74
Testing and Adjusting Section
i00974278
BTU and Precombustion
Chamber Adjustments
SMCS Code: 1278
The control strategy for the G3600 will adjust the
air/fuel ratio. That adjustment is determined by the
BTU setting, the fuel flow, and the combustion burn
times. The BTU setting is the initial setting of the
air/fuel ratio. The combustion burn time measurement
allows the control strategy to fine tune the air/fuel
ratio. This is based on the quality of the fuel. Both
of these adjustments are critical, and problems can
arise if the adjustments are not properly set.
BTU Setting
The BTU setting on the G3600 engine is typically
defined during the engine commissioning process.
The BTU setting should only be readjusted when the
average lower heating value of the fuel changes.
The process involved for properly establishing
the BTU setting on a G3600 engine requires both
a gas analysis and a emission measurement. A
gas analysis is required before making any BTU
adjustments on the engine. The analysis defines
the lower heating value (LHV) of the fuel. Refer
to the Methane Program, LEKQ4196 in order
to calculate the lower heating value (LHV). This
program establishes the lower heating value through
a calculation that weighs the effect of the various
contents of the gas. This calculation is based on the
percentage of the total gas. The engine should be
tuned to this lower heating value (LHV). An emission
measurement should be made in order to verify that
the G3600 is properly set. The emission levels of the
BTU setting can be compared to the following levels
that were recorded during the engine commissioning.
• NO
• NOx
• CO
• CO2
• O2
If the amount of NOx and CO that is in the exhaust are
not within ± 10 ppm of the values established during
the engine commissioning, then a determination
must be made if the BTU setting should be adjusted.
A leaner air/fuel ratio will reduce NOx and a leaner
air/fuel ratio will increase CO. A richer air/fuel ratio
will increase NOx and a richer air/fuel ratio will reduce
CO. Two basic concepts of the control strategy must
be understood before making an adjustment to the
BTU.
Basic G3600 Engine Speed And
Governing Control
The G3600 engine’s control strategy adjusts fuel flow.
This is based on the differential between the actual
engine speed and the desired engine speed setting.
If the actual engine speed is lower than the desired
engine speed, then the control strategy will increase
the amount of fuel flow to the combustion process.
If the actual engine speed is higher than the desired
engine speed, then the control strategy will decrease
the amount of fuel flow to the combustion process.
The application of load to the engine will result in a
higher fuel flow in order to maintain the same desired
speed. This is because the actual engine speed will
decrease as the load is increased.
Basic G3600 Air/Fuel Ratio Control
The control strategy of the G3600 uses the volume of
fuel that is supplied to the combustion process and
the engines heating value to determine the amount
of air that is required in order to maintain the proper
air/fuel ratio.
The volume of fuel flow that is being consumed by
the combustion process is calculated by measuring
the following conditions:
• Pressure differential between the fuel manifold and
the inlet air manifold
• Temperature of the fuel to the cylinder
• Engine rpm
The BTU setting and the combustion burn times are
evaluated in order to determine the heating value of
the fuel that is delivered to this process. The volume
of air that is supplied to the combustion process will
increase as the volume of fuel and the heating value
increases. The volume of air that is supplied to the
combustion process will decrease as the volume of
fuel and the heating value decreases. The control
strategy regulates the volume of air by adjusting the
wastegate and the choke positions.

Adjustments to the BTU setting will affect the air/fuel
ratio during the engine tuning process. In order to
obtain a leaner air/fuel ratio, the BTU setting should
be increased when the G3600 engine is tuned again.
This will increase the volume of air to the combustion
process. The control strategy will interpret the higher
BTU setting as a hotter fuel when in fact the actual
heating value of the fuel has not changed. In order to
obtain a richer air/fuel ratio, the BTU setting should
be decreased when the G3600 engine is tuned again.
This will decrease the volume of air to the combustion
process. The control strategy will interpret the lower
BTU setting as a cooler fuel when in fact the actual
heating value of the fuel has not changed.
The control strategy also uses the BTU value to
calculate the percentage of load that is displayed
by the engine. This calculated load is used by the
control strategy to determine the timing, the air/fuel
ratio, and the operating limits. Adjusting the BTU
value will directly affect the operation of the engine.
NOTICE
The BTU setting will directly affect the air/fuel ratio dur-
ing tuning which in turn will alter the emission level of
the engine. Improper settings of the BTU potentiome-
ter during tuning will lead to engine performance prob-
lems and have a negative impact on the site emission
permits.
