The intention has been to supply an intrinsically-safe engine, although the nature of this machine does not rule out the possibility of potential risks, for which it is necessary to adopt certain safety precautions.

The aim of this document is to inform the users of Kohler equipment on the safety precautions which are required for handling and operating it adequately.

Engine installations and specially fuel-powered engines must be adapted in all cases to the local regulations.

2. PRELIMINARY OBSERVATIONS

We recommend you to read these safety precaution instructions on receiving your Kohler engine. They are part of the engine operation and maintenance manual we supply with each engine.

Therefore, we recommend that the manual be kept in perfect condition and readily available to the operator and those responsible for engine maintenance.

Our Network of Repair Shops is at your disposal to carry out revisions and repairs under the best conditions and in accordance with the standards established by Kohler .

The use of original spare parts ensures high performance over long periods of operation. These parts have been manufactured with the same strict quality controls, which were used for the manufacture of the original equipment.

3. BODILY PROTECTION

CAUTION

Wear approved bodily, sight, hearing and respiratory protection. Never wear loose clothing, jewellery or long hair around the engine.

4. EXHAUST GASES

CAUTION

IC engine exhaust products are toxic and may cause injury or death if inhaled. All engine installations must have an exhaust discharge pipe so that the exhaust gases are delivered into the outside air. A closed building or shelter must be adequately vented to provide a steady supply of fresh air.

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5. ENGINE FUELS

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CAUTION

If a gas engine has been cranked excessively without starting, shut off the gas fuel supply and continue cranking the engine to purge the cylinders and exhaust system of accumulated, unburned gas. If you fail to do this, a spark plug could ignite and cause an explosion.

Engine fuels may ignite or explode. These must be delivered to the engine with proper piping, free from leaks and designed to resist breakage from vibration.

6. POSITIVE FUEL SHUT-OFF

CAUTION

Some means of positive fuel shut-off should be provided for emergency use.

Pressurised fuels such as natural gas, landfill or digester gas should have another positive shut off valve

(manual, automatic or valve train), other than those in the carburettor or gas pressure regulation equipment.

It is the final responsibility of the user to ensure that the installation is free from fuel or exhaust leakage and such installation meets all applicable codes.

7. SAFETY GUARDS

CAUTION

IC engines must be provided with guards to protect persons or structures from rotating or heated parts. It is the responsibility of the engine owner to fit such protection.

8. CRANKCASE GASES

WARNING

All the engines incorporate a crankcase gases vent to relieve pressure that builds up inside as a portion of the combustion gases flow in through the piston rings (blow by). Make sure the vent pipe is correctly fitted, allowing free passage of the gases.

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9. COOLING SYSTEM PRESSURE CAPS AND CONNECTIONS

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CAUTION

Do not remove the pressure caps while the engine is operating or while coolant is hot. The cooling system is under pressure and severe burns could result from the hot coolant spewing out when the cap is removed. Wait until the engine and coolants have cooled down before removing caps from the intercooler, thermostat box, radiator or surge tank. Always replace the weak hoses, lines and fittings.

10. IGNITION SYSTEM

CAUTION

Ignition systems can cause electric shocks. Avoid contacting ignition units and wiring.

A spark plug will fire if the storage capacitor in the electronic ignition module is connected. This may even happen when the cable is disconnected. When this cable is connected the capacitor will discharge and fire the spark plug which will ignite any gas which has accumulated in that cylinder. The crankshaft and driven equipment may rotate, possibly causing personal injury or damage to equipment. Gas which has accumulated

In the exhaust system may also be ignited.

Before reconnecting the cabling of the electronic ignition module, shut off the supply of current.

Protect spark plugs, wires and coils from the rain and snow.

11. GENERATOR SETS

DANGER

The voltage produced by generator sets is dangerous for anyone who touches a part of the electrical system while this is working. Severe, possibly fatal shock may result from contact. Make sure the generator set is grounded before operation. Be extremely careful when the unit or surrounding area in damp or wet. When servicing any part of the electrical system or making any connections, make sure that the main power switch is off. Clean or service generator only when engine is shut down.

In case of an accident from electrical shock, shut down the generator set at once. If it cannot be shut down, free the victim from the live conductor.

Avoid direct contact with the victim. Use a dry board, dry rope or any non-conducting implement to free the victim. If the victim is unconscious, apply artificial respiration and get medical help.

Do not operate the generator set with the ammeter circuit open. Voltage, dangerous to both equipment and personnel, can be generated in an open secondary circuit of a current transformer.

If the generator set is stopped by operation of safety devices, do not attempt or operate until the cause has been eliminated.

When the generator set is shut down after operation, disconnect all line switches to all external power load and parallel circuits.

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12. TIDINESS AND CLEANLINESS

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WARNING

Tidiness and cleanliness are essential to endure a safe workplace. A tidy workspace with clean catwalks and well-ordered equipment and tools, allows one to do the job better and is an important factor in accident prevention.

13. ENGINE AND EQUIPMENT; REPAIR AND SERVICE

CAUTION

Always stop the engine before cleaning, servicing or repairing the engine or driven equipment. Place all controls in the off position to prevent accidental restarting. If possible, lock all controls in the off position and take the key. Put a sign on the instrument panel warning that the engine is being serviced. Before restarting, make sure that all tools and other material are removed from the engine and equipment.

Proper service and repair is important to the safe, reliable operation of the engine and related equipment. The procedures recommended by Kohler in this manual are effective methods for performing service and repair operations. Some of these procedures require the use of specially-designed tools.

Special tools should be used when and as recommended. Anyone who uses a service, repair or installation procedure not recommended by Kohler must first satisfy themselves thoroughly that their safety will not be jeopardised by the service methods they selected.

14. ENGINE FAN BLADES

Do not operate the engine with the fan bent, broken, modified or damaged in any way.

CAUTION

Do not operate the engine if the fan contacts or strikes any engine accessory or the radiator shroud or core.

