-8).
2 3
4
1
2 1
7 Figure 4.30-9: 6-Cylinder Filter Element / Relief Valve

Configuration
1 - Relief Valve 2 - Element

5
NOTICE
Those filter elements that are stamped with an arrow
must be installed with the arrow pointing down.
Elements that have a band around the center may be
6 installed with either end pointing down.
6. Replace drain plugs in oil filter housing.

Figure 4.30-8: Full-Flow Oil Filter
7. Fill filter assembly with clean engine oil; see Table
1 - Element 5 - O-Ring 1.15-6 6-Cylinder VHP Series Four Engine
2 - Springs 6 - Filter Housing Specifications on page 1.15-12 for capacities.
3 - Air Bleed Petcock 7 - Cover 8. Allow air to escape by depressing bypass relief valve
4 - Bypass Relief Valve piston(s).
4. Remove oil filter elements (see Figure 4.30-8). 9. Reinstall oil filter cover. Filter cover O-ring should be
Inspect bypass relief valve for wear. See OIL replaced every 1,500 hours, any time it has taken a
FILTER RELIEF VALVE INSPECTION on page permanent set or if it appears damaged, whichever
4.30-10 for more information. comes first. Tighten filter cover capscrews to
specifications in a criss-cross pattern. See
5. Install new oil filter elements (see Table 4.30-2).
Lubrication System in Table 1.15-13 Critical Engine
Slide one 32 in. element over each filter element post
Torque Values on page 1.15-18 for specific torque
see Figure 4.30-9.
values.
Table 4.30-2: Engine Filter Elements 10. Release remaining air, start prelube pump and open
filter cover petcock. Close petcock when oil flows out
FILTER 32 IN.
ENGINE ELEMENT ELEMENTS
in a steady stream.
POSTS REQUIRED NOTE: Air-bleed the oil circuit at least once each day.
6-Cylinder 4 4 The petcock on the full-flow oil filter cover is the only
location where the oil system may be purged of air
pockets.
NOTE: Waukesha highly recommends adding the
Microspin filtration system to the standard full-flow oil
filter.
FORM 6300-3
4.30-9 © 8/2012
OIL FILTER RELIEF VALVE INSPECTION 1

The full-flow oil filter housing contains a bypass relief
valve.
2
When the elements are new, the drop in oil pressure
through the filter is minimal, approximately 2 – 3 psi
(14 – 21 kPa) under normal operating temperatures. If
the pressure differential reaches 28 – 32 psi (193 – 221
kPa), the relief valve begins to open and oil bypasses 3
the filter elements enroute to the oil strainer. The relief
valve is fully open at approximately 40 psi (276 kPa).
Inspect the relief valve(s) for wear at least once each
year or after every 8,000 hours of operation, whichever
comes first. 4
! WARNING
5
6

engine oil.
Figure 4.30-10: Oil Filter Relief Valve Assembly
1 - O-Ring 4 - Spring
2 - Piston 5 - Washer
3 - Valve Body 6 - Retaining Ring
1. Remove relief valve assembly from bypass tube
(see Figure 4.30-8). 4. Remove O-ring from relief valve piston. Inspect area
2. Remove reducing bushing from relief valve body, if above O-ring for excessive wear. Replace if gouged
provided. or deeply scratched.
3. Remove retaining ring, washer, spring and piston 5. Install new O-ring on relief valve piston.
from relief valve body (see Figure 4.30-10). 6. Install piston, spring, washer and retaining ring into
relief valve body.
7. Install reducing bushing on relief valve body.
8. Install relief valve assembly on bypass tube.
OIL STRAINER MAINTENANCE

Clean oil strainer element at each oil change.
FORM 6300-3
4.30-10 © 8/2012
4. Pull down on stainless-steel wire mesh element to
! WARNING
detach it from head.
5. Remove two band retainers and two magnetic rods
externally mounted on element.
prevent burns from hot oil. 6. Clean element in solvent. Flushing element from
inside out produces best results.
NOTICE
equipment when handling High-pressure compressed air may damage the
engine oil. screening element.
! WARNING
1. Drain strainer assembly of oil by removing 3/8 in.
plug located at bottom of element housing (see
Figure 4.30-11).
the skin.
1
2
7. Allow element to drip dry or air blow dry. If using low-

3 pressure compressed air, dry from the inside out.
8. Inspect element for tears or holes. Replace element
7 if damaged.
4 9. Inspect strainer element O-ring for cuts, tears or loss
of elasticity. Replace if necessary. Place O-ring in
inside groove at top of wire mesh element. Lubricate
O-ring with clean engine oil.
10. Place two magnetic rods in element grooves and
secure with two band retainers.
5 11. Slide element up onto inside flange of strainer head.
6 12. Inspect element housing seal for cuts, tears or loss
of elasticity. Replace if necessary. Place seal inside
groove at top of element housing. Lubricate O-ring
Figure 4.30-11: Oil Strainer Assembly
with clean engine oil.
1 - Strainer Head 5 - Element Housing 13. Install drain plug (3/8 in.) in bottom of element
2 - O-Ring 6 - Drain Plug housing.
3 - Band Retainer 7 - Seal 14. Secure element housing to strainer head with four
4 - Magnetic Rod capscrews and washers.
2. Detach element housing by removing four
capscrews and washers from strainer head.
NOTICE
3. Remove rubber seal from inside groove at top of Special paper elements are required for initial start-up
element housing. of new and rebuilt engines.
FORM 6300-3
4.30-11 © 8/2012
INLINE LUBRICATOR OIL PRESSURE ADJUSTMENT

See INLINE LUBRICATOR on page 4.45-2 for 1. Run engine until oil reaches normal stabilized
information on this component. operating temperature. Take note of oil header
pressure indicated on panel-mounted oil pressure
gauge.
MAGNETIC PLUG MAINTENANCE
2. Locate pressure regulating valve at oil cooler outlet
! WARNING (see Figure 4.30-13). Loosen and back off jam nut
(1/2 in.) on adjusting capscrew.

engine oil.
Inspect and clean the oil supply magnetic plug at each

oil change. Proceed as follows:
1. Remove magnetic plug from turbocharger oil supply
fitting (see Figure 4.30-12).
Figure 4.30-13
3. Adjust pressure regulating valve to maintain an oil
header pressure of 55 psi (380 kPa) for engines with
a oil temperature of 180°F (82°C) and engine fully
loaded.
• To increase oil pressure, turn adjusting capscrew
in.
• To decrease oil pressure, turn adjusting capscrew
out.
• Tighten jam nut (1/2 in.) to lock setting of adjusting
capscrew.
PRELUBE Y-STRAINER MAINTENANCE

! WARNING
Figure 4.30-12: Turbocharger Oil Supply Magnetic Plug
2. Cylinder head oil supply header has magnetic plugs
on each end.
3. Clean magnetic plug in solvent, if necessary. Wipe
any ferrous metal debris from plugs.
4. Apply Perma Lok Heavy Duty Pipe Sealant with Always wear protective
Teflon to magnetic plug threads. Install and tighten equipment when handling
plug. engine oil.
FORM 6300-3
4.30-12 © 8/2012
Clean the Y-strainer screen at each oil change (see
! WARNING
Figure 4.30-14). Proceed as follows:

1 for leaks or determine airflow
the skin.
2 5. Drip dry screen or use low-pressure compressed air.

6. Inspect screen for tears or holes. Replace if
damaged.
Figure 4.30-14
7. Slide screen back into Y-strainer.
1 - Y-Strainer 2 - Reducing Bushing 8. Apply Perma Lok Heavy Duty Pipe Sealant with
1. Drain oil pan and all oil system accessories: oil Teflon or equivalent onto male threads of plug and
cooler, full-flow oil filter and oil strainer. female threads of Y-strainer body.
2. Remove plug from Y-strainer (see Figure 4.30-15). 9. Install plug into Y-strainer and tighten.
1 MICROSPIN MAINTENANCE
2 3 4
Initial centrifuge servicing should be about 4 weeks after
start-up, sooner if the oil is heavily contaminated. A
maximum buildup of 0.75 in. (19.05 mm) is allowed on
the centrifuge paper insert. Noting the buildup will help
in establishing a cleaning interval.
CENTRIFUGE
! WARNING
5
Solvents may be flammable and
Figure 4.30-15: Prelube Y-Strainer give off dangerous fumes. Read
and follow the manufacturer’s
1 - Plug 4 - To Prelube Pump recommendations.
2 - Screen 5 - From Oil Pan
3 - Strainer Body
3. Pull out cylindrical steel mesh screen. Under normal operating conditions, the centrifuge
4. Flush screening element in a nonvolatile cleaning should be cleaned and its paper insert removed at every
solution or solvent. scheduled oil change, or as experience dictates. The
centrifuge can be cleaned while the engine remains
NOTICE running provided the oil supply valve is shut off.
High-pressure compressed air may damage the

screening element.
FORM 6300-3
4.30-13 © 8/2012
CLEANABLE FILTER ELEMENTS
The cleanable oil elements (see Figure 4.30-16) should
be removed from the oil filtration canister, and cleaned
in a solvent tank at every other regularly scheduled oil
change, or when the oil pressure differential between the
canister inlet and outlet exceeds 15 psi (103 kPa). If an
oil pressure differential of 2 – 15 psi (14 – 103 kPa)
cannot be obtained after normal cleaning, the cleanable
filter elements may be ultrasonically cleaned. It is
recommended that an oil pressure gauge be installed,
to monitor the oil “ΔP” pressure. The engine must be shut
down to service the cleanable oil filters.
Figure 4.30-17: Engine-Mounted Microspin Centrifuge

Assembly
! WARNING
Oil and parts may be extremely

hot. Always use caution when
servicing the unit.
2. Loosen and remove side bell clamp (see Figure

4.30-18).
Figure 4.30-16: VHP 32 in. Cleanable Oil Filter Elements
DISASSEMBLY OF MICROSPIN P/N 489189 AND