The BTU setting must not be used as an adjustment
to improve starting and/or load acceptance. Additional
gas analysis and/or engine adjustments are required
if the engine will not properly start and load at a
single BTU setting.
Note: Under normal operating conditions, the G3600
will start and operate over a broad range of fuel
heating values. If the heating value of the fuel
significantly changes before starting, an adjustment
may be necessary to the BTU setting in order to start
and load a G3600 engine.
If the final BTU setting is not within ± 25 BTU of the
actual lower heating value (LHV) of the fuel, the
engine is not considered properly set. Additional gas
analysis, and/or engine adjustments are required.
The BTU setting will directly affect the performance of
the engine. If the BTU setting is set too low, the engine
will operate at an air/fuel ratio that is too rich. This will
result in higher exhaust temperatures, detonation,
and possible damage to the precombustion
chambers. If the BTU setting is set too high, the
engine will operate at an air/fuel ratio that is too lean.
This will result in poor engine performance, false
detonation, misfire and shutdowns.
75
Testing and Adjusting Section
The BTU setting should not be adjusted while
the control strategy is running in the “feedback”
mode. The control strategy for the G3600 engine
will automatically compensate for any variation in
the heating value of the fuel. Adjusting the BTU
setting, while the control strategy is operating in
the “feedback” mode, will not change the operating
condition of the engine. If the BTU setting is adjusted,
the adjustment could lead to operational problems.
Engine Tuning
The BTU setting establishes a reference point that
the air/fuel ratio is set on the engine. The engine
will operate with very little change in performance
characteristics as long as the heating value of the
gas remains the same. The heating value will change
over a given time. The G3600 engine’s control
strategy monitors the quality of the fuel by measuring
the time that is required for the combustion process
to occur in the cylinders. The control strategy adjusts
the air flow in order to maintain the proper air/fuel
ratio.
Basic G3600 Air/Fuel Ratio Control
The air/fuel ratio control strategy has two modes of
operation. The modes are referred to as “feedback”
and “precombustion chamber adjustment”.
Feedback
During normal operation the G3600 will be operating
in the “feedback” mode. In this mode, the control
strategy automatically adjusts the amount of air that
is delivered to the combustion process based on
the fuel flow, the BTU setting, and the combustion
burn times. While the control strategy is operating
in the “feedback” mode, the control strategy will
automatically adjust for any variations in the low
heating value (LHV) of the fuel. The following two
items can be monitored in this mode in order to
determine the adjustments that the control strategy is
making to the air/fuel ratio:
• The Inlet Manifold Pressure
• The Fuel Correction Factor
76
Testing and Adjusting Section
The control strategy is adjusting the engine. The
adjustment is based on the fluctuations in the
fuel. There will be very little affect on the other
performance parameters. Both the inlet manifold air
pressure pressure and the fuel correction factor factor
are accessible through the Caterpillar Monitoring
System (CMS) and the Digital Diagnostic Tool (DDT).
If the heating value of the fuel increases, the cylinder
combustion time will decrease. The engine will
be operating at a richer air/fuel ratio. The control
strategy acknowledges this shift. The control strategy
increases the air flow to the combustion process in
order to increase the combustion burn time back to
the desired value. If the heating value of the fuel
decreases the cylinder combustion time will increase,
because the engine will be operating at a leaner
air/fuel ratio. The control strategy acknowledges this
shift. The control strategy decreases the air flow to
the combustion process in order to decrease the
combustion burn time back to the desired value.
Precombustion Chamber Adjustment
The second mode of operation for the G3600 is
referred to as the precombustion chamber calibration
or sometimes simply as the “not in feedback” mode.
This mode is enabled by selecting screen “50”
on the DDT. This will allow an individual to adjust
(tune) the G3600 engine to the proper performance
characteristics of the gas that is being used. This
mode is automatically enabled for starting purposes
when the CMS indicates the G3600 is operating
below 50 percent of the rated torque. When the unit is
operating in the “precombustion chamber calibration”
mode, the control strategy does not automatically
adjust the amount of air that is delivered to the
combustion process. The cylinder burn times are
eliminated in the calculation of the air/fuel ratio .
The BTU setting and the fuel flow are the primary
parameters that determine the amount of air that is
delivered to the combustion process. This allows the
adjustment of the air/fuel ratio via the BTU setting
and allows the adjustment of the G3600 engine for
these conditions. If the BTU setting is increased in
this mode then the quantity of air that is delivered
to the system will also increase. This will result in a
leaner air/fuel ratio. If the BTU setting is decreased in
this mode then the quantity of air that is delivered to
the system will decrease. This will result in a richer
air/fuel ratio. The cylinder combustion time can be
set to these conditions by adjusting the amount of
fuel that is delivered to the precombustion chamber.