Do not try to rebalance the fan. Contact the supplier if rebalancing is required.

Ensure that all bolts attaching the fan are securely installed to a torque specified by the engine, vehicle or boat manufacturer.

Install the fan so that it is directed correctly towards the radiator.

Perform all required maintenance on the drive system, as described in this manual.

Do not modify or substitute any parts of the engine without the approval of the Service Department of

Kohler . Take special care not to make modifications which will increase the operating speed of the fan.

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Install the fan only if the engine has been approved for fan installation. Likewise, install a drive system defined by Kohler .

If the fan or drive contains any plastic or rubber component, have the fan and drive inspected by a qualified mechanic after operation or exposure to excessively high temperatures (air temperature of over 120ºC).

Replace the fan if indications of excessive corrosion or erosion appear in the fan.

For reversible or adjustable pitch fans, make sure the blades are correctly locked in the proper position prior to operation. Also, inspect the fan prior to operation to ensure that ice and dirt have not accumulated on the fan to cause potential imbalance of the fan.

Be sure that all fans, fan drives and belts are properly shielded.

15. TURBOCHARGERS

CAUTION

Turbochargers are designed specifically for each application. Turbochargers operate at high temperatures, therefore all inflammable material must be kept away from them. Engines must be shut down and at room temperature before working on turbochargers or burns will result.

16. ENGINE STORAGE CHEMICALS

DANGER

Protective oils contain a petroleum distillation, which is harmful or fatal if swallowed. Avoid contact with skin, eyes and clothes. Vapour is harmful and causes irritation of eyes, nose, throat and skin. Use only with adequate ventilation. Avoid breathing of vapour. Do not take internally. Keep container closed and away from heat.

Always read and observe the <<CAUTION>> labels on the containers. Do not destroy the labels on the containers.

In general, protective compounds should not be heated over 90ºC. To heat at this temperature, the containers must be placed in a vessel with hot water. The cover must be removed and a hole must be made in the container to reduce the danger of explosion. Heating or direct heat is an unnecessary fire risk.

17. FIRE PROTECTION

WARNING

Locate fire extinguishers so that they are easily accessible if a fire start. Carefully maintain records of extinguisher inspection and recharging to ensure the fire extinguishing capabilities when required. Consult your fire extinguisher supplier or insurance engineering for recommendations required for the engine installation. It is also recommended to have well-identified fire emergency escape routes in all engine installations, in accordance with regulations.

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18. CLEANING SOLVENT

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CAUTION

Use approved cleaning solvents in a well ventilated area. Do not breathe fumes as some vapours can be fatal.

Keep away from open flames or sparks. Do not use gasoline or paint thinners or other highly volatile fluids for cleaning. Always read and observe the <<CAUTION>> labels of containers. Do not destroy the labels on the containers. Cleaning solvents can cause various kinds of skin irritations.

19. WELDING EQUIPMENT

CAUTION

Welding gas cylinders can explode if damaged. Cylinders must be stored in accordance with manufacturer’s specifications and applicable safety requirements.

When using acetylene, check valves should be installed between the regulators and hoses to prevent flashback into the regulators and supply tanks. Flashback could cause the regulators and supply tanks to explode.

Oily and greasy materials must be kept away from oxygen valves, hoses, etc. Oxygen, if combined with such materials, will cause and explosive reaction.

Always wear protective eyes shields when welding, cutting or watching welding operations. Protective clothing must be worn. Do not weld or cut near combustible materials.

20. GROUNDING PRECAUTIONS WHEN WELDING

CAUTION

When using an electrical welder on an engine, clip the ground lead as close to the welding site as possible.

Putting the ground lead too far from the welding site may result in arching across the main bearings and fusing these to the crankshaft.

21. ELECTRICAL TOOLS

CAUTION

Make sure that electrical tools are properly grounded. Wear proper eye protection. Do not work in wet or damp conditions. Be sure that the tool is in good condition and safety guards are in position. An electric trouble light must also be grounded. Do not carry electric power tools by the cord. Do not yank the cord when removing from an outlet. Instead, grasp the plug to remove it from an outlet.

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22. BATTERIES

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CAUTION

Always disconnect the battery ground connection from batteries before performing any work on the engine or equipment. This will prevent sparks or burns when accidentally shorting an electrical connection.

Never expose batteries to open flame or electric spark. The chemical action of the battery produces hydrogenous gas which is inflammable and explosive. Do not allow the battery fluid to contact skin, eyes, clothes or painted surfaces. The electrolyte is a sulphuric acid solution, which could cause serious burns or damage equipment. Wear eye protection when working with batteries.

23. PRECAUTIONS WHEN USING BOOSTER BATTERIES AND CABLES

Do not attempt to jump start an engine having a frozen battery. The battery may rupture or explode. Before starting, examine all fill vents on the battery. If ice can be seen, or if the electrolyte fluid cannot be seen, do not attempt to start with jump cables. Batteries, charged and discharged, should be treated carefully when using jumper cables.

The following procedures assist in reducing sparks and explosion hazards always present in both batteries when connecting charged batteries to discharges batteries:

Turn off all electrical loads. Remove vent caps and lay damp cloth over open vent well of each battery. The charged booster battery or batteries must have the same voltage capacity as the discharged battery or batteries.

The positive post is identified by a <<+>>, pos. and red colour and is larger in diameter than the negative post.

The negative post is identified by a <<->> neg, and natural lead colour (grey).

24. COMPRESSED AIR

Compressed air or gases should never be used to clean clothing or your body. Compressed air can pierce the skin and cause severe and very painful injury.

Never use your hand to check air, gas, or liquid flow rates, or check for leaks. Do not engage in <<horseplay>> with air, gas or liquid hoses. Observe all applicable regulations as related to compressed gases.

25. INTOXICANTS AND NARCOTICS

CAUTION

Anybody under the influence of intoxicants and/or narcotics is hazard to themselves and other employees.