P/N 214105 CENTRIFUGE
! WARNING
The oil supply valve must be

shut off before servicing the
Microspin centrifuge. Allow two
minutes before proceeding with
servicing the Microspin
centrifuge to allow the rotor to
stop spinning and the oil
pressure to drop to zero. Failure
to shut off the oil supply valve
can cause severe oil burns.
1. Shut off oil supply valve and wait 2 minutes for oil
pressure to drop to zero and rotor to stop spinning
FORM 6300-3
4.30-14 © 8/2012
3. Turn bell knob counterclockwise until it is free.
3
4. Grasp top bell knob and remove bell housing from
base (this will expose rotor assembly).
2 5. Insert a screwdriver under rotor assembly and raise
it up 1 – 2 in. (25.4 – 50.8 mm) to allow oil to drain
from rotor into body base. When oil is completely
1 drained from rotor assembly, lift it straight up until it
clears base shaft.
6. Position unit on a clean work table. Remove can nut
from rotor assembly (see Figure 4.30-18).
14
4 NOTICE
Use caution during disassembly to avoid damage to
13 the brass bushings.
7. Invert rotor assembly and place it on a clean work

table.
8. While holding rotor can with both hands, press down
12 until can separates from rotor.
9. Clean baffle screen assembly, rotor and jets.
Replace O-ring if necessary.
11
MICROSPIN CENTRIFUGE CLEANING – P/N 489189
AND P/N 214105
1. Remove paper insert from rotor can by inserting a
10
narrow flat tool between paper insert and rotor can.
Run tool around inside of can and remove paper
insert. Clean contaminant buildup in rotor can and
9 insert a new paper insert.
5 NOTICE
8
Remove rubber O-rings prior to placing parts in the
solvent tank.
7
! WARNING
6 Solvents may be flammable and
give off dangerous fumes. Read
and follow the manufacturer’s
recommendations.
Figure 4.30-18
1 - Rotor Assembly 8 - Baffle Screen

(see item 5) Assembly
2 - Bell Housing 9 - Paper Insert 2. Clean baffle screen assembly, rotor turbine, rotor
3 - Bell Knob 10 - Rotor Can can, covers and jets in a suitable solvent tank.
4 - Assembly Diagram 11 - Can Nut (top
5 - Sub-Assembly marked “TOP” or
Diagram “UP”
6 - Rotor Turbine 12 - Base Shaft/Body
7 - O-Ring 13 - O-Ring
14 - Bell Clamp
FORM 6300-3
4.30-15 © 8/2012
MICROSPIN CENTRIFUGE ASSEMBLY – P/N
489189 3
1. Install baffle screen and new O-ring on turbine rotor.
2
NOTICE
The can nut must be tightened hand-tight only. 1
2. Position rotor can, with a new paper insert in place

(see Figure 4.30-20), on turbine rotor. With side of
can nut marked “TOP” or “UP” on top, tighten knurled 14
can nut, hand-tight only (see Figure 4.30-19).
4
1 2
13
12
Figure 4.30-19: Can Nut – Side View
1 - Marked “TOP” or 2 - Bevel 11

“UP”
3. Position turbine rotor assembly into base. Check to
ensure rotor spins freely.
10
4. Install bell housing onto base with new O-ring (if
necessary). Hand-tighten bell nut.
5. Install and hand-tighten bell housing clamp finger-
9
tight.
6. Retighten bell nut hand-tight. 5
7. Open oil supply valve to start centrifuge. Check for 8
oil leaks.
Figure 4.30-20
1 - Rotor Assembly 8 - Baffle Screen

(see item 5) Assembly
2 - Bell Housing 9 - Paper Insert
3 - Bell Knob 10 - Rotor Can
4 - Assembly Diagram 11 - Can Nut (top
5 - Sub-Assembly marked “TOP” or
Diagram “UP”
6 - Rotor Turbine 12 - Base Shaft/Body
7 - O-Ring 13 - O-Ring
14 - Bell Clamp
FORM 6300-3
4.30-16 © 8/2012
RECOMMENDATIONS FOR FUEL GAS – By heating – If the gas is 30°F (17°C) or more
FILTRATION OF SOLIDS AND LIQUIDS above the ambient temperature, it can be cooled by
passing it through a heat exchanger or refrigeration
SOLID PARTICULATE REMOVAL system, then reheated, in a manner similar to that
previously stated. If the gas is 20°F (11°C) or more
Coalescer shall have an absolute rating of 5 microns (0.3 below the ambient temperature, it can be heated. In
microns for landfill applications) for solid particulate both cases, the fuel system after the heating
removal. operation should be insulated. Heating of the fuel
gas is limited to the maximum allowable temperature
LIQUID AND AEROSOL REMOVAL FROM FUEL of 140°F (60°C).
GAS
• Glycol is not permitted in fuel gas because it can affect
Coalescer shall remove entrained liquid and aerosol the engine in adverse ways. The lubricating qualities
contaminants of 0.3 μm (micron) or larger. of the oil may be reduced, resulting in bearing failure,
• Fuel gas compressor lubricating oil carryover must be piston ring sticking, excessive wear and other
removed from the fuel stream. A coalescing filter with problems. A 0.3 micron rated coalescing filter will
a 0.3 micron rating is adequate in most cases. Even remove liquid glycol from the fuel stream.
though this oil is hydrocarbon-based and combustible,
it contains an additive package with calcium and other DESIGN CRITERIA
undesirable elements and compounds. Failure to Coalescer Filter Housing is to be of the cylindrical type,
remove this carryover oil can lead to fuel regulator vertically mounted. The housing shall contain two sump
problems, excessive spark plug and combustion chambers, such that the lower sump collects heavier
chamber deposits, cylinder varnish, ring sticking and liquid dropouts immediately downstream of the gas inlet,
other problems. while the upper sump collects liquids draining off the
• Liquid water is not allowed in the fuel because it coalescer cartridge(s).
frequently results in fouling and corrosion. Particular The coalescer design shall use an inside-to-outside gas
attention must be paid to landfill and digester gases flow path through the coalescer cartridge.
since these gases are commonly received saturated
with water. Due to extremely small clearances in the
admission and check valves, absolutely no water can
be tolerated in a prechamber fuel system. To ensure
that no liquid water forms in the fuel system,
Waukesha specifies that the dew point of the fuel gas
should be at least 20°F (11°C) below the measured
temperature of the gas before all engine-mounted
regulators and engine remote regulator pilot valves (if
so equipped). On engines without prechamber fuel
systems, saturated (100% relative humidity) fuel gas
at the carburetor inlet is acceptable. A 0.3 micron
coalescing filter will remove any liquid water droplets
being carried along with the fuel stream. The water
content of the gas can then be reduced to an
acceptable level by several methods.
– Condensation of excess moisture by refrigerating
the fuel gas to no higher than 40°F (4°C) followed by
filtering to remove the liquids and reheating of the
gas to 85° – 95°F (29° – 35°C). This process will also
remove significant amounts of halogenated and
heavy hydrocarbons and volatile siloxanes.
– Selective stripping with a chemical process.
FORM 6300-3
4.30-17 © 8/2012
FORM 6300-3
4.30-18 © 8/2012
SECTION 4.35
EXHAUST SYSTEM MAINTENANCE
Before performing any service, maintenance or repair Table 4.35-1: Maximum Allowable Exhaust Backpressure
procedures, review SAFETY on page 1.05-1 and
MODEL BACKPRESSURE
GSI 15 in. Water Column
EXHAUST SYSTEM TEMPERATURE MONITORING
EXHAUST SYSTEM BACKPRESSURE Exhaust temperatures can be an important diagnostic
MEASUREMENT tool, but there are differences found between rich burn
Monitor the exhaust system backpressure regularly. The engines:
maximum backpressure must not exceed specification. • Very rich mixture will lower exhaust temperature and
a very lean mixture will also lower exhaust
See Table 4.35-1 for exhaust system backpressure
temperature.
values.
• Very low temperatures are an indication of misfiring.
1. Measure 12 in. (305 mm) downstream from mating
flange of Waukesha-supplied flexible exhaust NOTE: Verification of proper thermocouple readings is
connection. Measurement must be taken before essential.
silencer or catalytic converter, if provided, and
The maximum exhaust temperature variation across the
should be away from any bend or elbow in exhaust
entire engine should be within 100°F (47°C) for all
piping. At this point drill and tap a 1/4 in. NPT hole in
models.
the customer-supplied exhaust piping.
2. Install tubing connector in tapped hole. Use only Normal exhaust temperatures are model dependent:
non-corroding stainless-steel fittings. that is air/fuel ratio and load dependant, naturally
aspirated, turbocharged, lightly loaded, heavily loaded
3. Connect one end of water manometer to connector, and ignition timing all affect the exhaust temperature.
and vent free end to atmosphere. Manometer line See the Waukesha Gas Engine Technical Data manual
fitting must not protrude beyond inner surface of for specific details.
exhaust pipe or an inaccurate reading may result.
NOTE: Since air/fuel ratio, ambient air temperature and
4. Measure exhaust backpressure at rated speed and
many other factors may affect exhaust gas
load. Corrective action must be taken if
temperatures, call the Waukesha Field Service
backpressure exceeds specified limit.
Department if additional information is required.
5. Excessive exhaust backpressure may be due to one
or more of the following conditions: Check engine exhaust temperatures for each cylinder
daily. Monitor the exhaust temperatures when the
• Undersized piping engine is running at rated speed and load.
• Elbows, bends or sudden enlargements in piping
• Plugged catalytic converter EXHAUST SYSTEM INSPECTION
• Pipe obstructions 1. Inspect exhaust manifolds and exhaust piping for

leaks.
• Exit losses
2. Record exhaust manifold temperatures for
reference.
FORM 6300-3
4.35-1 © 8/2012
FORM 6300-3
4.35-2 © 8/2012
SECTION 4.40
CRANKCASE BREATHER SYSTEM MAINTENANCE
Before performing any service, maintenance or repair Crankcase Separator Screen Removal
procedures, review SAFETY on page 1.05-1 and 1. Disconnect separator screen tubing from oil
RIGGING AND LIFTING ENGINES on page 1.10-1. separator (see Figure 4.40-1).
2. Remove capscrews, lock washers and gaskets and
CRANKCASE BREATHER SYSTEM separator screen assembly from top of cylinder
MAINTENANCE block.
NOTE: After cleaning, servicing or replacing any
component of the crankcase breather system, recheck
the crankcase pressure to verify that it is within
specification and that all system components are
functioning properly.
SEPARATOR SCREEN MAINTENANCE