Each cylinder has a needle valve that controls the
amount of gas to the precombustion chamber.
Misfire Detection
The first step that must be taken before adjusting
the G3600 is to determine if there is any misfire
present. In the “feedback” mode, the control strategy
will adjust the air fuel ratio based on the BTU setting,
the fuel flow, and the cylinder burn times. If misfire is
present, then the cylinder burn time will not be an
accurate reading. The misfire will mistakenly increase
the average burn time.
Note: Failure to correct the misfire will result in an
improper engine setting that will lead to problems.
Under normal operating conditions, the cylinder
combustion time is an average value that is displayed
on the DDT in milliseconds (0.001 seconds). The
combustion time begins when the spark plug is fired.
The combustion time ends when the flame front
passes by the combustion sensor. When a cylinder
misfires, the combustion sensor does not detect the
flame front passing by the sensor. The combustion
time does not stop until the next cylinder is about
to fire. This results in a long combustion burn time
(18.00 milliseconds or longer). The indicated burn
time increases, because the indicated burn time is an
average of several injector firings of the cylinder.
Adjusting the fuel supply in the precombustion
chamber on a misfiring cylinder will result in an
incorrect setting on the engine that will lead to
operational problems.
A misfire can be monitored by eliminating the
averaging process of the cylinder combustion
times while the control strategy is operating in the
“precombustion chamber calibration” mode. This
is accomplished by pressing the “ALT 2” key when
the DDT is set to screen “50”. The display will now
indicate the actual value for every third combustion
cycle. A cylinder that is operating without misfire will
usually display random combustion times between
3.0 to 7.0 milliseconds. Cylinder misfire will be
represented by a long combustion burn time (15 to
19 milliseconds). There is usually a small amount of
misfire that is present while the engine is operating.
A problem may exist when a cylinder is misfiring at a
rate that is greater than 3 to 5 times in thirty seconds.
An analysis should be made in order to determine the
cause of the misfire before attempting to adjust the
fuel supply for the precombustion chamber.
Pressing the “ALT 2” key again will return the display
combustion time back to the averaged value. After
pressing the “ALT 2” key, wait 60 seconds for the
proper averaged burn time to be displayed.
There are two forms of misfire:
• True Misfire

• Indicated Misfire
The exhaust port temperature will provide the
differentiating between these two forms in some
extent. If the exhaust port temperature is low, then
true misfire is occurring. Troubleshooting can be
concentrated on those components that are likely to
be causing the true misfire.
This list should include the following components:
• Precombustion Chamber Check Valve
• Spark Plug
• Spark Plug Extender
• Ignition Coil
• Combustion Buffer
• Precombustion Chamber Needle Valve Setting
• Precombustion Chamber Gas Supply Line
• Gas Admission Valve Setting
If the exhaust port temperature is still correct, an
indicated misfire may still be occurring. Indicated
misfire occurs when proper combustion in the
cylinder is not measured correctly.
This would be a failure in the following components:
• Combustion Probe
• Combustion Probe Extender
• Combustion Probe Wire
• Combustion Buffer
Note: True cylinder misfire can occur without
significantly affecting the exhaust port temperature.
Another condition that can generate incorrect burn
times is electrical noise in the combustion feedback
system. This results in combustion times that are too
short. The electrical noise will stop the timer before
the flame front passes by the combustion sensor.
Electrical noise can be detected by eliminating
the combustion time averaging while the control
strategy is operating in the “precombustion chamber
calibration” mode. This is accomplished by pressing
the “ALT 2” key when the DDT is set to screen “50”. A
cylinder that is operating without electrical noise will
usually display random combustion times between
3.0 to 7.0 milliseconds. Electrical noise will cause the
combustion time to indicate 2.0 to 2.2 milliseconds.
The components that are susceptible to electrical
noise are the following components:
77
Testing and Adjusting Section
• Combustion Probe
• Combustion Probe Extender
• Electrical Connections On Top Of The Combustion
Probe Extender
• Combustion Probe Wire
• Combustion Buffer
Excessive oil in the cylinder will also cause short
combustion burn times.
In order to isolate the exact component that is
affecting the combustion burn times, the components
from a problem cylinder can be interchanged with
other cylinders. Run the engine in order to locate
the bad component. The misfire will move with the
component to one of the other cylinders.
Adjusting Fuel Supply To The
Precombustion Chamber
The next step, before tuning the engine, is to define
the operating load and the speed conditions for the
application. This is required in order to establish the
load and the speed at which the engine will be tuned.