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26. SAFETY PRACTICES FOR HANDLING ACIDS

Cleaning with acid for certain castings and pieces of equipment is frequent. In handling them, follow these recommendations:

Avoid contact with skin, clothing and eyes.

Descaling operations should be performed away from all fire, spark or other ignition sources.

Keep acid off of concrete floors because it attacks the lime in the concrete. If solution does get on concrete surfaces, apply an alkaline solution to neutralise.

Acids can react with metals to form various gases. Generally, acid solutions on lime scale and rust result in the formation of harmless carbon dioxide. However, when acids contact aluminium, zinc, cadmium, tin, sulphur, arsenic or cyanide, poisonous and explosive gases may be generated. When descaling is done in closed equipment, install proper ventilation to carry the gases away.

Always store containers closed, placing these in their normal position.

Be sure that there are no leaks in the vessel being descaled, which will permit solution to leak into opposite side of equipment. Good practice is to fill the opposite side of the equipment being descaled with water to level higher than the acid solution.

Use an acid-proof pump, or an inexpensive, throw-away pump.

Do not agitate acid solutions with compressed air.

Applications of acid should be followed by thorough rising, then neutralising with an alkaline solution to remove all acidic residue, to prevent further action.

Store acid solutions in either an acid-proof wooden or synthetic rubber lined steel container.

Check steel equipment to be treated with acid solution for copper or brass fittings or fusible metal plugs. If possible, dissimilar metals should be removed prior to descaling to prevent electrolytic action which might interfere with the inhibiting action of acid solution. Do not use acid to descale equipment constructed of aluminium.

27. ENGINE LIFTING AND HANDLING

The use of cloth slings is recommended to avoid damaging the equipment with rough movements.

Assure that the slings do not come into contact with sensitive parts of the equipment.

Correctly inspect all anchor points so that there is no defective welding, loose screws, etc. that might jeopardize the lifting of the equipment.

Verify that all pertinent structures have been inspected, are in good condition, and can support at least the weight of the equipment plus 10%. If you are not sure, weigh the equipment prior to lifting it.

Prior to lifting it, be sure to balance the equipment to the maximum, using slings of different lengths if necessary.

Keep all personnel away when the unit is in the air.

Do not lift the equipment further than necessary.

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INTRODUCTION

This document describes all the design and operative features of our engines and their applications (generating sets or others) as well as the technical solutions that we have implemented to comply with the current machinery safety regulations. These include Royal Decree 1435/1992 and subsequent amendments, European

Directive 2006/42/CE and the harmonised standards UNE-EN ISO 12100-1 and UNE-EN ISO 12100-2.

Compliance with these is mandatory to be able to issue the Declaration of Conformity with the European

Regulations and to use the "CE" mark.

ENGINE DESIGN

The check for compliance with the European Regulations on Machine Safety described in this document applies to Kohler gas and ethanol engines.

Those engines are mostly developments of their diesel counterparts whose design has passed technical audits by renowned certification agencies - Lloyd’s Register, Bureau Veritas, Germanischer Lloyd’s, Rina, Det Norske

Veritas, Hellenic Register of Shipping, and others - for approval in marine applications and has been awarded the ‘type approval' certificate that guarantees the suitability of the basic engineering design.

In designing and manufacturing the engines, Kohler follows risk suppression or reduction criteria, implementing adequate solutions and adopting the necessary protective measures when it is not possible to eliminate these risks. In this event, Kohler informs users of any residual hazards due to the incomplete effectiveness of the protective measures, advising them that they must have specific training and use personal protective equipment where necessary.

Similarly, in designing and manufacturing the machine as well as in writing the product information, Kohler bears in mind not only the normal use, but also any reasonably expectable use of the machine.

ENGINE ROOM

The engine room or the area surrounding the engine or generating set cannot be rated as a danger zone under current regulations since the running of the engine will under no circumstances give rise to the release of solids, liquids or heat in it that could affect the operators' safety.

Despite this, given that the engine’s operation, service or control while running does not require anybody very close to it, we recommend that operators should stay at a suitable safety distance to prevent the effects of any fault or unforeseeable failure, should one occur.

Adjustment and fine-tuning operations (valve timing, oil and water level control, etc) are to be undertaken with the engine stopped. Only qualified and trained personnel must carry out carburetion adjustments with the engine running according to the set procedures, without putting any of the operators in danger.

RISK ANALYSIS

In designing the engines, we adopted technical options or solutions that avoid intrinsic and specific engine operation hazards.

Nevertheless, due to the very concept of the machine and its operation, there still exist various unavoidable, though limited hazards, representing a risk for the operator.

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This section reviews the design solutions implemented to overcome any machine-specific risks and the preventive measures against unavoidable risks.

Kohler will not be liable for any injury or damage arising from any use of the engine other than that described in the instruction manual. Operating the engine beyond its nominal conditions (e.g. in terms of power, ignition advance, mixture strength - carburetion, etc) can have serious consequences for the user or even put the user's life at risk and cause extensive material damage.

4.1. MATERIALS AND PRODUCTS

The materials and products used for the construction and operation of the machine do not involve any health or safety hazard as long as operators follow the user instructions and current regulations.

4.2. EQUIPMENT DRIVES

The drive systems are safe and reliable, with clearly identified and visible controls, including adequate alarms as well as normal and emergency stop devices.

4.3. MECHANICAL HAZARDS

The equipment supplied has been designed and built to offer sufficient stability under the planned operating conditions. Its components are designed for appropriate resistance in operation. Product information sheets specify the necessary inspection and maintenance programmes for safety’s sake.

We design and manufacture the moving parts of the engine to avoid any risk. Therefore they incorporate guards or protective systems impeding physical contact that would cause injuries or accidents. Drive components

(pulleys, belts, gears, etc) have covers that can be fixed or are movable depending on the frequency of servicing tasks. All protective devices are made solidly and resistant.

4.4. ELECTRICAL HAZARDS

The engines’ design, construction and equipment prevent or ensure possible prevention of all electrical hazards.