On 6-cylinder engines, the separator screen is located
in the top surface of the crankcase at the rear of the
engine under the separator piping (see Figure 4.40-1).
Figure 4.40-2
Figure 4.40-1
FORM 6300-3
4.40-1 © 8/2012
Crankcase Separator Screen Cleaning and OIL SEPARATOR MAINTENANCE
Inspection
The 6-cylinder engines have one oil separator located at
! WARNING the rear of the engine (see Figure 4.40-3 and Figure
4.40-4).
Always read and comply with

the manufacturer’s instructions 2 3
and warnings on the container
1 4
when using cleaning solvent.
Cleaning solvents may be toxic
or flammable. Keep away from
heat or flame. Always use
approved cleaning solvents in a
well-ventilated area. Do not use
gasoline, paint thinners or other
highly volatile fluids for
cleaning.
5
1. Wash screen in a nonvolatile cleaning solution or

solvent, if necessary.
2. Remove separator screen and breather tube
9 6
assembly.
8
! WARNING
7
for leaks or determine airflow Figure 4.40-3: Oil Separator
air. Compressed air can pierce 1 - Retaining Clip 6 - Steel Mesh
2 - Separator Lid Element
the skin.
3 - Crankcase Vapor 7 - Crankcase Vapor
Wear protective equipment to Outlet and Oil Inlet
protect your skin. Wear safety 4 - Cellular Foam 8 - Separator Body
glasses to shield your eyes from 5 - O-Ring 9 - Drain
3. Dry screening element from inside out using low-

pressure compressed air.
Figure 4.40-4
FORM 6300-3
4.40-2 © 8/2012
Oil Separator Cleaning and Inspection 10. Clean lower separator body in a solvent tank. Allow
separator to dry (see Figure 4.40-6).
Clean oil separator at each oil change.
NOTE: Current production separators have elongated
indentations along the circumference of the cover. This
indicates that the upper foam filter is removable.
1. Disconnect breather plumbing from separator as
required and remove oil separator from engine.
Release two latches on separator and remove cover
2. Remove O-ring from cover.
3. Pry screen out of cover and remove foam. Remove
upper screen from inside of cover.
4. Wash foam in detergent solution and wring dry by
hand. Do not use a mineral-based solvent.
5. Wipe inside of cover clean.
6. Place upper screen inside of cover.
7. Place foam inside of retaining screen.
8. Press retaining screen and foam into cover (see
Figure 4.40-5).
Figure 4.40-6: Oil Separator
11. Install separator onto engine. Connect drain tube to
separator (if equipped).
12. Install cover onto separator. Install breather
plumbing as required.
CRANKCASE PRESSURE CHECK

A negative crankcase pressure of -1 – 0 inch-H2O
(-25.4 – 0 mm-H2O) must be maintained.
NOTE: Measure the crankcase pressure at least once
every 3 months (2,160 hours).
1. Remove pipe plug from oil level gauge support and
install a 1/8 in. NPT tube connector (see Figure
4.40-7).
Figure 4.40-5
9. Install O-ring in cover.
FORM 6300-3
4.40-3 © 8/2012
Crankcase Pressure Adjustment
Crankcase pressure is adjusted with either a venturi/
adjusting capscrew assembly or an ejector breather/
adjusting valve assembly (see Figure 4.40-9).
Figure 4.40-7: Water Manometer Connection

2. Connect one end of manometer to connector, and
vent free end to atmosphere (see Figure 4.40-8).
1 Figure 4.40-9

4
2 1. Run engine at rated speed and load.
NOTE: A negative crankcase pressure of -1 – 0 in.
(-25.4 – 0 mm) is desirable at all speeds and loads.
2. See CRANKCASE PRESSURE CHECK on page
4.40-3 and install a water manometer to monitor
crankcase pressure. If pressure is within
specification, remove water manometer. No further
action is necessary.
3
3. Turn valve until -1 – 0 in. (-25.4 – 0 mm) crankcase
pressure reads on manometer.
Figure 4.40-8 4. Remove engine load.
5. Measure crankcase pressure again. Readjust if is
1 - Shutoff Valves 3 - Manometer
not within specification.
2 - To Crankcase 4 - Vent
6. Retest at rated speed and load. If crankcase
3. Measure crankcase pressure and perform all pressure is within specification, tighten hex nut to
pressure adjustments while engine is operating at hold setting.
rated speed and load (see CRANKCASE
PRESSURE ADJUSTMENT on page 4.40-4). 7. If adjustment of manual control devices fails to
properly regulate crankcase pressure:
4. When complete, remove manometer line and tube
connector. Install pipe plug. a. Clean crankcase separator screen.
b. Clean crankcase oil separators.
c. Clean all breather tubes.
CONTROLS
d. Clean and inspect crankcase breather regulator
All engines are provided with manual crankcase assembly.
pressure adjustment. The adjustment is accomplished
by admitting more or less outside air into the breather e. Clean and inspect venturi extractor assembly.
system. All manual adjustment devices are externally
controlled and easily accessible.
FORM 6300-3
4.40-4 © 8/2012
f. Inspect air cleaner prefilter pads and main filter
! WARNING
elements. Clean or replace as necessary.
g. Measure exhaust backpressure. Excessive
backpressure reduces breather system
effectiveness.
NOTE: After cleaning, servicing or replacing any air. Compressed air can pierce
component of the crankcase breather system, recheck the skin.
the crankcase pressure to verify that it is within Wear protective equipment to
specification and that all system components are protect your skin. Wear safety
functioning properly. glasses to shield your eyes from
CRANKCASE BREATHER REGULATOR
MAINTENANCE
The crankcase breather regulator assembly is above the
water manifold and connected to the venturi extractor 1. Thoroughly wash all parts in a nonvolatile cleaning
through a tee and pipe nipple arrangement (see Figure solution or solvent to remove accumulations of dust,
4.40-10). dirt, grease and grit (see Figure 4.40-11). Dry with
low pressure compressed air.
Figure 4.40-10
While there is no manual adjustment of the crankcase
breather regulator, it should be inspected annually for an
accumulation of dirt or grit. Harsh environments may
dictate more frequent attention.
CRANKCASE BREATHER REGULATOR –

CLEANING AND INSPECTION
NOTICE
If replacement of the breather regulator housing or
valve assembly is necessary, be sure to order the
correct part numbers. Since airflow requirements vary
between engine models and applications, the
housings and valves are sized or weighted differently
and are not interchangeable.
FORM 6300-3
4.40-5 © 8/2012
CRANKCASE PRESSURE RELIEF VALVE
1 MAINTENANCE
To ensure that they are in proper working condition, the
crankcase pressure relief valves should be exercised
and inspected annually (see Figure 4.40-11). If
removed, replace crankcase pressure relief valves in the
same positions as received from the factory.
1. Shut down engine and allow it to cool.
2. Lift valve off its seat to verify plate is free to move
2 (see Figure 4.40-12).
! WARNING
The number of pressure relief

valves used on the engine
3
4
! depends on the volume of the
crankcase. When using this
option, never operate the engine
without proper number of valves
on the engine. The ability of the
5
system to function is dependent
upon the proper number of relief
valves.
Figure 4.40-11: Breather Regulator Assembly
1 - Housing 5 - Valve Hub

2 - Rod 6 - O-Ring
3 - E-Clip 7 - Screen
4 - Valve Plate 8 - Locknut
2. Inspect regulator housing for cracks. Figure 4.40-12: Crankcase Pressure Relief Valve
3. Inspect regulator rod for scratches or burrs.
4. Inspect O-ring for cuts, tears or loss of elasticity.
5. Inspect valve plate for nicks, cracks or damage.
6. Replace any parts that are damaged or worn.
FORM 6300-3
4.40-6 © 8/2012
Some engines equipped with an ejector breather system
use drain tubing to remove condensed oil and moisture
(see Figure 4.40-13). The drain valve is located on the
side of the crankcase, next to the pressure block (see
Figure 4.40-14). Open the valve and drain condensation
at each oil change.
Figure 4.40-13
Figure 4.40-14
FORM 6300-3
4.40-7 © 8/2012
FORM 6300-3
4.40-8 © 8/2012
SECTION 4.45
STARTING SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1, RIGGING
following safety messages.

! WARNING
From the bulkhead, all gas

vented from the system must be
piped to a safe area in
conformance with all applicable
codes.
Figure 4.45-1: Electric Starter

ELECTRIC STARTER SYSTEM MAINTENANCE
AIR / GAS STARTER LUBRICATION RESERVOIR
! WARNING
MAINTENANCE
1. Prior to each start, check air/gas starter reservoir for
Always disconnect electrical
lubricant (see Figure 4.45-2).
power during inspection of
electrical components.
1
Inspect the starter motor and wiring for loose

connections or frayed insulation (see Figure 4.45-1).
Figure 4.45-2
1 - Plug 2 - Reservoir
FORM 6300-3
4.45-1 © 8/2012
2. Remove plug and fill reservoir with proper grade of
oil. DO NOT OVERFILL. Add SAE 10W oil at 32°F
NOTICE
(0°C) and above. Use No. 2 Diesel Oil when ambient The lubricator is intended for systems using dry, clean
temperatures fall below 32°F (0°C). natural gas. Any appreciable amount of hydrogen
3. Replace plug. sulfide (H2S), particularly when combined with
moisture, will cause corrosion and adversely affect the
INLINE LUBRICATOR lubricator and its operation.
! WARNING From the point of use, some oil mist may escape into
the surrounding atmosphere. Users are referred to
OSHA safety and health standards for limiting oil mist
If high-pressure gas is used to
contamination and use of protecting equipment.
drive the air/gas prelube pump
motor, vent the motor exhaust to The maximum operating temperature of the lubricator
a safe area in conformance with is 175°F (79°C).
all applicable codes.
Oil Fill
The inline lubricator injects oil into a stream of
compressed air/gas to provide internal lubrication for the 1
air/gas operated prelube pump motor (see Figure
4.45-3).
2
2 3
3
1 8 4
7 5
6
Figure 4.45-3
1 - Prelube Pump 3 - Inline Lubricator

