REHS0531

July 2000

Special Instruction
Driven Equipment Delay Time ......................... 7
Engine Prelubrication Timeout Period ............. 7
Crank Terminate Speed ................................... 7
Engine Purge Cycle Time ................................ 7
Cycle Crank Time ............................................ 7
Overcrank Time ............................................... 7
Example Setting .............................................. 7
Engine Cooldown Duration .............................. 8
Engine Speed Drop Time ................................ 8
Initial Start-Up Procedure ....................................... 8
Procedure To Check Emissions ............................ 13
Using Fuels That Vary In Quality .......................... 13

i01143436

Initial Start-Up Procedure For

G3516B Engines
SMCS Code: 1000

Engines:
G3516B (S/N: 7EZ1-Up)

Table of Contents
Introduction .............................................................
Electronic Control System Parameters ...................
Parameters For Information .................................
Engine Serial Number .....................................
Equipment ID ...................................................
Customer Password 1 .....................................
Customer Password 2 .....................................
Total Tattletale ..................................................
Timing Control Parameters .................................
Desired Timing Parameter ...............................
First Desired Timing ........................................
Second Desired Timing ...................................
Air/Fuel Ratio Parameters ...................................
Fuel Quality .....................................................
Specific Gravity of the Fuel Gas ......................
Desired Oxygen at Full Load ...........................
Oxygen Sensor Override .................................
Oxygen Feedback Enabled Status ..................
Air/Fuel Ratio Proportional Gain ......................
Air/Fuel Ratio Integral Gain .............................
Speed Control Parameters ..................................
High/Low Idle Speed .......................................
Minimum Engine High Idle Speed ...................
Maximum Engine High Idle Speed ..................
Speed Selection ..............................................
Rate of Acceleration ........................................
Desired Speed Input Configuration .................
Engine Overspeed Setpoint .............................
Governor Type Setting .....................................
Engine Speed Droop .......................................
Governor Proportional Gain .............................
Governor Integral Gain ....................................
Governor Derivative Gain ................................
Auxiliary Proportional Gain ..............................
Auxiliary Integral Gain .....................................
Auxiliary Derivative Gain ..................................
Start/Stop Control Parameters ............................

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Introduction
This Special Instruction provides the start-up
procedure for the G3516B Engines (7EZ1-Up).
The tools that are required for this procedure are
listed in Table 1. The programming parameters that
are necessary to set up the engines electronic
control system are discussed. Finally, the start-up
procedure is listed.

Unburned gas in the inlet manifold and/or in the

exhaust manifold can ignite when the engine is
started. Personal injury and/or property damage
can result. Use this procedure to clear the engine
and the exhaust system of unburned gas:
Before starting an engine that was stopped by terminating the ignition system, turn the gas supply
OFF. Crank the engine for approximately 15 seconds in order to clear any unburned gas from the
engine and the exhaust system.

Table 1

Required Tools
Tool
N/A

IBM compatible
Personal
Computer (PC)
(2)

Description

A(1) B(1)

Intel 486 33 MHz processor

16 MB RAM
70 MB free hard drive space
CD-ROM drive
3.5" disk drive
Windows NT or Windows 95
RS232 port with 16550AF UART
VGA monitor or display

JERD2124

Software

Single user license for the ET

JERD2129

Software

Data subscription for all engines

7X-1414

Adapter Cable

This cable connects the ECM to the 160-0133 Data Link Cable
or to the 139-4166 Data Link Cable.

171-4401

Communication
Adapter II (3) (4)

The communication adapter is connected between the PC (ET)

and the ECM.

160-0141

Adapter Cable
(CAT Data Link) (3)

This cable connects the PC to the 171-4401 Communication

Adapter II.

160-0133

Adapter Cable
(CAT Data Link) (3)

This cable connects the 171-4401 Communication Adapter II

to the 7X-1414 Adapter Cable.

7X-1701

Communication
Adapter (4) (5)

The communication adapter is connected between the PC (ET)

and the ECM.

7X-1425

Data Link Cable

(RS-232)

This cable connects the PC (ET) to the 7X-1701

Communication Adapter II.

139-4166

Data Link Cable

(ATA or CAT)

This cable connects the 7X-1701 Communication Adapter II to

the 7X-1414 Adapter Cable.

6V-2197

Magnetic
Transducer

The transducer is a magnetic speed sensor that is used for

timing calibration.

6V-3093

Transducer
Adapter

This adapter allows the magnetic transducer to be installed

in the flywheel housing.