Refer to the “Electrical installation” section. The engines also have static elimination systems.

4.5. FIRE, EXPLOSION AND HIGH TEMPERATURE HAZARDS

We have taken precautionary measures to avoid injuries caused by hot parts or materials through physical contact or remotely. We also addressed the risk of flying hot matters and avoided fire and overheating hazards originating in the engine.

Various types of fluids of varying properties circulate through the engine at varying temperatures.

4.5.1. COOLING WATER

By design, all the connections in the water circuit are fitted with mechanical seals and/or bushed systems with ethylene propylene O-rings, suitable for the high temperature of the engine coolant in the main system (120 ºC) and in the auxiliary circuit (90 ºC). Therefore no rubber couplings are used.

4.5.2. LUBRICATING OIL

The oil circuit has been designed fully integrated into the engine so that the only outgoing pipes are those to and from the oil cooler. Sealing of all the tubes is through mechanical seals or bushed systems with Viton O-rings, avoiding the use of rubber couplings by all means.

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4.5.3. FORCED INDUCTION

In the supercharging circuit (downstream of the turbocharger), the components are sealed is mechanically with

Viton O-rings. Rubber sleeves and other materials have been totally discarded.

4.5.4. MANIFOLDS AND EXHAUST PIPE

To limit leak risks, the engine exhaust manifolds are mechanically sealed with special metal-reinforced joints.

For the purposes of protecting the operators from accidental contact, we have designed a cooled exhaust manifold with the engine cooling water circulating outside and around it so that the temperature on the exhaust manifold surface, otherwise 400 to 500 ºC, falls to the coolant temperature levels of 80 to 90 ºC.

As for the turbocharger, the turbine casing (exhaust side) is also very hot and cannot be cooled but is protected with a heat-insulating blanket (or jacket) limiting the surface temperature to less than 90 ºC. This solution also applies where the engine application requires the use of hot (uncooled) exhaust manifolds.

A similar type of protection covers that part of the exhaust elbow or pipe extending to the connecting flange on the hose for connection to the external exhaust pipe. The installation project must protect this exhaust pipe.

When supplying the installation, we check for any contact with this piping and, where appropriate or for exhaust heat recovery if desired, we protect the pipe with a stainless steel lined heat-insulating blanket.

4.6. VIBRATION

Engine vibrations do not affect operator safety, although they could be transmitted through the engine mounting to other machines or to the building, causing a nuisance for people in the neighbourhood. Engines for applications where structure-borne vibrations are likely to occur will be isolated from their support by elastic vibration absorbers.

We also use flexible elements to connect all the utilities (water, fuel, oil, etc) to the outside of the engine.

4.7. NOISE

Noise generation is inherent to the engine and is generally inevitable although design approval is conditioned to a sustainable sound level when adequate and necessary means of protection are used.

Ear protection is necessary for all the people present in the engine room when the engines are running.

Therefore, at the entrance to the engine room, there must be a clear and visible warning of the obligation for the operators to wear ear protection.

No type of ear protection is specified, as the certified personal protective equipment usually available on the market is considered suitable.

As regards noise outside the engine room (environmental noise pollution), it is necessary to install - and we do install in all cases - adequate exhaust silencers to meet the local or environmental rules and regulations in force where the engines operate.

4.8. ELECTRICAL INSTALLATION

The engine’s electrical installation consists of one terminal box for the connection of 24 V DC and 220 V, 400 V,

480 V, etc, devices, including sensors, contacts, etc. This terminal box and the wiring for these devices comply with the low voltage wiring regulations and Directive 73/23/EEC as amended by Directive 93/68/EEC. There is a switch on the front of this box for immediately stopping the engine in an emergency.

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4.9. FUEL SYSTEM

 GAS

The gas system design always conforms to the applicable regulations (UNE 60.620) and comprises the following elements:

ERM. Gauge and meter panel built to the applicable standard for this type of engine to ensure a gas supply under the set pressure conditions.

VALVE TRAIN. Set of elements comprising a hand-operated shut-off valve, gas filters, a pressure control gauge, a double normally-closed solenoid valve to stop the gas flow to the engine and a venting line for leaks control or electronic leak control, all consistent with the standard specifications.

CONNECTIONS TO THE ENGINE, by DIN flanges and homologated hoses in all cases.

ENGINE-MOUNTED PRE-CARBURATION PIPING designed with a minimum of development and connections. In any case, the pipes are made to the installer's standards and checked for leaks during the engine tests.

POST-CARBURATION AIR/GAS MIXTURE PIPING. The whole circuit has been mechanically sealed with Viton O-rings (all rubber or silicone couplings have been suppressed).

 ETHANOL

The ethanol fuel system includes:

ERM. Gauge and meter panel built to the applicable standard for this type of engine to ensure an ethanol supply under the set pressure conditions.

VALVES Set of elements comprising a hand-operated shut-off valve, ethanol filters, a control pressure gauge and a double normally-closed solenoid valve to stop the ethanol flow to the engine, all in accordance with the specifications as required by regulation.

CONNECTIONS TO THE ENGINE in all cases by DIN flanges, NPT couplings and authorised hoses.

ENGINE-MOUNTED PIPING designed with a minimum of development and connections. In any case, the pipes are made in accordance with standards and checked for leaks during the engine test phase. To ensure sealing and avoid any incident, the solution adopted includes double layer hoses using a stainless braid without any type of elastomer that deteriorates on contact with ethanol.

Both fuel systems (gas and ethanol) come equipped with the following additional safeguards:

"BACKFIRING" or "DETONATION" PROTECTION. In a gas engine, backfiring may happen when burning of the fuel mixture takes place in the intake manifold because damaged valves do not seal the combustion chamber hermetically. Detonation occurs if the mixture strength varies out of control or when the mixture self-ignites in contact with hot surfaces.