Figure 4.45-4: Inline Lubricator
2 - Air/Gas Inlet 4 - Prelube Motor
1 - Oiler Adjusting 5 - Reservoir Level
Capscrew Sight Glass
2 - Sight Feed Dome 6 - Drain Plug
3 - Fill Plug 7 - 8 oz. Reservoir
4 - Air/Gas Inlet 8 - Air/Gas Inlet
Check the level of the inline lubricator daily. The oil level
must always be visible in the sight glass. Refill as follows:
1. With inlet pressure shut off, slowly loosen oil fill plug
located in lubricator housing cover (see Figure
4.45-4). Loosening plug will expose a bleed orifice
capable of reducing oil reservoir pressure.
FORM 6300-3
4.45-2 © 8/2012
Cleaning
NOTICE
Clean inline lubricator monthly.
Verify oil level of inline lubricator is always visible in
1. With inlet pressure shut off, slowly loosen oil fill plug
sight glass. DO NOT OVERFILL the reservoir.
in lubricator housing cover. Loosening plug will
expose a bleed orifice capable of reducing oil
2. Remove plug and fill reservoir to proper level. DO reservoir pressure. Remove oil fill plug.
NOT OVERFILL. Oil level must always be visible in
sight glass. Use proper grade of oil. Add SAE 10W 2. Remove drain plug at bottom of reservoir. Drain the
oil at 32°F (0°C) and above. Use No. 2 Diesel Oil oil.
when ambient temperatures fall below 32°F (0°C). 3. Unscrew reservoir from lubricator housing cover.
3. Inspect O-ring on neck of oil fill plug for cuts or 4. Inspect O-ring on upper lip of reservoir for cuts or
general deterioration. Replace as necessary. general deterioration. Replace as necessary.
4. Install plug in lubricator housing cover.
! WARNING
Adjustments
Periodically check the lubricator drip rate. If the prelube Never use your hand to check
pump motor exhaust is oil-free or contains an excessive for leaks or determine airflow
amount of oil, manual adjustment is necessary. rates when using compressed
1. Locate oiler adjusting capscrew located at top of the skin.
sight feed dome.
2. Pull lock ring on adjusting capscrew upward to protect your skin. Wear safety
release drip rate setting. glasses to shield your eyes from
3. Adjust drip rate only when there is a constant rate of flying dirt and debris.
air/gas flow the through lubricator. Oil drops are
atomized by air/gas flowing through the lubricator
throat. Monitor drip rate through sight feed dome. All
oil drops visible in the dome are delivered to the 5. Clean reservoir using soap and water. Dry parts and
prelube pump motor. blow out internal body passages using clean, dry
compressed air.
4. Adjust lubricator to provide a light oil vapor at prelube
motor exhaust (about 4 to 5 drops per minute). Turn 6. Inspect all parts carefully. Replace any damaged
adjusting capscrew clockwise to decrease drip rate; parts.
turn capscrew counterclockwise to increase it. 7. Install reservoir onto lubricator housing cover and
5. Push lock ring on adjusting capscrew downward to fully tighten reservoir until it stops (approximately
lock drip rate setting. five turns). Unscrew reservoir no more than one full
turn to position sight glass for best visibility.
6. Monitor prelube pump motor for a few days following
adjustment. Readjust drip rate if necessary. 8. Inspect O-ring on neck of oil fill plug for cuts or
general deterioration. Replace as necessary. Install
plug in lubricator housing cover.
9. Install drain plug at bottom of lubricator reservoir.
10. Fill lubricator reservoir with proper grade and
amount of oil; see Oil Fill on page 4.45-2 to fill inline
lubricator.
11. Periodically check drip rate. Readjust if necessary
(see Adjustments on page 4.45-3).
FORM 6300-3
4.45-3 © 8/2012
ALTERNATOR BATTERY CONNECTION
VHP Series Four engines have an optional 24-volt • When connecting a battery and alternator, verify the
alternator. This alternator can be used to run ground polarity of the battery and the ground polarity
accessories or recharge starting system batteries. Two of the alternator are the same.
styles of alternator are available. One alternator is driven • When connecting a booster battery, always connect
from a jackshaft out of the front gear housing (see Figure the negative battery terminals together and the
4.45-5). positive battery terminals together.
• When connecting a charger to the battery, connect the
charger positive lead to the battery positive terminal
first. The charger negative lead to the battery negative
terminal is connected last.
• Never operate the alternator with a open circuit. Verify
all connections in the circuit are secure.
• Do not short across or ground any of the terminals on
the alternator.
• Do not attempt to polarize the alternator.
ALTERNATOR SERVICING
The frequency of inspection is determined largely by the
type of operating conditions. High-speed operation, high
temperatures, dust and dirt all increase the wear of
brushes, slip rings and bearings.
At regular intervals, inspect the terminals for corrosion
Figure 4.45-5 and loose connections. Inspect the wiring for frayed
The other alternator option is driven from a pulley insulation. Inspect the mounting capscrews for
installed on the crankshaft (see Figure 4.45-6). tightness, and the belt for alignment, proper tension and
wear. Belt tension should be adjusted on a routine basis.
When adjusting belt tension, apply pressure against the
stator laminations and between the end frames and not
against either end frame.
ALTERNATOR NOISE
Noise from an alternator may be caused by worn or dirty
bearings, loose mounting capscrews, a loose drive
pulley, a defective diode or a defective stator. Inspect for
any of these causes, and repair or replace as necessary.
Figure 4.45-6
The alternator uses two drive belts to increase belt life
and ensure reliability.
NOTE: These belts are a matched set and must be
replaced as a pair to ensure proper operation.
FORM 6300-3
4.45-4 © 8/2012
JACKSHAFT ALTERNATOR V-BELT TENSION 3. When desired belt tension is reached, tighten
adjusting capscrew and pivot capscrew.
! WARNING
CRANKSHAFT ALTERNATOR V-BELT TENSION
Always stop the unit before
cleaning, servicing or repairing
! WARNING
the unit or any driven
equipment. Always stop the unit before
cleaning, servicing or repairing
the unit or any driven
equipment.
1. Loosen upper alternator of pivot capscrew (see
Figure 4.45-7).
1. Remove alternator guards.

2. Loosen lower pivot capscrew (see Figure 4.45-9).
Figure 4.45-7 3 2
2. Loosen adjusting capscrew on alternator (see
Figure 4.45-8). Figure 4.45-9
1 - Adjusting 3 - Pivot Capscrew

Capscrew
2 - Adjusting Stud
3. Loosen adjusting capscrew (see Figure 4.45-9).
4. Turn adjusting stud with a wrench to pivot alternator.
5. When desired belt tension is reached, tighten
adjusting capscrew and pivot capscrew.
6. Install alternator guard.
Figure 4.45-8
NOTE: A new belt is adjusted to a greater tension due
to tension loss which occurs during break-in.
FORM 6300-3
4.45-5 © 8/2012
ALTERNATOR V-BELT MAINTENANCE
• Always use new, matching belt sets.
• When replacing belts, always replace the entire set of
belts, not just the ones that look worn. This will ensure
proper belt operation.
• To check belt tension, depress the belt with your
fingers. A tensioned belt will feel alive and springy.
Belts that are too tight will not deflect and loose belts
will feel dead.
• Keep belts at the proper tension. New belts will stretch
shortly after installation. Loose belts will slip, causing
power loss and heat buildup. Belts that are too tight
will deteriorate rapidly and wear out engine shaft
bearings.
• To avoid belt damage, always loosen the pulley
adjustment when installing belts. Never pry a belt over
a pulley.
FORM 6300-3
4.45-6 © 8/2012
SECTION 4.50
ENGINE PROTECTION SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1, RIGGING 1
following safety messages.
ENGINE PROTECTION SYSTEM

MAINTENANCE
Maintenance of the engine protection system is
generally limited to visual inspection of components.
K-TYPE THERMOCOUPLE INSPECTION
! WARNING 2
Thermocouples can be
extremely hot. Allow engine to Figure 4.50-1
cool prior to handling 1 - Oil Temperature 2 - Oil Strainer
thermocouple. Sensor
NOTE: Crankshaft main bearing thermocouples are

available as an option.
1. Inspect thermocouples (see Figure 4.50-1, Figure
4.50-2, Figure 4.50-3 and Figure 4.50-4) to verify
they are securely seated.
2. Inspect connecting cables and wires for loose
connections, broken wires or insulation.
Figure 4.50-2: Jacket Water Temperature Sensor
FORM 6300-3
4.50-1 © 8/2012
ENGINE PROTECTION SYSTEM MAINTENANCE
System Manager Manual, for more information
concerning ESM sensors.
If a shutdown occurs, the red LED located on the ESM
engine control unit will flash a code that allows the user
to obtain information on system status. If an alarm
occurs, the yellow LED flashes alarm codes.
When ESM ESP software is used, engine speed and
current system readings of pressure and temperature
will be displayed. If a sensor or wiring failure is detected,
the status bar under the affected sensor will change from
teal to yellow, and a message will appear in the status
bar telling the user to check sensor and wiring for proper
operation. Also, the “Engine Alarm” field in the upper
right corner will change from gray (deactivated/no
Figure 4.50-3: Exhaust Thermocouple engine alarm) to yellow (alarm). In case of a shutdown,
the deactivated (gray) status bar under the “Eng Set
Point RPM” field turns red and a message signals the
user of the emergency shutdown. The Fault Log should
be checked for additional information.
Inspect knock sensors to ensure they are seated.
Inspect wiring harness for damage.
Figure 4.50-4: AFR Oxygen Sensor and Thermocouple
PRESSURE AND TEMPERATURE SWITCHES

CALIBRATION
Calibrating and testing pressure and temperature
switches should be performed by qualified service
technicians every 90 days.
ESM KNOCK SENSORS
! WARNING
Sensors can be extremely hot.