7X-1695

Cable

This cable is the wiring harness for the timing calibration.

N/A

Timing Light

The timing light is used to verify that the timing calibration is

correct.

9S-9082

Engine Turning
Tool

This tool enables the flywheel to be turned by hand.

156-1070
or
156-1060

Emissions
Analyzer

This tool is used to measure exhaust emissions.

(1)
(2)
(3)
(4)
(5)

Either Tooling (A) or Tooling (B) is required.

This PC configuration has the minimum requirements.
This tool is part of the 171-4400 Communication Adapter Gp (ET to ECM Interface).
Either the 171-4400 Communication Adapter Gp or the 7X-1700 Communication Adapter Gp can be used. However, the 7X-1700
Communication Adapter Gp is no longer serviced.
This tool is part of the 7X-1700 Communication Adapter Gp.

Illustration 1

g00712853

Illustration 2

g00712855

This illustration shows the setup of the 171-4400 Communication

Adapter Group.

This illustration shows the setup of the 7X-1700 Communication

Adapter Group.

(1) PC
(2) 160-0141 Adapter Cable
(3) 171-4401 Communication Adapter II
(4) 160-0133 Adapter Cable (CAT Data Link)
(5) 7X-1414 Adapter Cable
(6) ECM

(1) PC
(5) 7X-1414 Adapter Cable
(6) ECM
(7) 7X-1425 Data Link Cable
(8) 7X-1701 Communication Adapter
(9) 139-4166 Data Link Cable (ATA or CAT)

Electronic Control System

Parameters
This section provides an overview of the parameters
that are used for identification and control of the
engine. Not all of the parameters will need to be
programmed.
NOTICE
Unless otherwise indicated, parameters must ONLY
be changed while the engine is STOPPED.

Parameters For Information

First Desired Timing

Engine Serial Number

The First Desired Timing is determined with the

methane number of the primary fuel that is used.
Use the Engine Performance Sheet, Fuel Usage
Guide. The guide is found in the TMI system. The
ECM selects the First Desired Timing when the
switch for the selection of the timing is in the open
position.

The engine serial number is programmed into the

ECM at the factory. The number is stamped on the
Engine Information Plate.
Equipment ID
The customer can assign an Equipment ID for the
purpose of identification.

Second Desired Timing

The Second Desired Timing is determined with the
methane number of the alternate fuel that is used
and the Engine Performance Sheet, Fuel Usage
Guide. The gas engines ECM selects the Second
Desired Timing when the timing selection switch
is in the closed position. If an alternate fuel is not
used, enter the same timing that was entered for
the First Desired Timing.

Customer Password 1
This is a programmable parameter that can be used
to protect certain configuration parameters from
unauthorized changes.
Customer Password 2
This is a programmable parameter that can be used
to protect certain configuration parameters from
unauthorized changes.

Air/Fuel Ratio Parameters

Total Tattletale

This parameter is programmed to the Lower

Heating Value (LHV) of the primary fuel. The
air/fuel ratio control of the ECM will compensate
for some inaccuracy in this setting. The ECM
assumes a corrected value that is equal to the
customer programmed Fuel Energy Content that
is multiplied by the Fuel Correction Factor. This
factor is displayed on the ET screen. An event code
is generated if the Fuel Correction Factor exceeds
a limit that is programmed at the factory. The event
code will indicate the need to reprogram this value.

Fuel Quality

This item displays the number of changes that have

been made to the configuration parameters.
The following programming parameters are for the
gas engines electronic control system.

Timing Control Parameters

Desired Timing Parameter
The Desired Timing Parameter allows the customer
to electronically program the timing of the ignition
spark in order to meet the needs for specific
applications and specific installations. The Desired
Timing is programmed with the ET. The desired
timing value can be changed while the engine is
running or while the engine is stopped. The value
that is entered for the Desired Timing is the ignition
timing when the engine is operating at rated speed
and at full load.

The ECM reverts to the customer programmed

Fuel Energy Content during start-up. The ECM also
reverts to the customer programmed Fuel Energy
Content when a problem is detected in the oxygen
sensors circuit. Therefore, an accurate customer
programmed value of the Fuel Energy Content
is required. In order to determine the value, a
laboratory analysis is recommended.
The Fuel Quality parameter can be used to change
the air/fuel ratio when the engine is not operating
in Oxygen Feedback mode. During operation,
the Oxygen Feedback should be enabled at
25 percent load. During unloading, the Oxygen
Feedback should be disabled at 25 percent load.
The engine will not operate in Oxygen Feedback
mode when the Oxygen Feedback Enabled Status
parameter is Disabled. The operation of the
engine will not change if the Fuel Quality parameter
is changed and the Oxygen Feedback Enabled
Status is Enabled. The Fuel Correction Factor will
automatically compensate.