Two forms of protection or safeguards have been adopted as a direct protection against these phenomena. The mechanical resistance of the equipment (as regards intake manifold joints, ribs, etc) has been increased with respect to the normal design specification (diesel type) and two pressure-relief valves have been installed in the intake manifold to permit a pressure leak while preventing any overload of the manifolds.

Indirect protection is provided by the engine's own control and regulating systems which have been designed to protect the engine against erratic or abnormal operation.

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4.10. BLOW-BY GASES

Because it is impossible to have the combustion chamber completely sealed, combustion gases always accumulate in the crankcase and can give rise to oil splashing outside due to overpressure in the crankcase. To prevent this occurrence, all the engines come complete with an explosion relief valve to expel those gases, which are fed back after filtering into the engine intake system on environmental protection grounds.

4.11. EXHAUST FUMES

The emission of exhaust fumes is intrinsic to the engine’s function and is thus inevitable. There are clear and specific instructions for installing exhaust gas piping to eliminate the risk of contaminating the engine room.

Those instructions specify the requisites for the exhaust piping layout, how to calculate the pipe diameters, standards for the placement of expansion joints, etc.

4.12. MAINTENANCE

Maintenance tasks must be undertaken with the machine idle. The maintenance, adjustment, lubrication and upkeep points lie outside dangerous areas. Staff can work safely and at ease and the reasons for their intervention are limited.

4.13. INFORMATION

Product information necessary for using the equipment is clear, concise and easy to understand. The machines include alarm systems that report any malfunction of the machine and warn exposed persons of possible risks.

There are signalling devices (dial gauges, control panels, etc) on the equipment as well as warning signs informing of potential non-evident persistent hazards through icons that everybody understands.

All engines are delivered with a minimum of safety devices and operational controls and although their primary function may not be to protect operators, they do protect them indirectly by preventing malfunctions or inadequate operation.

The following information is legibly and indelibly available on each machine: nameplate (manufacturer's name and address, model, serial number, year of manufacture, power, fuel gas quality and pressure requirements), and specific “CE” mark tag. The product information also contains all the necessary instructions for the safe operation of the machine.

On the non-moving parts of the engine there are strong lugs for the safe handling of the engine with conventional lifting equipment. The product information also clearly states the engine’s weights needed for tis suitable transport.

4.14. INSTALLATION, OPERATION AND MAINTENANCE INSTRUCTION MANUALS

Each machine has its instruction manual containing a reminder of the data required for the marking, except the serial number, as well as the instructions for easy maintenance, conditions of intended use, instructions for safe commissioning, operation, handling (including information about the machine’s weight), installation, assembly, disassembly, adjustment, maintenance (preventive and corrective), and counter-indications.

Kohler has prepared an instruction manual in Spanish, English, French, German and Italian. This manual must be kept close to the machine, when put into service. The mechanic's handbook, intended for specialist staff who source from the manufacturer, is available in English or Spanish. According to the standing regulations, to use the “CE” mark, it is compulsory to have the engine instruction manuals available in the official language of the member state in which the engine operates. Fulfilment of these regulations will be achieved by translating the current Installation, Operation and Maintenance Instruction Manuals in pace with the sales of our engines to the various countries in the European Union.

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The instruction manuals include all necessary drawings and diagrams to install, operate, maintain and inspect the machine and check it for correct operation, and make any repair, if needed, in addition to other relevant recommendations, especially in relation to safety issues. Kohler has prepared the following manuals in compliance with the Machinery Safety Directive:

Installation Manual (installation and start-up).

Operation and Maintenance Manual (maintenance, inspection, safety and correct operation testing).

Spare Parts Manual (list of spare parts for the equipment).

Mechanic's Manual (specialist inspection and repair of the equipment).

Catalogues and other documents used to present the machine are consistent with the instruction manuals as regards safety. The Installation Manual provides assembly and installation recommendations to reduce noise and vibration (dampers, foundations, etc). Data on the machine’s airborne noise appear in the Instruction

Manuals.

Engines are installed according to a specific installation manual for each application. This manual includes:

General engine dimensions drawing.

Engine peripherals drawing (includes information for installing all the necessary peripherals for engine operation - water, oil, fuel, exhaust, etc).

Specific installation instructions for each peripheral.

Specific instructions for engine complements or optional and additional devices (not mandatory).

The operation and maintenance manuals for each engine are written so the operator has readily available information for:

The identification of the machine and its components.

Instructions for proper adjustment and start-up.

Operational

Maintenance instructions (frequency of maintenance operations). These are of major importance as a direct safety element to insure proper engine condition and operation.

5. SAFEGUARDING AGAINST MALFUNCTION

The monitoring and safety systems, that verify the engine operating condition through the measurement of its major parameters, activate PREVENTIVE warning signals when current values exceed the predetermined setpoints or immediately STOP THE ENGINE if the alarm threshold is reached.

In any event, in prevision of any potential monitoring system failure, all gas engines are fitted with a communication and junction box connected to the electric control panels. This box, placed ON THE ENGINE, includes an EMERGENCY STOP SWITCH for the deliberate and immediate stoppage of the engine.

In all cases there is also an engine-mounted EMERGENCY STOP LEVER which, once operated MANUALLY and deliberately, blocks the air/gas supply to the engine immediately, causing the engine to stop at once.

1.14

6/7

PRODUCT INFORMATION INDEX DATE

IC-G-D-60-003e D May 2016

Dep. 2

REVIEW OF COMPLIANCE WITH EUROPEAN MACHINERY

SAFETY REGULATIONS AND "CE" MARK

O&M_2.002262.810_10_2016

6. SAFETY PRECAUTIONS

In all instances, together with the engine operation and maintenance documentation, we deliver Product

Information IC-G-D-60-002e “ Kohler gas engine safety precautions” which describes preventive measures for handling our engines and their environment.