Allow engine to cool prior to
handling sensors.
FORM 6300-3
4.50-2 © 8/2012
SECTION 4.55
VALVE ADJUSTMENT
Before performing any service, maintenance or repair NOTE: All Series Four engines use hydraulic valve
procedures, review SAFETY on page 1.05-1, RIGGING lifters.
This section describes the proper procedure to adjust
the valve clearance on Series Four engines. The valves
will be set in the order listed in (see Table 4.55-1 Valve
VALVE ADJUSTMENT Setting Order on page 4.55-1).
NOTICE To compensate for slight differences in wear between

the valves and valve seats, adjust the valve clearance
In any procedure where the rocker arms may have every 4,000 hours.
been removed or disturbed, the cylinder head
replaced, or if it is suspected that the valves may have NOTICE
been adjusted incorrectly, do not rotate the crankshaft
until all rocker arm adjusting capscrews and valve Shut the engine down and allow it to cool for at least 1
bridge adjusting capscrews have been backed off. hour before adjusting the valves.
Failure to back off the adjusting capscrews in these
situations may cause collision between valves and
pistons, and severe engine damage.
Table 4.55-1: Valve Setting Order
6-CYLINDER ENGINE
SET VALVES ON CYLINDER WHEN VALVES OVERLAP ON MATING CYLINDER
COLUMN A COLUMN B
1 6
5 2
3 4
6 1
2 5
4 3
Column A shows the cylinder firing order. Value in column A added to value in column B always equals 7.
NOTE: The cylinder farthest from the flywheel is the No. 1 cylinder, the closest, the No. 6 cylinder.
1. See SPARK PLUG REMOVAL on page 4.10-2 and

remove spark plug cables from ignition coils (see
Figure 4.55-1).
FORM 6300-3
4.55-1 © 8/2012
VALVE ADJUSTMENT
2. Remove rocker arm cover capscrews and washers
(four capscrews and washers per cover) (see Figure
4.55-1 and Figure 4.55-5).
3. Remove rocker arm covers.
NOTE: Set the valves in the order that the engine fires
(see Table 4.55-1 Valve Setting Order on page 4.55-1).
The cylinder firing order also appears on the engine
nameplate (see Figure 1.15-2). Each piston must be
brought into top dead center position, compression
stroke.
NOTICE
Do not back out adjusting capscrews too far. If
adjusting capscrews are backed out too far, the
Figure 4.55-1 adjusting capscrew foot may be pushed off the
adjusting capscrew.
NOTICE
Do not pull on coils to lever valve cover off cylinder NOTE: After an overhaul, or if multiple cylinder heads
head. Pulling on coil could cause damage to were removed, all the adjusting capscrews will have to
equipment. be backed off prior to adjusting valves, in order to ensure
that there is no piston-to-valve contact. During normal
periodic valve adjustment on an engine in service, the
NOTE: It is not required to remove the ignition coils from valves are adjusted, one cylinder head at a time, so only
the valve covers in this procedure. the adjusting capscrews on that cylinder head will need
to be backed off.
NOTE: Prior to removing valve covers, allow the engine
oil to internally drain out of the cylinder heads into the
crankcase. Remove the first valve cover slowly to see if
the engine oil has fully drained from the cylinder heads.
FORM 6300-3
4.55-2 © 8/2012
VALVE ADJUSTMENT
4. If not already loosened, loosen locknuts and back To determine when this piston is at top dead center
out adjusting capscrews on valve bridge assemblies (compression stroke), watch the rocker arms and
and rocker arms (see previous NOTE and Figure valves on its mating cylinder (see Table 4.55-1 Valve
4.55-2). Setting Order on page 4.55-1 and Figure 1.15-2). As
the exhaust valves on the mating cylinder are
closing, the intake valves begin to open. At this point,
1 the mating cylinder is in valve overlap (all four valves
partially open). This means that all four valves on the
first cylinder in the firing order are fully closed. The
first cylinder in the firing order is now at top dead
center (compression stroke).
NOTICE
Ensure that side pressure is not applied to valves while
locknuts are tightened. Use a crescent wrench to
offset pressure applied while tightening locknut to
prevent damage to equipment.
2
NOTE: If the non-adjustable feet of the valve bridge

Figure 4.55-2 assemblies do not make contact with the valve stem,
back out the adjusting capscrews until contact can be
1 - Rocker Arm 2 - Valve Bridge made.
Assemblies
6. Using your fingers, press down on center of intake
5. Using engine barring device (see Figure 4.55-3), bar valve bridge assembly until the non-adjustable foot
the engine over in a counterclockwise direction of intake valve bridge assembly is in full contact with
(facing the flywheel) until the piston of the first valve stem (see Figure 4.55-2).
cylinder in the firing order is at top dead center
7. While maintaining pressure on intake valve bridge
(compression stroke) (see Table 4.55-1 Valve
assembly, rotate adjusting capscrew until it also is in
Setting Order on page 4.55-1).
full contact with the other valve stem.
8. Hold valve bridge assembly in position with a
crescent wrench, and tighten locknut to lock
adjusting capscrew in position (see Figure 4.55-2).
9. Using your fingers, press down on center of exhaust
valve bridge assembly until the non-adjustable foot
of exhaust valve bridge assembly is in full contact
with valve stem.
10. While maintaining pressure on exhaust valve bridge
assembly, rotate adjusting capscrew until it also is in
full contact with the other valve stem.
11. Hold valve bridge assembly in position with a
crescent wrench, and tighten locknut to lock
adjusting capscrew in position.
12. Back out rocker arm adjusting capscrew.
Figure 4.55-3 13. Push down on rocker ball side of intake rocker arm
to ensure that rocker ball on intake rocker arm, just
contacts, but does not depress, the hydraulic lifter
plunger (see Figure 4.55-4).
FORM 6300-3
4.55-3 © 8/2012
VALVE ADJUSTMENT
22. After all valves are adjusted and before starting the
1 engine, use the engine barring device to manually
rotate the engine in a counterclockwise direction, to
be certain that no oversights have occurred which
might cause valve and piston interference.
2
23. Verify that the rocker arm cover gasket surfaces are
clean and completely free of grease and oil.
24. Position the rocker arm covers on the cylinder heads
with four washers and capscrews per cover (see
3
Figure 4.55-5).
4
2
Figure 4.55-4: Hydraulic Lifter

3
1 - Plunger 3 - Hydraulic Lifter
2 - Rocker Ball Should 4 - Push Rod Tube
Seat in Plunger
14. While holding rocker ball down against the hydraulic
lifter plunger, rotate adjusting capscrew down until
adjusting capscrew just contacts the center flat of
intake valve bridge assembly. Then rotate adjusting
capscrew down 1/2 turn.
15. Hold adjusting capscrew in position with a
screwdriver, and tighten locknut to lock adjusting
capscrew in position.
4
16. Back out rocker arm adjusting capscrew.
17. Push down on rocker ball side of exhaust rocker arm
to ensure that rocker ball on exhaust rocker arm just
contacts, but does not depress, the hydraulic lifter Figure 4.55-5: Valve Cover
plunger.
1 - Capscrew 3 - Valve Cover
18. While holding rocker ball down against hydraulic 2 - Washer 4 - Gasket
lifter plunger, rotate adjusting capscrew down until
adjusting capscrew just contacts center flat of 25. Tighten oiled rocker arm cover (valve cover)
exhaust valve bridge assembly, then rotate the capscrews to specifications. See Rocker Arm in
adjusting capscrew down 1/2 turn. Table 1.15-13 Critical Engine Torque Values on
page 1.15-18 for specific torque values.
19. Hold adjusting capscrew in position with a
screwdriver, and tighten locknut to lock adjusting 26. See IGNITION SYSTEM MAINTENANCE on page
capscrew in position. 4.10-1 and install spark plugs, spark plug extension,
coils and spark plug cables.
20. Rotate the engine counterclockwise to the next
cylinder in the firing order, top dead center
(compression stroke).
21. Repeat Steps 2 through 20 for each cylinder in the
firing order (see Table 4.55-1 Valve Setting Order
on page 4.55-1 and Figure 1.15-2). Watch each
mating cylinder for valve overlap.
FORM 6300-3
4.55-4 © 8/2012
SECTION 4.60
Before performing any service, maintenance or repair Regularly inspect the engine during operation (see
procedures, review SAFETY on page 1.05-1 and Table 4.60-1). Duplicate the ENGINE PERFORMANCE
RIGGING AND LIFTING ENGINES on page 1.10-1. RECORD on page 4.60-6, and use it to record the
results of regular inspections. By maintaining trend
MAINTENANCE SCHEDULE information on general engine condition, the necessary
corrective action can be taken when a problem first
The following maintenance schedule assumes normal becomes apparent. An early diagnosis will save money
operating conditions. It may be necessary to change and reduce downtime by preventing the development of
some of the maintenance intervals if abnormal operating more serious problems.
conditions such as extreme cold or very dirty conditions
are encountered. Choose the shortest time listed when
given a choice (see Table 4.60-1).
! WARNING
Always observe the following

maintenance schedule.
FORM 6300-3
4.60-1 © 8/2012
Table 4.60-1: Routine Maintenance Chart
Routine Maintenance Chart
DAILY (OR AS REQUIRED)
1,500 HOURS
2,500 HOURS
4,000 HOURS
8,000 HOURS
250 HOURS
500 HOURS
720 HOURS
ITEM SERVICE
Check/Clean or
Air Cleaner Filter Element •
Replace
Air Starter Lubricator Check/Fill •
Control Rod Ends and Linkage Clean/Lubricate •
Cooling Systems Fluid Level (Jacket and
Check/Fill •
Auxiliary)
Crankcase Oil Level Check/Fill •
ESP Total Fault History Review (Monthly) •
Oil Filter Release Trapped Air •
Check/Clean or
Precleaner Element •
Replace
Prelube Motor Reservoir Check/Fill •
Engine Oil & Filter* (Standby Duty)
Change Oil and Filter •
(Annually, whichever is reached first)
Engine Oil & Filter* (Excess of ISO Change Oil and Filter •
Standard or Continuous Duty)
Engine Oil & Filter* (500 hours for Ebullient

Cooled or Hot Water System with Engine Change Oil and Filter •
Water Temperature 200°F (93°C) or Above
Engine Oil* (Analysis) Analysis •
Engine Oil & Filter* (Light Load Operation) Change Oil and Filter •
Engine Oil & Filter* (2,100 hours for ISO