Note: The actual ignition timing at a given instance

may vary from the Desired Timing value. This
variance is due to variations in the engine speed
or the detonation.
The range for programming the Desired Timing is 0
to 40 degrees before the top center (TC) position.

The Fuel Quality parameter must be adjusted in

order to obtain acceptable emissions in closed loop
mode. Adjustment of the Fuel Quality parameter
will lean the air/fuel mixture. Adjustment of the
Fuel Quality parameter can also richen the air/fuel
mixture. An emissions analyzer must be used in
order to verify the correct emission levels.

Specific Gravity of the Fuel Gas

The fuel control valve requires an input for the
specific gravity in order to meter the air/fuel ratio.
The specific gravity can also be obtained from a
laboratory analysis of the fuel gas.
Desired Oxygen at Full Load

Air/Fuel Ratio Proportional Gain

Program the Desired Oxygen at Full Load parameter
to the percent of exhaust oxygen that is stated in
the Engine Performance Sheet for your application.
This parameter is used to trim the oxygen map
that is preprogrammed in the gas engines ECM at
the factory. If the NOX emissions in the measured
exhaust oxygen are not correct, increase the
Desired Oxygen at Full Load. This is done in order
to lean the fuel mixture. You can also decrease the
Desired Oxygen at Full Load parameter in order
to richen the fuel mixture.

The Air/Fuel Ratio Proportional Gain determines

the response of the fuel control valve in relation
to the magnitude of error for the air/fuel ratio. The
factory default setting is 0. This value should not
require adjustment. If problems occur, this is one of
the last parameters that should be adjusted. The
adjustable range is 50 to + 50. Negative values
reduce the magnitude and positive values increase
the magnitude.
Air/Fuel Ratio Integral Gain

Oxygen Sensor Override

The Air/Fuel Ratio Integral Gain determines the
response of the fuel control valve in relation to the
error that is accumulated over time for the air/fuel
ratio. The factory default setting is 0. This value
should not require adjustment. If problems occur,
this is one of the last parameters that should be
adjusted. The adjustable range is 50 to + 50.
Negative values reduce the magnitude and positive
values increase the magnitude.

This feature allows the oxygen buffer and the

oxygen sensor to be energized while the engine
is not running. After the exhaust oxygen sensor
is calibrated, the Configuration screen should
be reviewed and the Oxygen Sensor Override
parameter should be turned ON. The Status screen
should be changed to Group 9. The oxygen sensor
must be on. The Actual Oxygen parameter should
begin to change. The reading should stabilize after
approximately 30 seconds. The reading is 20.95
percent 0.05 percent for a successful calibration.

Speed Control Parameters

High/Low Idle Speed

Note: The oxygen sensor should be removed from

the exhaust stack and placed in ambient conditions
during calibration. Connect the sensor prior to
calibration. Verify that the oxygen sensor reading is
between 20.95 percent 0.05 percent. Change the
engine configuration screen. Now reset the Oxygen
Sensor Override parameter to OFF.

The High/Low Idle Speed parameter should be set

to the desired high/low idle rpm. The high/low idle
rpm can be programmed from 500 to 1100 rpm.
Minimum Engine High Idle Speed
Program this parameter to the desired minimum
high idle rpm. Scaling of the actual high idle
speed is provided by the desired speed input. The
scaling is linear. A scaling of 0 percent results in
the minimum high idle rpm and a scaling of 100
percent results in the maximum high idle rpm.

Oxygen Feedback Enabled Status

The Oxygen Feedback Enabled Status can be set
to Enabled or Disabled. This feature allows the
Fuel Correction Factor system to be disabled for
troubleshooting purposes. For example, Oxygen
Feedback can be disabled in order to determine if
the Fuel Correction System is causing instability.

Maximum Engine High Idle Speed

Program this parameter to the desired maximum
high idle rpm. Scaling of the actual high idle
speed is provided by the desired speed input. The
scaling is linear. A scaling of 0 percent results in
the minimum high idle rpm and a scaling of 100
percent results in the maximum high idle rpm.

If an exhaust oxygen sensor fails, this parameter

can be set to Disabled in order to allow the engine
to run in the open loop mode until a new sensor
is obtained.
Note: Do not operate an engine that is unattended
in the open loop mode if the fuel has an LHV that
is changing. The engine risks a shutdown due to
lean misfire or detonation.