7. CONCLUSION

The above review allows us to conclude that Kohler engines have been designed in full awareness of and in compliance with the machinery safety regulations requirements, as specified in Directive 2006/42/EC and the harmonised standards UNE-EN ISO 12100-1 and UNE-EN ISO 12100-2. Consequently, it is right to issue the relevant Declaration of Conformity and to use the "CE" mark that guarantees it.

ENGINE TECHNICAL DESCRIPTION

OPERATION & MAINTENANCE MANUAL SFGLD “L”

KOHLER CO – PRIME / STAND BY

O&M_2.002262.810_10_2016

CHAPTER 2 – ENGINE TECHNICAL DESCRIPTION

2.1 General

IC-G-D-00-039e_F

Gas engines identification plates and characteristics

IC-G-D-00-253e

Emissions plate of Epa certified engines

IC-G-D-00-040e_F

Gas engines general description of construction

IC-G-D-00-035e _F

Table of technical characteristics in-line FGLD/SFGLD/SFGM engines

IC-G-D-00-171e

Description of the components in one circuit in line gas engines

IM-G-C-00-003e_C

Gaps and wear limits for in-line gas and ethanol engines

IM-G-C-00-001e_F

Tightening torques for Gas and Ethanol engines

IM-C-C-00-002e_B

Tightening torques for commercial bolts & nuts

IC-C-D-00-025e

Units conversión

IT-G-A-20-024e

2.2 Cooling System

One circuit cooling system for gas engines

IT-G-A-20-007e_I

Gas engines – pressure losses and flowrates

2.3 Lubrication System

IC-C-D-25-004e_C

Description of lubrication system for “in-line” engines

IT-C-A-25-002e_F

Automatic engine oil level controller

IT-C-A-25-045e_B

Lube oil level indicator UL

IT-C-A-25-030e_G Kohler

engines submerged oil preheating system

IC-C-D-25-006e_B

Description of a crankcase Gas recirculation system

2.4 Fuel System

IC-G-D-30-011e_B

Gas train: functional description

IC-G-D-50-003e

EGS 02. Description

IT-G-E-30-001e_B

Venturi type carburation - description

IC-G-D-30-040e_A

Specification of Gas supply to tecjet 52

2.5 Ignition

IC-G-D-33-002e_A

Description of the GIS ignition system

2.1.1

2.1.9

2.1.11

2.1.15

2.1.17

2.1.25

2.1.29

2.1.33

2.1.37

2.2.1

2.2.9

2.3.1

2.3.5

2.3.9

2.3.13

2.3.17

2.4.1

2.4.5

2.4.9

2.4.15

2.5.1

1/2

2.002262.810

10-2016

INDEX Chapter 2

ENGINE TECHNICAL DESCRIPTION

OPERATION & MAINTENANCE MANUAL SFGLD “L”

KOHLER CO – PRIME / STAND BY

O&M_2.002262.810_10_2016

2.6 Intake

IC-C-D-35-002e_C

GAS engines intake system

IC-C-D-35-001e_D

Air filters

2.6.1

2.6.5

2.7 Exhaust

IC-C-D-40-003e_A

Oxidative catalytic converters

IC-G-D-40-002e_B

Exhaust system and ventilation of the oil sump

2.7.1

2.7.7

2.8 Starter

IT-C-A-55-001e_J

Electric starting

2.9 Safety and Control

IO-G-M-60-002e_K

FG/FGLD/SFGLD/SFGM/SFGRD

2.8.1

2.9.1

2/2

PRODUCT INFORMATION INDEX DATE

Dep.1

GAS ENGINES

IDENTIFICATION PLATES AND CHARACTERISTICS

1. ENGINE IDENTIFICATION PLATE

The identification plate provides engine reference information which includes:

O&M_2.002262.810_10_2016

Engine

The power and rating of the engine.

Serial number and manufacturing date.

On the 180/240 in-line engines it is located on the right-hand side of the crankcase (See Fig. 2); on the 360/480 and SFGLD/SFGM 560 V engines, the plate is on the front right-hand side of the crankcase (See Fig. 3), and on the HGM 420/560 on the bottom right front panel of the water distribution box (See Fig. 4).

NOTE

When asking Kohler for info rmation and spare parts, please state the engine model and serial number.

Fig. 1 – Kohler Gas Engine Identification Plate

2.1.1

1/8

PRODUCT INFORMATION INDEX DATE

Dep.1

GAS ENGINES

IDENTIFICATION PLATES AND CHARACTERISTICS

O&M_2.002262.810_10_2016

Fig. 2 – Identification Plate Location on 180/240 Series Engines

2.1.2

2/8

PRODUCT INFORMATION INDEX DATE

Dep.1

GAS ENGINES

IDENTIFICATION PLATES AND CHARACTERISTICS

O&M_2.002262.810_10_2016

Fig. 3 – Identification Plate Location on 360/480/560 Series Engines

2.1.3

3/8

PRODUCT INFORMATION INDEX DATE

Dep.1

GAS ENGINES

IDENTIFICATION PLATES AND CHARACTERISTICS

O&M_2.002262.810_10_2016

Fig. 4 – Identification Plate Location on “HGM 420/560” Engines

2.1.4

4/8

PRODUCT INFORMATION INDEX DATE

Dep.1

GAS ENGINES

IDENTIFICATION PLATES AND CHARACTERISTICS

2. CHARACTERISTICS PLATE

O&M_2.002262.810_10_2016

The characteristics plate provides engine operating data including: Firing order, ignition timing, valve adjustment, auxiliary circuit temperature, type of gas to be used, and compression ratio.