The most common tuning point for the G3600 is at
rated speed and at 75 percent rated torque. This
is indicated on the Caterpillar Monitoring System
(CMS). This can change due to the operating load
and the speed conditions for the engine.
The G3600 engine is expected to operate at speeds
that can vary from 750 rpm to 1000 rpm. The
recommended tuning point is 850 rpm at 75 percent
rated torque. This is indicated on the CMS. This
tuning point will allow the engine to perform better at
both 750 rpm and at 1000 rpm.
The precombustion chamber needle valves can be
adjusted, once the preliminary steps have been
completed.
1. If this is an initial start after installation or a major
repair, set the engine’s control strategy to the
“precombustion chamber calibration” mode. This
will prevent the engine’s control strategy from
switching into the “feedback” mode when the
indicated torque increases above 50 percent. This
will allow direct control of the air/fuel ratio with the
BTU setting in order to start and load the engine
before tuning. Skip Step 3 and review Step 4.
2. Start the engine and operate the engine at the
selected tuning point until the water temperatures
and oil temperatures are stable. This will usually
take about an hour for a G3600.
78
Testing and Adjusting Section
3. Make reference to the value of the fuel correction
factor with the engine’s control strategy operating
in the “feedback” mode.
a. If the fuel correction factor is 100 percent then
no special consideration is required.
b. If the fuel correction factor is less than 99
percent or greater than 101 percent then the
lower heating value of the fuel may have shifted
since the engine was last tuned. A gas analysis
would be required to determine the new
heating value of the fuel. The change in the
lower heating value must be compensated for
before the engine is tuned. While the engine’s
control strategy is operating in the “feedback”
mode, determine the lower heating value of
the fuel. Note the fuel correction factor value.
Adjust the BTU setting to the new value.
4. Use the DDT for switching the engine’s control
strategy to the “precombustion chamber
calibration” mode. Press the “Select Mode”
button until the screen number “50” (PC CAL) is
displayed. Press the “Select Function” key.
a. Screen number “50” on the DDT will display the
actual and the desired combustion burn time
for the No. 1 cylinder.
b. Press the “Enter” key on the DDT in order to
change the displayed actual and the desired
combustion time to the next consecutive
cylinder.
c. Do not exit the “precombustion chamber
calibration” mode while tuning the engine.
This could result in the engine adjusting to
an improper air/fuel ratio and lead to poor
engine performance. When the engine’s control
strategy is in the “precombustion chamber
calibration” mode the Fuel Correction Factor is
automatically set to 100 percent. CMS gauge
three located on the ESS will not display the
red limit bars.
5. A logical tuning process is to record all the
cylinder burn times that are observed on the DDT
with the engine’s control strategy operating in
the “precombustion chamber calibration” mode.
Adjust the precombustion chamber needle valve
on the cylinder that has the combustion time that
is the farthest from the desired combustion time.
Repeat this process with the other cylinders until
all the actual combustion times are within ± 0.20
milliseconds of the desired combustion time.
a. Opening the needle valve will increase the
fuel flow to the precombustion chamber and
opening the valve will decrease the combustion
burn time for the cylinder.
b. Closing the needle valve will decrease fuel flow
to the precombustion chamber and closing the
valve will increase the combustion burn time.
c. Adusting the needle valves too far will result
in either rich or lean precombustion chamber
misfire. This will be reflected in long unstable
burn times.
6. Make reference to the engine performance data
on the CMS, the DDT, the Exhaust Pyrometers,
and the ECM. Compare the data to the engine
commissioning and/or operational history data.
Pay particular attention to the fuel correction factor
and the inlet manifold air pressure. Also measure
the exhaust emission levels and compare the
levels to the engine commissioning and/or
operational history data.
a. Make reference to any variations and determine
the root cause.
7. Change the engine’s control strategy to the
“feedback” mode.
a. Press the Select Function key on the DDT
in order to exit the “precombustion chamber
calibration” mode. Automatic control of the
air/fuel ratio will begin immediately. Assuming
the engine has been operating above 50
percent load for more than three minutes.
b. CMS gauge “three” on the ESS panel will
display the red limit bars.
8. Observe that the inlet manifold air pressure
remains the same. Observe that the fuel correction
factor stays at 100 percent.
a. If these values shift then the engine is not
properly set, and this process should be
repeated.
9. If the BTU setting was adjusted in step 3, reset
the setting to the original value. The setting will
affect the indicated load.
a. The only reason that the BTU setting should be
left at the new value is when the median lower
heating value (LHV) of the fuel has changed.