Standard or Continuous Duty with Change Oil and Filter •
Microspin)
Oil Cooler* (Oil Side) (Maintain with Drain

appropriate oil change interval)
Oil Filter* Elements (Maintain with Replace

Oil Separators* (Microspin) (Maintain with Clean

Battery Electrolyte Check/Fill •
FORM 6300-3
4.60-2 © 8/2012
1,500 HOURS
2,500 HOURS
4,000 HOURS
8,000 HOURS
250 HOURS
500 HOURS
720 HOURS
ITEM SERVICE
Belt Tension Check •

Air Actuator Lubricate •
Alternator Bearings Lubricate •
Auxiliary Water Pump Inspect/Lubricate •
Fan Hub and Idler Pulley Bearings Lubricate •
Generator Bearings Lubricate •
Water Pump Idler Pulley Bearings Lubricate •
Crankcase Breather Clean •
Replace at 2,000
Oxygen Sensors (with AFR option) •
hours
Ignition Cables: Primary and Secondary
Inspect •
Connection
Engine Protection Devices (Switch Gages,
Test and Calibrate •
Overspeed, etc.)
Carburetor Adjust •
Crankcase Pressure Check •
Model 99 Regulator Adjust •
Mooney Regulator Adjust •
Ignition Timing Check •
Oil Strainer Element Clean •
Magnetic Plugs Clean •
Wastegate Vent Plug Inspect/Clean •
Valve Clearance Adjust •
Spark Plugs Replace •
Oil Filter Seal Replace •
Cylinder Compression Check •
Electric Starter Bearings Lubricate •
Governor-Synchronizer Motor Bearings Lubricate •
Model 99 Regulator Filter Clean/Replace •
Mooney Regulator Filter Clean/Replace •
Water Pump Inspect •
FORM 6300-3
4.60-3 © 8/2012
1,500 HOURS
2,500 HOURS
4,000 HOURS
8,000 HOURS
250 HOURS
500 HOURS
720 HOURS
ITEM SERVICE
Carburetor Air/Gas Valves Clean •

Carburetor Diaphragm Inspect •
Precleaner Element Replace •
Coolant Analysis Check •
Alternator Belts (if equipped) Inspect •
Knock Sensors Inspect •
Turbocharger Clean/Inspect •
Main and Rod Bearings Inspect •
Cooling System (Jacket and Auxiliary) Clean and Flush •
Cooling System Thermostats Remove and Test •
Cooling System Tube Bundle Clean •
Crankcase Oil Pickup Screen Clean •
Engine Mounting and Alignment Check •
Exhaust Back Pressure Check •

Fuel Flow Filter Relief Valve Inspect •
Inspect, Lubricate,
Throttle Actuator Linkage •
Test (as needed)
High-Tension Wires Replace •
Inspect Wiring/
Harnesses, Secure
Connections, Check
ESM System Wiring Ground •
Connections, Verify
Incoming Power is
Within Specification
Inspect, Clean,
Stepper (with AFR option) •
Lubricate, Test
Ignition Primary Terminals, Harness Plug Inspect •
IPM-D Timing Disc Magnets Clean/Inspect •
Jacket Water Hoses Replace •
Oil Hoses Replace •
Oil Pan Clean •
FORM 6300-3
4.60-4 © 8/2012
1,500 HOURS
2,500 HOURS
4,000 HOURS
8,000 HOURS
250 HOURS
500 HOURS
720 HOURS
ITEM SERVICE
Vibration Damper Capscrews Retorque •

Intercooler Clean/Inspect •
Carburetor Gasket Replace •
Carburetor Air/Gas Valve Replace •
Belts (Engine) Replace •
Carburetor Diaphragm Replace •
Crankcase Pressure Relief Valves Inspect •
Ignition Coils Inspect •
Ignition Primary Terminals, Connections,
Inspect •
Harness Plug and Wires
Wastegate Rebuild •
* For oil change intervals, see latest edition of Service Bulletin 12-1880.
FORM 6300-3
4.60-5 © 8/2012
ENGINE PERFORMANCE RECORD

Engine operating information recorded during regular inspections is necessary to apply proper Routine Maintenance
schedules. Accurate records will help to control costs by avoiding unnecessary servicing, ensuring needed servicing
and providing trend information on the general engine condition. It is recommended that a record of the following
information be kept.
Table 4.60-2: Engine Performance Form
Date Time
Serial No. Spec. No. Model
Hour Meter Reading rpm Ambient Temperature
Ignition Timing Load Hours on Spark Plugs
Oil Temperature Oil Pressure
Jacket Water Temperature Outlet Inlet
Gas/Air Pressure Supply Pressure
Intake Manifold Pressure Intake Manifold Temperature
Exhaust Manifold Oxygen %
Exhaust Backpressure Crankcase Pressure (Positive/Negative)
Auxiliary Water Temperature In Out
Unusual Noise(s) Vibration
Oil Leaks (Location)
Coolant Leaks (Location)
EXHAUST MANIFOLD
EXHAUST MANIFOLD TEMPERATURES: TEMPERATURE
(PRE-TURBINE)
1. 1. LB
2. 2. RB
3. 3.
4. 4.
5. 5.
6. 6.
7. 7.
8. 8.
FORM 6300-3
4.60-6 © 8/2012
TROUBLESHOOTING AND STORAGE
SECTION 5.00
TROUBLESHOOTING
Before performing any service, maintenance or repair NOTE: Table 5.00-1 is only provided as a service to our
procedures, review SAFETY on page 1.05-1 and customers. It should not be viewed as a reflection of
RIGGING AND LIFTING ENGINES on page 1.10-1. Waukesha’s actual experience with this product.Table
5.00-1 is not “all inclusive.” See respective sections in
The following table is provided to assist the user in
this manual for details.
determining the possible causes of unsatisfactory
engine operation, as well as point out the corrective
action that may be undertaken to remedy the problem.
Knowledge of how the engine operates along with the
current readings from the ESM Electronic Service
Program (ESP) can be combined with this information to
provide a framework for resolving actual or potential
problems.
FORM 6300-3
5.00-1 © 8/2012
TROUBLESHOOTING
Table 5.00-1: Troubleshooting Table
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Engine crankshaft cannot be barred
Load not disengaged from engine. Disengage load.
over.
ON-OFF switch in OFF position or
Determine cause, correct and reset.
defective (if used).
Fuel throttle or manual shutoff
Check gas pressure.
control in OFF position.
Safeties tripped. Determine and correct cause of overload.
Insufficient cranking speed:
1. Low starting air pressure. 1. Build up air/gas pressure. 100 – 125 rpm required
2. Oil temperature too low or to start engine.
viscosity too high. 2. Change oil or raise the oil temperature.
Fuel system inoperative caused by
insufficient fuel supply or fuel Check gas pressure
pressure.
Faulty ignition system:
Engine will crank, but will not start. 1. No power to ignition module. 1. Reconnect.
Ambient minimum temperature 2. Low or no output from ignition 2. Replace ignition module as required.
50°F (10°C). module. 3. Reconnect.
3. Hall-effect pickup disconnected 4. Reset the timing.
or damaged. 5. Repair or replace.
4. Incorrect ignition timing. 6. Check gap/replace as required.
5. Broken or damaged wiring.
6. Spark plug(s) not firing.
NOTICE
Insufficient or no air intake: Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
accumulations of oil.
1. Clogged intake air filters. 1. Remove and clean.

2. Clogged/dirty charge air cooler 2. Remove and clean.
(air side).
FORM 6300-3
5.00-2 © 8/2012
TROUBLESHOOTING
Safeties tripped. Determine cause, correct and reset.
Insufficient fuel supply. Check gas pressure.
Low oil pressure causes engine

Inspect lubricating oil system and components;
protection control to shut down
correct cause.
engine.
High coolant temperature causes
Inspect cooling system and components; correct
engine protection control to shut
cause.
down engine.
High intake manifold temperature. Correct cause.
High oil temperature. Correct cause.
Engine overspeed causes engine
Engine stops suddenly. protection control to shut down Determine and correct cause.
engine.
Excessive load causes engine to
Determine and correct cause of overload.
stall.
Insufficient intake air:
1. Clogged intake air filter(s). 1. Remove and clean.
2. Clogged intercooler (air side). 2. Remove and clean.
Obstructed exhaust manifold. Locate and remove obstruction.
Seizure of main bearings,
Replace bearings – clean up or replace crankshaft,
connecting rod, piston pin or
camshaft or piston pins, as required.
camshaft.
1. Lack of lubrication. 1. Check oil system; correct cause.
2. Dirt in oil. 2. Check oil filters.
FORM 6300-3
5.00-3 © 8/2012
TROUBLESHOOTING
Insufficient fuel:
Low gas pressure. Check gas fuel system.
Air intake system malfunction:
1. Dirty intake air filters. 1. Remove and clean.
2. Clogged intercooler. 2. Remove and clean.
NOTICE
Bar the engine over by hand to verify that the cylinders are clear. Inspect the intake
manifold for accumulations of oil. Remove and clean.
Detonation Sensing Module

sensing detonation condition in one
or more cylinders:
Engine loses power. Determine if “hot” or unprocessed gas has gone

through engine that could cause detonation. Check
“Hot” or unprocessed gas has gone DSM diagnostic display codes, and perform
through engine that could cause appropriate procedures as outlined in latest edition
detonation. of Form 6268 or Form 6278, Custom Engine Control
Detonation Sensing Module Installation, Operation &
Maintenance Manual.
Air leaks in intake system. Find and correct as required.
Turbocharger malfunction or failure:
Lack of lubrication. Contact your Waukesha Distributor for assistance.
Ignition system timing incorrect. Retime.
Low compression pressure:
Misadjusted intake and exhaust
Readjust.
valves (if recently overhauled).
Excessive exhaust system
Correct as required.
backpressure.
Engine will not shut down using Defective ON-OFF switch. Shut off fuel supply.
normal stopping procedures.
! WARNING
Shut off the gas
supply for positive Overheated combustion chamber
shutdown of gas deposits cause the engine to run on Allow engine to cool down before attempting to stop.
engines. Inspect auto ignition.
the intake manifold
for accumulations
of oil.
FORM 6300-3
5.00-4 © 8/2012
TROUBLESHOOTING
Engine overloaded. Determine and correct cause.
Insufficient fuel supply. Check fuel supply system.
Engine will not reach rated speed. Restricted air intake. Correct cause.
Ignition not properly timed. Retime.
Tachometer inaccurate. Calibrate or replace tachometer.
Spark plug fouled or not firing,
Individual cylinders misfire. Replace spark plug. Replace ignition coil.
ignition coil failed.
Engine will not run at maximum Engine misfiring:

power. Fuel system setting incorrect. Contact your Waukesha Distributor for assistance.
Engine overloaded. Determine and correct cause of overload.
Incorrect ignition timing. Reset to specification.
Engine detonates.
Engine misfiring:
Spark plug is misfiring. Clean and regap, or replace spark plugs.
Advanced ignition timing. Reset to specification.
Air/fuel ratio incorrect. Reset to specification.
Emission levels too high.
Engine misfiring:
Faulty ignition system. Repair or replace components as required.