Speed Selection

Governor Proportional Gain

The desired speed operates at one of these two

speed settings: low idle speed and actual high idle
speed. One of the two speeds is selected by the
position of the idle/rated switch and by the status
of the warning for oil pressure. If the switch is in
the idle position, the ECM will always select the
low idle speed. If the oil pressure is less than the
setpoint for the low oil pressure warning, the ECM
will always select low idle speed. If the oil pressure
is greater than the setpoint for the low oil pressure
warning and the switch is in the rated position, the
ECM will select the actual high idle speed.

This parameter determines the throttle response of

the governor to the magnitude of the error in engine
speed. This parameter is based on a proportional
multiplier. The parameter changes the reaction of
the governor when the Grid Status parameter (from
Engine Status Screen, Group 7) is OFF. If this
gain is adjusted and the Grid Status is ON, the
stability is not affected.
To change this parameter, use the Graph feature
on the Governor Gain screen. The graph provides
the best method for observing the effects of the
adjustment on engine stability. If changing this gain
causes no effect, check the Grid Status in order to
make sure that the status is OFF.

Rate of Acceleration
This parameter controls the rate for engine response
to a change in the desired engine speed. For
example, the engine can be programmed to
accelerate at a rate of 50 rpm per second when the
Idle/Rated switch is turned to the Rated position.

Governor Integral Gain

This parameter determines the throttle response of
the governor to the error of engine speed that is
accumulated over time. This parameter is based
on an integral multiplier. This parameter changes
the reaction of the governor when the Grid Status
parameter ( from Engine Status Screen, Group 7) is
OFF. If this gain is adjusted and the Grid Status is
ON, the stability is not affected.

Desired Speed Input Configuration

The Desired Speed Input Configuration parameter
determines the type of speed input signal (Desired
Engine rpm) that is read by the ECM. This input
signal may be one of the following items:

To change this parameter, use the Graph feature

on the Governor Gain screen. The graph provides
the best method for observing the effects of the
adjustment on engine stability. If changing this gain
causes no effect, check the Grid Status in order to
make sure that the status is OFF.

an analog potentiometer input of 0 to 5 volts DC

a PWM input of 4 mA to 20 mA
Engine Overspeed Setpoint
This parameter is set at the factory. The parameter
can only be changed by a factory password. The
ECM will shut down the engine if the engine speed
increases beyond this setting. A typical setting
is 118 percent of rated speed for generator set
applications.

Governor Derivative Gain

This parameter changes the governors reaction.
This parameter is based on a derivative multiplier
when the Grid Status parameter ( from Engine Status
Screen, Group 7) is OFF. If this gain is changed
and the Grid Status shows ON, the stability of
the engine will not change. This parameter should
be changed on the screen for Governor Gain. The
graph on this screen can be viewed in order to
determine the effects of the adjustment on the
engines stability.

Governor Type Setting

The Governor Type Setting parameter can be set to
Droop Operation or to Isochronous Mode. This
setting is dependent upon the application of the
engine.

Auxiliary Proportional Gain

Engine Speed Droop
This parameter changes the governors reaction.
This parameter is based on a proportional multiplier
when the Grid Status parameter ( from Engine
Status Screen, Group 7) is ON. If this gain is
changed and the Grid Status is OFF, the stability
of the engine will not change. This parameter
should be changed on the screen for Governor
Gain. The graph on this screen can be viewed in
order to determine the effects of the adjustment on
the engines stability.

The Engine Speed Droop is a programmable

parameter which allows precise control of the
droop for applications such as load sharing, if the
Governor Type Setting parameter is set to Droop.
The droop can be programmed to a value between
0 and 10 percent.

Auxiliary Integral Gain

Engine Purge Cycle Time

This parameter changes the governors reaction.

This parameter is based on an integral multiplier
when the Grid Status parameter ( from Engine Status
Screen, Group 7) is ON. If this gain is changed
and the Grid Status shows OFF, the stability of
the engine will not change. This parameter should
be changed on the screen for Governor Gain. The
graph on this screen can be viewed in order to
determine the effects of the adjustment on the
engines stability.

The Engine Purge Cycle Time is the duration of time

for the engine to crank without fuel before the crank
cycle. The Engine Purge Cycle Time allows any
unburned fuel to exit through the exhaust before the
engine is allowed to fire.
Cycle Crank Time
The Cycle Crank Time is the amount of time for
activation of the starting motor and the gas shutoff
valve for start-up. If the engine does not start within
the specified time, the attempt to start is suspended
for a Rest Cycle that is equal to the Cycle Crank
Time.