Fig. 5 - Characteristics Plate “180 Series” Engines

Fig. 6 - Characteristics Plate “240 Series” Engines

2.1.5

5/8

PRODUCT INFORMATION INDEX DATE

Dep.1

GAS ENGINES

IDENTIFICATION PLATES AND CHARACTERISTICS

O&M_2.002262.810_10_2016

Fig. 7 - Characteristics Plate “360/420 Series” Engines

Fig. 8 - Characteristics Plate “480/560 Series” Engines

2.1.6

6/8

PRODUCT INFORMATION INDEX DATE

Dep.1

GAS ENGINES

IDENTIFICATION PLATES AND CHARACTERISTICS

O&M_2.002262.810_10_2016

Fig. 9 – Characteristics Plate Location on “180/240 Series” Engines

2.1.7

7/8

PRODUCT INFORMATION INDEX DATE

Dep.1

GAS ENGINES

IDENTIFICATION PLATES AND CHARACTERISTICS

O&M_2.002262.810_10_2016

Fig. 10 – Characteristics Plate Location on “360/420/480/560 Series” Engines

2.1.8

8/8

PRODUCT INFORMATION INDEX DATE

April 2016

Dep. 2

IC-G-D-00-253e

EMISSIONS PLATE OF EPA CERTIFIED ENGINES

O&M_2.002262.810_10_2016

1. ENGINE IDENTIFICATION PLATE

The emissions plate of the engines with EPA certification under 40 CFR part 60 subpart JJJJ includes the following information:

- ENGINE FAMILY: EPA certification code corresponding to the engine model

- ENGINE DISPLACEMENT: in litres

- MAX.RATED KW: maximum engine power (the nominal engine power except for Prime applications where a 10% of overload is allowed, see conditions in IC-C-D-00-002e or in the engine thermal balance)

- EMISSION CONTROL SYSTEM: related to the engine configuration: o ECM Electronic Control Module for the electronic control of the carburation o MIX for the mixture of air and fuel by a carburetor o TC with turbocharger o CAC with Chargecooler.

- THIS ENGINE IS CERTIFIED TO OPERATING ON: indicates the fuel which the certification is valid for o NG (gas natural)

- THE USEFUL LIFE: running hours/years (which occurs firts) of the engine emissions certifications warranty.

- THIS ENGINE IS CERTIFIED TO: certified emissions values of pollutants.

- EPA certification year and manufacture year.

On the 180/240 in-line engines it is located on the right-hand side of the crankcase; on the 360/480 and

SFGLD/SFGM 560 V engines, the plate is on the front right-hand side of the crankcase, and on the HGM

420/560 on the bottom right front panel of the water distribution box.

Fig. 1 - EPA emissions Plate

2.1.9

1/2

PRODUCT INFORMATION INDEX DATE

April 2016

Dep. 2

IC-G-D-00-253e

EMISSIONS PLATE OF EPA CERTIFIED ENGINES

O&M_2.002262.810_10_2016

The next table shows the different engine codes (

ENGINE FAMILY

) the certified engines have been categorized xGSRB18.0180 SFGLD180 continuous xGSRB24.0240 xGSRB36.0360

SFGLD240 continuous, Prime

SFGLD360 continuous, Prime xGSRB48.0480 xGSRB56.0560 xGSRB24.240E xGSRB36.360E

SFGLD480 continuous, Prime

SFGLD560 continuous

SFGLD240 Stand-by

SFGLD360 Stand-by xGSRB48.480E SFGLD480 Stand-by

Table 1 - Engines Family codes

The first letter “x” of the code is related to the year of the certification (f.e. for 2016, the letter is a “G”).

2.1.10

2/2

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-040e F May 2016

Dep. 2

GAS ENGINES GENERAL DESCRIPTION OF CONSTRUCTION

O&M_2.002262.810_10_2016

1. BASIC SPECIFICATIONS OF GAS ENGINES

The technical characteristics of the engines are shown in:

- IC-G-D-00-034 FG engines

- IC-G-D-00-035 FGLD, SFGLD, SFGM in line engines

- IC-G-D-00-036 FGLD, SFGLD, SFGM V engines

- IC-G-D-00-131 SFGRD in line engines

- IC-G-D-00-132 SFGRD V engines

- IC-G-D-00-149 HGM engines

These are four-stroke engines with spark ignition (Otto Cycle). The SFGM and HGM series feature Miller cycle.

They belong to different categories, as follows:

FG engines, naturally aspirated with stoichiometric combustion (lambda=1).

SFGRD engines supercharged by turbocharger and aftercooler with rich burn technology (Lambda<1) and low-pressure air/gas mixture.

FGLD/SFGLD/SFGM engines supercharged by turbocharger and aftercooler with lean burn technology

(Lambda=1.3 / 1.6) and low-pressure air/gas mixture.

HGM engines supercharged by high-compression ratio turbocharger and intercooler, with lean burn technology (Lambda=1.4 / 1.7) and low-pressure air/gas mixture.

Kohler engines can operate on gases with different calorific capacities (LHV), see Product Information

IC-G-D-30-001e .

2. GENERAL DESCRIPTION OF THE CONSTRUCTION OF THE ENGINE

2.1. CRANKCASE

The crankcase is manufactured from grey cast iron with a stabilising heat treatment to eliminate residual stresses. It has a high mechanical sturdiness as befits its original design oriented towards diesel applications.

The crankcase is constructed with different side openings, which allows a high degree of accessibility to internal engine components such as connecting rods, camshafts, etc., to facilitate engine maintenance.

2.2. SLEEVES

Sleeves are from centrifuged grey cast iron and are installed on the engine block, due to which they are interchangeable, allowing easy maintenance.

2.3. CRANKSHAFT

The crankshaft is made from die-pressed alloy steel, which is given a general heat treatment (quenching and tempering).

2.1.11

1/4

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-040e F May 2016

Dep. 2

GAS ENGINES GENERAL DESCRIPTION OF CONSTRUCTION

O&M_2.002262.810_10_2016

It is of the suspended block type for which reason it is secured with nodular cast iron caps and alloy steel studs, making the engine assembly very sturdy.

The crankshaft bearings, crankpins and radii (bends) are induction-tempered to ensure surface hardness and better performance and longer life for the crankshaft.

The crankshaft is dynamically balanced by built-in counterweights and its ends are supported by an inertia flywheel to ensure regular operation and a torsion vibration damper.