Insufficient oil. Add oil as required.
Compare to master gauge. Replace gauge if
Oil pressure gauge inaccurate.
necessary.
Oil gauge line plugged or valve shut. Renew gauge line; open valve.
Oil filters plugged. Change elements; clean filter.
Oil pressure regulating valve stuck
Clean and polish valve.
in OPEN position.
Low or fluctuating oil pressure See OIL PRESSURE ADJUSTMENT on page 4.30-
Oil pressure regulating valve set too
12, and readjust oil pressure regulating valve to
low.
NOTICE proper pressure at governed speed.
Change oil and filter elements. Determine and correct
Oil dilution.
Shut down engine immediately. source of dilution.
Oil of low viscosity. Change to higher viscosity oil as recommended.
Use oil grade recommended. Check for water leaks
Oil foaming.
into oil.
Clogged oil inlet screen(s). Remove and clean screen(s).
Engine is operated at angles that
Operate within maximum safe tilt angles (see
exceed the maximum safe tilt
Specifications).
specification.
Dirty oil cooler. Clean.
Low gas/air pressure. Insufficient line pressure. Increase line pressure.
Incorrectly adjusted gas regulator. Readjust.
High gas/air pressure. Incorrect spring in gas regulator. Replace spring.
Excessive line pressure. Reduce line pressure.
FORM 6300-3
5.00-5 © 8/2012
TROUBLESHOOTING
See OIL PRESSURE ADJUSTMENT on page 4.30-
Misadjusted oil pressure regulating
12, and readjust oil pressure regulating valve to
High oil pressure. valve.
proper pressure.
Lubricating oil of high viscosity. Change to lower viscosity oil as recommended.
Compare to master gauge; replace gauge if
Low jacket water temperature. Gauge inaccurate.
necessary.
! WARNING
Allow the engine to cool.
Gauge inaccurate.

necessary.
Gauge line clogged or valve shut. Replace line, open valve.
High jacket water temperature.
Low coolant level. Fill cooling system.
Broken or loose water pump belts. Replace or adjust belts.
Airbound cooling system. Purge air from cooling system.
Leaking pump seals. Repair pump.
Completely thaw cooling system before restarting
Frozen coolant.
engine.
Incorrect ignition timing. Reset ignition timing.

Gauge inaccurate.
necessary.
Clogged gauge line or the gauge line
Replace line or open valve.
valve is shut.
High auxiliary water temperature.
Broken or loose auxiliary water
Replace or adjust belts.
pump belts.
Clogged heat exchanger or
Clean heat exchanger/intercooler.
intercooler.
Oil leaks in oil system. Locate and repair leaks.
Change to a viscosity recommended for operating
High oil consumption. Improper viscosity.
temperatures.
Worn piston rings or sleeves. Contact your Waukesha Distributor for assistance.
Oil contaminated with water. Change oil.
Oil contaminated with dirt:
Oil contamination. 1. Oil filter bypass valves opening
1. Replace elements.
because elements are plugged.
2. Replace elements.
2. Oil filter elements punctured.
3. Replace air intake filters.
3. Air intake filters punctured.
FORM 6300-3
5.00-6 © 8/2012
TROUBLESHOOTING
Engine misfiring. See Engine detonates in this table.
Foundation capscrews:
Loose. Contact your Waukesha Distributor for assistance.
Excessive vibration.
Vibration damper:
Loose. Contact your Waukesha Distributor for assistance.
NOTICE
Crankshaft:
Stop engine at once; investigate 1. Contact your Waukesha Distributor for
cause. 1. Broken. assistance.
2. Main bearing nuts loose. 2. Contact your Waukesha Distributor for
3. Crankshaft counterweight assistance.
loose. 3. Contact your Waukesha Distributor for
assistance.
Loose flywheel. Contact your Waukesha Distributor for assistance.
Gauge inaccurate.
necessary.
Insufficient cooling:
1. High auxiliary water
1. See High auxiliary water temperature causes in
temperature.
High oil temperature. this table.
2. Dirty oil cooler.
2. Clean or replace.
3. Broken or loose auxiliary water
3. Replace or adjust belts.
pump belts.
Dirty jacket water heat exchanger or
Clean or replace.
radiator.
See Low or fluctuating oil pressure causes in this
Low lubricating oil pressure.
table.
Low WKI fuel. Adjust timing for the fuel used.
Overly advanced ignition timing. Retime.
Excessive valve clearance. Adjust to specification.

Knocking or unusual noises. Loose bearings (failed). Contact your Waukesha Distributor for assistance.
Loose piston pins (failed). Contact your Waukesha Distributor for assistance.
Excessive crankshaft endplay. Contact your Waukesha Distributor for assistance.
Misfitted or excessively worn timing

Contact your Waukesha Distributor for assistance.
gears.
Leaks in fuel system. Contact your Waukesha Distributor for assistance.
Excessive fuel consumption. Retarded ignition timing. Set timing to specifications.
Low oil pressure. Improper bearing
Turbocharger: Excessive noise or lubrication. Load engine before
Contact your Waukesha Distributor for assistance.
vibration. warm oil is supplied to the
turbocharger.
FORM 6300-3
5.00-7 © 8/2012
TROUBLESHOOTING
Table 5.00-2: Spark Plug Troubleshooting
FIRING TIP APPEARANCE CONDITION REMEDY

No change; reflects a healthy
Light casting of whitish ash, uniformly deposited Normal with medium to high ash oils
operating cylinder
High oil consumption Change engine oil type
Wrong oil; ash content too high Change engine oil type
Excessive ash buildup
Poor oil control around valve guides and Inspect and replace worn parts as
piston rings necessary
Poor oil control around valve guides and
Replace worn parts as necessary
Black oil fouling deposits piston rings
Engine too lightly loaded Adjust engine load
Add fuel filter
Gap bridging Contaminated or “dirty” fuel gas Use more “open” electrode type
plug
Spark plug firing tip temperature too low Change plug heat range
Engine too lightly loaded Adjust engine load
Carbon fouling
Inspect and replace worn parts as
High oil consumption
necessary
Wear on side electrodes Reverse polarity Reverse ignition coil wiring
Inspect piston crowns with
borescope; replace worn parts as
necessary
Engine operated with severe detonation
Aluminum contamination
resulting in piston damage Check ignition timing, fuel gas
octane
Reduce engine load
Oxide of cobalt fouling from burning of
Bright blue or green deposits Replace valves and seats
Stellite metal on valves and seats
NOTE: If any of the above conditions exist, be sure to correct the cause before installing new spark plugs.
FORM 6300-3
5.00-8 © 8/2012
SECTION 5.05
STORAGE

! WARNING
procedures, review SAFETY on page 1.05-1.
See Table 1.15-7 Waukesha Preservative Oil Never attempt to start an engine
Application on page 1.15-15 for required amounts of that has been stored without
preservative oil.
ENGINE STORAGE – GENERAL