Auxiliary Derivative Gain

This parameter changes the governors reaction.
This parameter is based on a derivative multiplier
when the Grid Status parameter ( from Engine
Status Screen, Group 7) is ON. If this gain is
changed and the Grid Status shows OFF,
the stability of the engine will not change. This
parameter should be changed on the screen for
Governor Gain. The graph on this screen can be
viewed in order to determine the effects of the
adjustment on the engines stability.

Overcrank Time
The Overcrank Time determines the length of
time for the ECM to attempt to start the engine. An
Overcrank Event is generated if the engine does
not start within this period of time.
Example Setting
Table 2

Start/Stop Control Parameters

Examples of the Settings for Start-up

Driven Equipment Delay Time

Parameter

The ECM provides a Driven Equipment Switch Input

in order to delay the engine start-up until the driven
equipment is ready. The ECM will not attempt to
start the engine until the Driven Equipment Switch
Input closes to ground and the prelubrication
is complete. A driven equipment event code is
generated if the programmed driven equipment time
elapses without the closure of the Driven Equipment
Switch Input. The driven equipment time must be
programmed to 0 in order to disable this feature.

Time

Purge Cycle Time

10 seconds

Cycle Crank Time

30 seconds

Overcrank Time

280 second

The following sequence will occur if the parameters

are programmed according to the example in Table
2:
1. The fuel and the ignition are OFF. The engine
will crank for 10 seconds in order to purge gas
from the system.

Engine Prelubrication Timeout Period

The ECM can energize a prelube pump prior to
cranking the engine. The ECM can also monitor
the engine for an acceptable oil pressure with the
Prelubrication Switch Input. The ECM monitors the
engine oil pressure sensor. The ECM determines
the status of the prelubrication. When the ECM
does not detect the actuation of the prelube switch
within the engine prelubrication timeout period, an
event code is generated. The starting sequence is
terminated if there is no prelubrication.

2. The fuel and the ignition are enabled. The engine

will continue to crank for 30 seconds.
3. If the engine does not start, the ignition, the
fuel, and the starting motor are disabled for a
30 second Rest Cycle.
With this example, a complete cycle is 70 seconds:
a purge cycle of 10 seconds, a cycle crank of
30 seconds, and a rest cycle of 30 seconds. The
Overcrank Time of 280 seconds allows a maximum
of four crank cycles.

Crank Terminate Speed

The ECM disengages the starting motor when the
engine speed exceeds the programmed Crank
Terminate Speed. The default value of 250 rpm
should be sufficient for all applications.

Engine Cooldown Duration

The engine will continue to run in the Cooldown
Mode for the programmed cooldown period when
the ECM receives a Stop request. The Cooldown
Mode is exited early if an emergency stop request
is received by the ECM. If the Engine Cooldown
Duration is programmed to zero, the engine will
immediately shut down when the ECM receives a
Stop request.
Engine Speed Drop Time
The ECM shuts off the gas shutoff valve after
the cooldown period has elapsed. The ignition
continues until the engine speed drops below 40
rpm. If the engine rpm does not drop at least 100
rpm within the programmed Drop Time, the ECM
terminates the ignition and the ECM issues an
emergency stop.

Initial Start-Up Procedure

Note: An emissions analyzer should be used during
initial engine setup. The following exhaust emissions
should be monitored:

Exhaust O2
NOx emissions
1. Connect the ET according to Illustration 1 or 2.
2. Refer to Illustration 3. Use the following steps to
set up Tooling (C) for the timing calibration.

g00713824

Illustration 3
This illustration shows the setup for the Speed/Timing Sensor calibration.

a. Turn the Engine Control Switch (ECS) to the

OFF position. Remove the timing calibration
plug from either the left side or the right side
of the flywheel housing. Install the 6V-3093
Transducer Adapter into the hole.

b. Make sure that the hole in the flywheel

housing for the transducer is not aligned
with the timing hole in the flywheel. Remove
the protective end cap from the 6V-2197
Magnetic Transducer. Insert the transducer
into the adapter until the transducer contacts
the surface of the flywheel. Move the
transducer 1 mm (0.04 inch) away from the
surface of the flywheel. Tighten the nut on the
adapter in order to secure the transducer in
place.