10. Record exhaust emissions. Compare the exhaust
emissions to the engine commissioning data. The
NOx and CO levels should stay within ± 10 ppm of
the engine commissioning information.
11. Record all the engine operating parameters
from the DDT, ECM, SCM, CMS, and exhaust
pyrometer. Save this data for future reference.

NOTICE
Adjustments to the precombustion chamber needle
valves should not be made when the engine’s control
strategy is operating in the “feedback” mode. The en-
gine’s control strategy adjusts the air fuel ratio to main-
tain the actual combustion burns equal to the desired
burn times. Therefore, adjusting the needle valves will
not result in different burn times. Adjusting the needle
valve will, instead, set the air/fuel ratio to an unknown
value, because the engine’s control strategy will at-
tempt to correct for this change.
Continual problems with the check valves could
be an indication of contaminated fuel gas. If the
contamination is in the form of small particles, a fuel
filter that has a 0.01 micron filter is recommended.
If the contamination is in the form of liquids, then
improvements are required in the gas supply system
to remove the contamination.
The service literature indicates that the preliminary
needle valve setting for a G3600 is 4 to 5 turns in
the open direction. This only applies when a G3600
is placed into operation or if major work has been
completed, such as a top end over haul. Presetting
the needle valves on an engine that has been tuned
and in operation will make the engine much more
difficult to start and more difficult to load.
Changes in the lower heating value (LHV) of the fuel
while the engine is being adjusted will result in tuning
difficulty and will result in improper engine settings.
The exhaust emissions should be tested after the
engine is tuned. This is in order to verify that the
engine was properly tuned.
The fuel flow on a G3600 engine will increase when
cylinder misfire occurs. This increased fuel flow is the
combined result of the unburned gas that is passing
through the misfiring cylinder and the increased fuel
consumption of the remaining cylinders that must
pick up the additional load. The load is based partly
on a calculation of the fuel flow. An increase in the
fuel flow due to the cylinder misfiring will result in a
higher indicated engine load. A cylinder misfire could
drive the engine into an overload (load greater than
110 percent) condition. The G3600 engine’s control
strategy has a fuel limit that allows the engine to
operate only up to 110 percent of the engines rated
torque at any given engine speed. This limit was
established in order to prevent damage to the engine
due to excessive engine loads, while still providing a
buffer to changing engine conditions. If a G3600 is
operating with one dead cylinder, then the indicated
load would increase to the following value:
100 percent Torque / 5 Cylinders = 14.28 percent
Torque per Cylinder
The same fuel flow will also pass through the dead
cylinder for the following value:
79
Testing and Adjusting Section
(14.28 percent Torque per Cylinder X 5 Cylinders) +
14.28 percent Fuel Flow through the dead cylinder =
114.28 percent Indicated Load
The 110 percent limit would cause the engine speed
to drop. This speed drop could continue until the
engine stops if the load is high enough. This would
result in an insufficient manifold pressure fault code
106 - 01. The turbocharger is not able to maintain
the inlet manifold air pressure at the lower engine
speeds. This could also result in a shutdown with no
shutdown command “DIAG 05” on the Status Control
Module.
Operation of the engine at an air/fuel ratio that is too
rich will increase the exhaust port and exhaust stack
temperatures. This operation could result in high
exhaust stack temperature shutdowns.
Damage may occur to a precombustion chamber if
the engine is operated at an air/fuel ratio that is too
rich. This can occur if misfire is not corrected before
adjusting.
The settings of the precombustion chamber needle
valves should be logged. An increase in this setting
over time indicates that problems may be occurring in
the precombustion chamber. A borescope inspection
of the precombustion chamber should be made in
order to determine the root cause of the increased
needle valve setting.
i00976240
Governor Type
SMCS Code: 1264
The options on the DDT for the Customer Specified
Parameters (CSP) can be used for the adjustment of
the Governor Setting, the Governor Droop Setting
and the High Idle Setting.
Governor Selection Procedure
1. Connect the DDT to the ESS. Display the screen
number 32 on the DDT. “GOVERNOR” will be
displayed on the top line of the DDT screen
number 32.
2. Press “ALT1” in order to toggle between
“ISOCHRONOUS” and “DROOP” modes.
3. Press “ENTER” in order to program the ESS with
the desired mode.
Governor Droop Setting Procedure
1. Connect the DDT to the ESS. Display the screen
number 31 on the DDT. “DROOP SETTING” will
be displayed on the top line of the DDT screen
number 31.