! first cranking it over with the
spark plugs removed. Any oil,
coolant or preservative oil that
might spurt from these
Consider the following factors before deciding how
openings must be removed to
much preservation is required:
prevent a hydraulic lock.
• Whether the engine was used, the length of service Continue to crank the engine
since the last oil change with the starter until liquid is no
• The period of time the engine is likely to be idle or longer ejected from the
inoperative openings. Inspect the intake
passages and manifolds for
• The atmospheric conditions at the time and place of
thickened preservative oil.
storage. For example, the storage problems
Accumulations of thickened
encountered in a tidewater warehouse will differ
preservative oil may thin as the
greatly from those that may be experienced in a dry
engine warms up and be burned
and dusty location.
as fuel, resulting in a runaway
• The hostility of the environment and the accessibility engine.
of the equipment for periodic inspection. An engine on
a showroom floor that is turned over and oiled
occasionally requires less treatment than an engine
abandoned in a dusty warehouse. NOTICE
Waukesha engines should be purged of all
WAUKESHA PRESERVATIVE OIL preservative oil from the cylinder head area prior to
Waukesha Preservative Oil offers a practical and start-up. Failure to comply with this message may
economical solution to the problems previously result in engine damage.
mentioned. While similar in appearance to SAE 10
lubricating oil, it contains corrosion-inhibiting chemicals.
Waukesha Preservative Oil will not protect engine
These chemicals vaporize slowly and diffuse throughout
surfaces in close contact with used engine oil.
an enclosed area, forming an invisible protective layer
Waukesha Preservative Oil will only do an effective job
on the exposed surfaces. All engine outlets must be
if added to clean engine oil. If high sulfur (gas or diesel)
sealed to block the escape of the vaporized corrosion-
or dirty oil has left highly corrosive oil in the bearings and
inhibiting chemicals.
close-contact surfaces, the Waukesha Preservative Oil
At time of start-up, the preservative oil does not need to vapors will not be able to form a protective layer on these
be removed before adding the engine lube oil. If surfaces. Water-contaminated engine oil will also
preservative oil was added to clean engine lube oil, prevent the preservative oil vapor from forming a
change the engine lube oil as outlined in latest edition of protective layer. Engines with dirty oil should receive an
Service Bulletin 12-1880. There are no adjustments to oil change and be run long enough to circulate the clean
these recommendations when using preservative oil. oil before adding the Waukesha Preservative Oil.
FORM 6300-3
5.05-1 © 8/2012
STORAGE
Waukesha Preservative Oil is not intended as a
! WARNING
protective coating for external surfaces of the engine.
Other excellent products are available for protecting
polished or machined surfaces and should be used Engine preservative oils, such
when needed. as Waukesha Preservative Oil,
contain a petroleum distillate
1. Begin with a cold engine (below 38°C [100°F])
which is harmful or fatal if
containing clean engine oil and filter elements.
swallowed. If taken internally,
2. Add the required amounts of Waukesha do not induce vomiting. Consult
Preservative Oil to the oil pan, oil bath air filters, fuel a physician. If vomiting occurs,
tanks and multi-plunger injection pumps. keep head below hips to prevent
3. Crank engine for approximately 20 seconds, if aspiration of liquid into lungs.
possible, to help disperse Waukesha Preservative Avoid breathing of vapor. Vapor
Oil through fuel lines, injectors and injection pumps. is harmful and may cause
4. Remove rocker arm covers, spark plugs or injectors. irritation to eyes, nose and
Add the required amounts of Waukesha throat. Use only with adequate
Preservative Oil to each cylinder through the injector ventilation. If affected by
or spark plug openings and replace the plugs or exposure, move to fresh air
injectors. Apply Waukesha Preservative Oil to the immediately and get medical
rocker area with a brush, by pouring. help. If breathing is difficult, give
oxygen.
NOTE: On GL engines, allow ample time (1 minute
minimum) before installing spark plugs to allow Avoid contact with eyes, skin
Waukesha Preservative Oil to flow through the spark and clothing. Use rubber gloves
plug sleeve prechamber. to protect hands and chemical
goggles to protect eyes. A
NOTE: Wipe engine clean and dry. Apply wax-type National Institute for
masking tape or similar material to all openings in air Occupational Safety and Health
cleaners, exhaust outlets, breathers, magneto vents and (NIOSH) approved respirator is
open line fittings. Use cardboard, plywood or metal required where ventilation is
covers where practical to facilitate closing off openings inadequate to protect from
in the engine. inhaling vapors. If skin contact
5. Engines may be stored up to 1 year after being occurs, immediately wash with
treated with Waukesha Preservative Oil. If storage is soap and water. If eye contact
to exceed this period, inspect engine annually and occurs, flush eyes for at least 15
repeat preservation routine. If deferred start-up will minutes and get immediate
be requested, Form 866 (deferred start-up Engine medical help. Remove and wash
Inspection form) will also need to be filled out and clothing before reuse.
submitted to the Warranty Administrative Keep the preservative oil
Department. container closed and away from
heat. Always read and observe
NOTICE the safety labels on the
container. Do not remove or
Engines stored outdoors or in humid environments
deface container labels.
may require more frequent preservations and
inspections. Do not heat Waukesha
Preservative Oil beyond 93°C
(200°F). If heating below 93°C
(200°F), the container must be
opened or vented to reduce the
danger of explosion. Direct
heating is dangerous and must
be avoided.
FORM 6300-3
5.05-2 © 8/2012
STORAGE
Table 5.05-1: Engine Preservation Requirements
Condition 1 – Condition 2 – Condition 3 – Condition 4 –

New Non-Operational New Operational Used Operational Used Non-Operational
New engine started but not Used engine can be run,
New engine never started, no Used engine does not run
commissioned, oil in sump preserved with lube oil in sump
oil in sump (example: new (example: an engine that was
(example: an engine that has (example: an engine that is
engine sitting in yard waiting to pulled from the field prior to
been packaged and run that being preserved on-site prior
be packaged). being preserved).
will sit until commissioning). to being stored).
1. Add preservative oil to 1. Add preservative oil to 1. Run engine until warm. 1. Drain used oil.
sump. sump. 2. Drain used oil. 2. Refill with new lube oil.
2. Add preservative oil to 2. Run prelube and crank or 3. Refill with new lube oil. 3. Add preservative oil to
cylinders and rocker area bar engine to circulate. 4. Add preservative oil to sump.
(bar engine minimal 3. Add preservative oil to sump. 4. Run prelube and crank or
amount after adding to cylinders and rocker area 5. Run to circulate. bar engine to circulate.
each cylinder – maximum (bar engine after adding to 6. Add preservative oil to 5. Add preservative oil to
of two complete each cylinder). cylinders and rocker area cylinders and rocker area
revolutions). (bar engine after adding to (bar engine after adding to
each cylinder). each cylinder).
OTHER PRESERVATIVE OILS AND

MATERIALS
In addition to Waukesha Preservative Oil, the following
preservative oils have been found satisfactory for the
internal protection of engines (see Table 5.05-2). Other
equally good oils are also available. In general, the
properties that make an oil suitable for preservative
requirements are good aging stability; high resistance to
gumming, oxidation and polymerization; low pour point
and viscosity; and freedom from acids, asphalts, resins,
tars, water and other contaminants.
NOTICE
Waukesha Preservative Oil is not formulated as a
protective coating for external surfaces.
Table 5.05-2: Preservative Oils
SUPPLIER BRAND NAME

American Oil Company Amoco Anti-Rust Oil 4-V
Gulf Oil Corporation No Rust Engine Oil Grade 1
Mobil Oil Company Mobil Arma 522
Shell Oil Company Donax T-6
Atlantic Richfield Company Dexron
Texaco, Inc. #800 Regal Oil A (R O)
FORM 6300-3
5.05-3 © 8/2012
STORAGE
Excellent products for polished and machined surfaces
are available on the market and should be used when
needed (see Table 5.05-3).
Table 5.05-3: Protective Materials
INTERNAL SURFACES EXTERNAL SURFACES

U. S. Army Spec. 2-126 U.S. Army Spec. 2-121
(Available as SAE 10 or SAE 30) (Waxy Coating)
Waukesha Preservative Oil, U.S. Army Ordinance Spec. AXS 673
Mil Spec. MIL-L46002 Grade 2 (Harder Black Coating)
! WARNING
Do not heat preservative

compounds to temperatures
that exceed 93°C (200°F).
ENGINES RETURNED TO SERVICE AFTER

STORAGE
NOTICE
Never attempt to start an engine that has been stored
without first cranking it over with the spark plugs
removed. Any oil, water or preservative compound
that might spurt from these openings must be removed
to prevent a hydraulic lock. Continue to crank the
engine with the starter until liquid is no longer being
ejected from the openings.
The steps needed to bring an engine into active service

after storage in accordance with these instructions are
about the same as those normally carried out on a new
engine.
FORM 6300-3
5.05-4 © 8/2012
APPENDIX A – WARRANTY
FORM 6300-3
© 8/2012
FORM 6300-3
© 8/2012

3) Waukesha 3514GSI - VHP Series Four - Operation & Maintenance 6300-3

Uploaded by

Copyright:

Available Formats

3) Waukesha 3514GSI - VHP Series Four - Operation & Maintenance 6300-3

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

3) Waukesha 3514GSI - VHP Series Four - Operation & Maintenance 6300-3

Uploaded by

Copyright:

Available Formats

GE Energy

Waukesha gas engines

VHP Series Four

Waukesha gas engines

ALL RIGHTS RESERVED:

DIVERSION CONTROL STATEMENT:

HOW TO USE THIS MANUAL CORRECT METHOD OF RIGGING AND LIFTING

CHAPTER 1 – SAFETY AND GENERAL Section 1.15 – GENERAL INFORMATION

AIR INTAKE SYSTEM COMPONENT Section 2.35 – EXHAUST SYSTEM

CRANKCASE PRESSURE RELIEF VALVES – FUEL SYSTEM COMPONENT

ESM ENGINE PROTECTION SHUTDOWN SYSTEM FUEL SYSTEM ADJUSTMENT GENERAL

DESCRIPTION OPTIONS .............................. 2.50-1 INFORMATION............................................ 4.05-9

ESM STANDARD COMPONENTS............. 2.50-1 OXYGEN ANALYZER ............................4.05-11

K-TYPE THERMOCOUPLES .................... 2.50-2 RICH BURN (GSI) .................................4.05-11

THERMOCOUPLE CONNECTIONS .......... 2.50-3 TYPICAL ADJUSTMENT AND HOOKUP

CRANKCASE BREATHER SYSTEM Section 4.60 – MAINTENANCE

Section 4.50 – ENGINE PROTECTION

Section 4.55 – VALVE ADJUSTMENT

This Page Intentionally Left Blank

All safety labels must be legible

! hazards. Replace any illegible or

Table 1.00-1: 6-Cylinder Engine Safety Labels

P/N SIGNAL WORD DESCRIPTION

Figure 1.00-1: 6-Cylinder Safety Label Locations

Operate engine with

Vent flammable gas

Vent flammable gas from

SAFETY INTRODUCTION This safety alert symbol appears with

NOTE: Indicates a procedure, practice or condition that

A black graphical symbol inside a yellow Burst/Pressure Hazard

A black graphical symbol inside a red

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

! Safety Alert Symbol

Crush Hazard (Top)

Electrical Shock Hazard

Burn Hazard (Chemical)

Burn Hazard (Hot Liquid)

Burn Hazard (Steam)

Symbol Description Symbol Description

Flying Object Hazard

Read Manufacturer’s Instructions

Wear Eye Protection

Wear Personal Protective Equipment

Sever Hazard (Rotating Blade)

Wear Protective Gloves

Use Emergency Stop (E-Stop); Stop

! illegible or missing labels immediately.

EQUIPMENT REPAIR AND SERVICE Batteries contain sulfuric acid and

Always wear protective equipment when IGNITION

Do not service the cooling system while EXHAUST

FUELS PROTECTIVE GUARDS

Do not inhale gaseous fuels. Some Use appropriate equipment and

Use protective equipment when working

Ensure that all tools and other objects are

Ensure that the welder is properly grounded before

This Page Intentionally Left Blank

ENGINE RIGGING AND LIFTING LOCATION OF LIFTING EYES

Before performing any service, maintenance or repair ! WARNING

Figure 1.10-1: Correct Method of Lifting Engine – 6-Cylinder – Side Views

Figure 1.10-2: Correct Method of Lifting Engine –