NOTICE
The timing hole in the flywheel must not be aligned
with the hole for the transducer. The transducer will
be damaged on engine start-up if the transducer is
installed through both holes. Rotate the flywheel for
more than 10 degrees before or after the TC position
in order to move the flywheel hole away from the hole
for the transducer. Always confirm that the holes are
not aligned.

c. Connect the one end of the 7X-1695 Cable

to the transducer. Connect the other end of
the cable to connector P50 inside the terminal
box.
d. Turn the ECS to the STOP position.
e. Start the ET.

3. Set up all programmable parameters on the

Electronic Technician (ET) Configuration screen.
For the parameter values that are necessary,
refer to the applicable Engine Performance Data
Sheet. The Engine Performance Data Sheet can
be found in the TMI system.

c. Select Diagnostic Tests.

d. Select Override Parameters.
e. While the Oxygen Sensor is removed from
the exhaust stack, check the Actual Oxygen
reading. The Actual Oxygen reading should
be 20.95 percent 0.05 percent.

a. Select the Service drop-down menu.

b. Select Configuration.

Note: If the Actual Oxygen reading is not in the

proper range, use Diagnostics to check for any
diagnostic codes. Check the Oxygen Sensor and
the Oxygen Buffer. If codes are present, make the
necessary repairs. Recalibrate the Oxygen Sensor
and check calibration. Perform the procedure if
codes are present. Also perform the procedure if
codes are not present.

c. Check the following parameters. If necessary,

program the following parameters:

First Desired Timing

Second Desired Timing
Desired Timing Parameter

f. Install the Oxygen Sensor in the exhaust

stack.

Fuel Quality
5. Start the engine. Operate the engine at low idle.
Verify proper engine oil pressure.

Specific Gravity of the Fuel Gas

Desired Oxygen at Full Load

6. Ensure that there are no fluid leaks or fuel gas

leaks.

High/Low Idle Speed

7. Increase engine speed from low idle to high idle.

Minimum Engine High Idle Speed

8. Use the following steps in order to perform the
Speed/Timing Sensor Calibration.

Maximum Engine High Idle Speed

Rate of Acceleration

Note: The ET uses a two-step process in order to

calibrate the signal for the speed/timing sensor.
The new timing reference is calculated first.
The reference is based on the signals from the
transducer and the speed/timing sensor. Next,
the new timing reference is programmed into the
permanent memory of the ECM.

DesiredSpeed Input Configuration

Governor Type Setting
Engine Speed Droop
Driven Equipment Delay Time

a. Select the Service drop-down menu in the

ET.

Engine Prelube Timeout Period

b. Select Calibrations.

Engine Purge Cycle Time

c. Select Timing Calibration from the sub-menu.

Cycle Crank Time

d. Use either of the following methods in order
to initiate the calculation of the new timing
reference:

Overcrank Time
Engine Cooldown Duration

Press the space bar on the keyboard of the

Engine Speed Drop Time

PC.

Click the left mouse button on the

4. Calibrate the Oxygen Sensor.

Continue button in the lower left corner of

the ET screen.

a. Remove the Oxygen Sensor from the exhaust

stack. The Oxygen Sensor must be calibrated
while the Oxygen Sensor is out of the direct
flow of air.
b. Select the Diagnostics drop-down menu.

10

The ET screen will indicate Please

wait...Calculating the new Timing Reference.
After a few moments, the screen will
display The ECM has calculated the Timing
Reference and Choose the Continue button
to program the Timing Reference.

Note: For generator sets in parallel operation, the

Primary Governor Gain will only be used while the
engine is not synchronized and unloaded. After
the engine is synchronized with the grid, only the
Secondary Governor Gain needs to be adjusted.
12. Select Service Procedures from the Service
drop-down menu. Select Air Fuel Ratio Tuning
from the sub-menu. Set the Oxygen Feedback
Enabled Status to Disabled.

e. Use either of the following methods in order

to program the new timing reference:

Press the space bar on the keyboard of the

PC.

Note: The engine is now operating in open loop

mode.

Click the left mouse button on the

Continue button in the lower left corner of

the ET screen.

13. Select the Information drop-down menu.

Review the ET Status Screen Groupvalues. Verify
that the cooling system pumps are on. Verify
that the cooling system temperatures and the
cooling system pressures are within the correct
operating ranges.

f. After a few moments, the ET should display

CALIBRATION SUCCESSFUL.
Note: If the calibration failed in the first step,
verify that the engine rpm was stable during the
calibration (50 rpm). Verify that there are no active
diagnostic codes which can prevent the calibration.
Repeat the calibration procedure.

14. Slowly ramp to 25 percent load. Allow the jacket

water temperature to reach 85 C (185 F).
15. Verify engine stability. Review the ET Status
Screen Group values. If necessary, adjust the
Governor Gains. If necessary ,adjust the Auxiliary
Governor Gains.

If the calibration is still unsuccessful, check

the installation of the tools and check the
operation of the tools. Check the 7X-1695
Cable for continuity. Verify that the transducer
is not bent, open, or shorted internally. Repeat
the calibration procedure.

Note: If adjustment of the Governor Gain is

necessary, then the Integral Gain and the Derivative
Gain will probably be decreased. The Derivative
Gain must be less than -35. If the Derivative Gain
is not less than -35 then the engine power will
probably fail to increase above 25 percent load.

Excessive backlash in the gear train will cause

inconsistent timing. Refer to Disassembly and
Assembly for identifying and repairing a gear
train problem.

16. Slowly ramp to 50 percent load. Allow the jacket

water temperature to reach 92 C (198 F).

g. Use a timing light in order to verify correct

timing calibration. Use the transformer primary
signal wire of the number one cylinder. This
wire is the J011-RD. Use the wire for the
ignition signal.

17. Verify engine stability. Review the ET Status

Screen Group values. If necessary, adjust the
Governor Gains. If necessary, adjust the Auxiliary
Governor Gains. Allow the engine to reach
operating temperature. This step will verify that
the cooling system is operational and stable.

9. Set the Hydrax actuator pressure to 1380 kPa

(200 psi).

18. Slowly ramp to 75 percent load.

10. If necessary, adjust the Governor Gain.
19. Verify engine stability. Review the ET Status
Screen Group values . If necessary, adjust the
Governor Gains. If necessary, adjust the Auxiliary
Governor Gains.

Note: For more information on Governor Gain,

refer to this Special Instruction, Speed Control
Parameters.
a. Select the Service drop-down menu.

20. Slowly ramp to 100 percent load.

b. Select Service Procedures.

Note: Watch the Fuel Valve Position (ET Status

Screen, Group 9) and the Throttle Position (ET
Status Screen, Group 7). If either the Fuel Valve
Position or the Throttle Position reaches 100
percent, reduce the load at least 5 percent. Perform
the following steps before proceeding to add load.

c. Select Governor Gain from the sub-menu.

11. For generator sets that are in parallel operation,
synchronize the engines with the utility grid.
Close the breaker.

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 The ET Status Screen, Group 7 will show 100

a. If the Throttle Position has reached 100

percent, adjust the wastegate IN in order to
decrease the throttle angle.

percent open throttle.

26. Reset load to 100 percent load.

b. If the Fuel Valve Position has reached

100 percent, a fuel supply problem exists.
Consider the following conditions as potential
problems:

27. Verify the throttle angle.

angle needle must show 60 open
The throttle

to 70 open.

The lower heating value (LHV) of the fuel

The ET Status Screen, Group 7 should show

may be too low. If the LHV is too low,

the fuel system will not be able to supply
enough fuel for the rating.

75 percent throttle to 85 percent throttle.

28. Check the emissions level.

The fuel pressure to the fuel control valve

29. If necessary, adjust the Fuel Quality parameter.
Use the procedure in Step 22 in order to obtain
the required emissions.

may be too low.

In order to determine the source of the
problem, observe the fuel supply pressure
and review the fuel chemistry. If the LHV of
the fuel is insufficient, the engine must be set
up for a lower load. If the fuel pressure is
insufficient, the pressure must be increased. If
increasing the fuel pressure is not possible,
then the engine must be set up for a lower
load.

30. Once the correct emissions are obtained, review

the Desired Oxygen and Actual Oxygen values.
These values are displayed on the ET Status
Screen, Group 9. The engine must still be in the
open loop mode.
31. If the Actual Oxygen is higher than the Desired
Oxygen, use the following equation. This
equation is used in order to reset the Desired
Oxygen at Full Load parameter on the ET
Configuration screen:

21. After any fuel problems have been resolved,

continue to ramp up to 100 percent load.
22. From the Service drop-down menu, select
Configuration. Adjust the Fuel Quality parameter
in order to obtain the required emissions value.

Table 3

Equation for the Calculation of a New Setpoint

for Desired 02 at Full Load

To make the air/fuel ratio more lean, increase

(A - D) + C = N

the Fuel Quality parameter.

A is the Actual Oxygen.

D is the Desired Oxygen.
C is the Current Desired Oxygen at Full Load set point.
N is the New Desired Oxygen at Full Load set point.

To make the air/fuel ratio more rich, decrease

the Fuel Quality parameter.
Use an emissions analyzer in order to verify that
the emissions value meets the site requirements.

32. If the Actual Oxygen is lower than the Desired

Oxygen, use the following equation in order to
reset the Desired Oxygen at Full Load parameter:

23. Increase engine load to 105 percent load.

24. Verify that the engine is operating at 105 percent
load. Measure this value by one of the following
methods:

Table 4

Equation for the Calculation of a New Setpoint for

Desired 02 at Full Load

Use the generator power meter from a meter

C - (D - A) = N

that is installed at the site.

Use the Combined Heat and Power (CHP)

Package panel.

A is the Actual Oxygen.

D is the Desired Oxygen.
C is the Current Desired Oxygen at Full Load set point.
N is the New Desired Oxygen at Full Load set point.

25. At 105 percent load, adjust the wastegate so

that the throttle is wide open. Determine the
wide open throttle position by using one of the
following methods:

33. After the new Desired Oxygen at Full Load

parameter is calculated, reset this parameter on
the ET Configuration screen.

The throttle angle needle will show 90.

34. Review the ET Status Screen, Group 9. Ensure

that the Desired Oxygen and the Actual Oxygen
are the same value.

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35. Select Service from the main menu of the ET.

Select Service Procedures and Air Fuel Ratio
Tuning. Set the Oxygen Feedback Enabled
Status to Enabled.

5. Increase the load from 50 percent to 100 percent.

Increase the load in 10 percent increments.
Record the data. Refer to Step 1. Verify that
the emissions remain less than the limit of the
site . If necessary, adjust the Desired Oxygen
at Full Load parameter. If necessary, repeat the
procedure until the system is fine tuned. Perform
this step no more than two times.

Note: The engine is now operating in closed loop

mode.
36. Engine operation should remain same in closed
loop mode. If the engine operation changes,
then change the Oxygen Feedback Enabled
Status to Disabled and perform the necessary
troubleshooting steps.

Note: The procedure which is described above

assumes that the emissions are higher than the
limit of the site . If the emissions are significantly
lower than the limit of the site, perform the same
procedure with one exception. Decrease the
Desired Oxygen at Full Load parameter until
emissions of the site are met.

Note: When the engine is running in closed loop

mode, the Fuel Correction Factor will no longer be
100 percent. The Fuel Correction Factor will adjust
in order to compensate for the offset between the
required Oxygen value for the site and the Desired
Oxygen value that is programmed in the engine
control map.

Note: A rich air/fuel ratio will provide increased

protection from lean misfire. A lean air/fuel ratio will
provide protection from detonation.

Using Fuels That Vary In Quality

Procedure To Check Emissions

When fuel quality is not constant, the following

recommendations will help ensure that the engine
is running properly.

Perform the following steps in order to verify that

the emissions of the engine load cycle meet the
site requirements.

1. Set the engine for the different quality of fuels

which will be used:

1. Change the engine load in 10 percent

increments. Change from 100 percent load to 50
percent load. Use an emissions analyzer in order
to verify that the emissions meet the requirements
of the site . No further adjustments are needed if
both of the following requirements are met:

a. Set the engine for the highest quality of fuel

which will be used.
b. Set the engine for the lowest quality of fuel
which will be used.

The emissions level remains less than the

requirement of the site .

2. Record the following values for each fuel:

The air/fuel ratio does not become too lean.

a. Desired Oxygen at Full Load

2. If the emissions of the engine become greater

than the requirements of the site, return the
engine to the previous load setting. Perform the
following adjustments.

b. Fuel Quality
c. Gas Specific Gravity
d. First Desired Timing

3. Record the Desired Oxygen at Full Load

parameter on the ET Configuration screen.
Increase the Desired Oxygen at Full Load
parameter until the emissions requirement of the
site is met. Record the new value that is used for
the Desired Oxygen at Full Load parameter.

3. Use a programmable logic controller (PLC)

to interpolate values between the two end
points for the blended fuel. Use a Customer
Communication Module (CCM) to write the
resulting values to the Gas Engine Control
Module (GECM).

4. Adjust the engine load to the next affected load

step. Review the emissions. If the emissions meet
the requirements of the site, do not change the
new value of the Desired Oxygen at Full Load.

This method will continually optimize the settings in

the engine for the most satisfactory operation.

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