2.4. BEARINGS

The semi-bearings used in the connecting rod head and crankshaft are manufactured from steel and the roller track is made from aluminium tin alloy.

2.5. CYLINDER HEADS

The cylinder heads are made from grey cast iron and are individual for each cylinder, allowing high engine maintenance.

Apart from housing the intake and exhaust piping, they have two water chambers that are part of the engine cooling system.

Each cylinder head comes complete with a four-valve system per cylinder (2 intake and 2 exhaust) which are formed by valve seats, valves and valve guides, as well as springs, valve plates and half-cones. All the components fitted into the cylinder heads allow easy replacement and maintenance.

The cylinder head also houses the spark plug sleeve that accommodates an easy-to-fit/remove firing spark plug.

2.6. CONNECTING RODS

The connecting rods are die-pressed in alloy steel and are then quenched and tempered to improve their mechanical characteristics. They are cut obliquely and with a saw-tooth joint which guarantees an adequate joint after assembly of crank head and cap.

2.7. PISTONS

The pistons are made from aluminium alloy. The volume for the combustion is formed by the volume between the piston TDC and the cylinder head. The pistons include a chamber shaped on piston top

The piston is jet cooled with refrigeration oil from a specific regulated pressure gallery either at the base of the piston or through a gallery inside the piston itself.

2.8. PISTON RINGS

A piston ring set consists of three rings:

Compression ring, i.e. a chrome-plated rectangular ring on a piston ring carrier for engines with 152mm cylinder dia. and a ceramic trapezoidal ring for engines with 160mm dia. pistons

Scraper ring, and

Oil control ring

2.1.12

2/4

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-040e F May 2016

Dep. 2

GAS ENGINES GENERAL DESCRIPTION OF CONSTRUCTION

O&M_2.002262.810_10_2016

2.9. CAMSHAFT

The camshafts (one for in-line and two in V-engines) are made from alloy steel and induction tempered or case hardened (HGM and SFGM).

The cams have been calculated to optimise the operation of all the engine distribution; camshaft drive is through gear arrangement.

The cam followers are of the roller type, mounted on a rocker arm.

2.10. DISTRIBUTION

Timing gears, i.e. the drive system of such components as camshafts, regulators, oil pump and water, consist of spur gears on in-line engines and helical gears on V-engines.

2.11. LUBRICATION

The oil pump is a gear pump type, driven by means of gears from the crankshaft. The lubrication system also consists of interchangeable filters, thermostatic oil temperature regulation (V-engines), oil refrigeration, regulation of the lubrication oil pressure, in addition to safety systems like centrifugal filters according to the application concerned.

2.12. REFRIGERATION

There is two types of refrigeration:

The engine is cooled by a double water circuit. A main circuit which cools the motor crankcase, cylinder heads and exhaust manifold (except in the case of dry exhaust manifold) as well as the air-fuel mixture on engines with double-stage intercooler, and an auxiliary circuit for cooling the oil and the air-fuel mixture.

There are some configurations in which the oil cooler is cooled by the main circuit in parallel with the other parts of the engine.

The engine is cooled by just one water circuit. In line engines the oilcooler and the mixture cooler are in series, and both in parallel to the block, cylinder-heads and exhaust manifold. In v engines oilcooler and mixture cooler are in parallel and both are in parallel to the block, cylinder-heads and exhaust manifold. the mixture cooler is one stage intercooler.

Cooling circuits can include pumps that can be driven by gears from the crankshaft.

2.13. CARBURETION

The gas system consists of an air/fuel ratio adjustment system (mechanical, screw-type on

FG/FGLD/SFGLD/SFGM-series engines and electronic on SFGRD/SFGLD/SFGM and HGM series engines and a Venturi type carburettor.

Following the specifications and general standards, a valve train is always installed before the engine to guarantee the safety of the gas installation.

2.1.13

3/4

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-040e F May 2016

Dep. 2

GAS ENGINES GENERAL DESCRIPTION OF CONSTRUCTION

O&M_2.002262.810_10_2016

2.14. INTAKE

All the engines are supplied with an air filter system. Once the mixture has been made, it flows through the intake manifold immediately on a naturally aspirated engine, or after passing through the compressor and intercooler on a supercharged engine. The intake manifolds are made from aluminium in In-line engines, from nodular casting in V engines and are provided with a safety, explosion and pressure relief valve system.

2.15. MISCELLANEOUS

The engine incorporates a crankcase gas vent for relieving pressure due to blow-by gases.

In order to ensure performance consistent with their different applications, our engines include auxiliary prelubrication systems, oil draining, oil level control, etc.

2.1.14

4/4

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-035e F June 2016

Dep. 2

TABLE OF TECHNICAL CHARACTERISTICS IN-LINE

FGLD/SFGLD/SFGM ENGINES

O&M_2.002262.810_10_2016

ITEM

Nº of Cylinders

Cycle

Cylinder Bore X Stroke

Displacement

Compression Ratio

Firing Order

Rotation as viewed from the

Flywheel end

Flywheel Housing / Flywheel

Valve Set

Engine Weight

UNITS mm / (in)

L / (in

)

FGLD/SFGLD/SFGM

FGLD/SFGLD/SFGM 180

FGLD/SFGLD/SFGM 240

4 strokes per cycle

152 x 165 / (5.98x6.50)

17.96 / (1096) 23.95 / (1462)

11:1 / 11,6:1 – 9,2.1

(A)(B) / 8:1 (C)

1-5-3-6-2-4 1-4-2-6-8-5-7-3

Counter-clockwise

General Dimensions mm / (in)

Kg / (Lb)

W mm / (in)

L mm / (in)

H mm / (in)

SAE 0 / 18"-14"

Intake 0.3 / (0.012) - Exhaust 0.8 / (0.031)

2510-2700 / (5534-5952)

1225 / ( 48.23)

3210-3500 / (7077-7716)

1248 / (49.13)

2365 / (93.11)

1850 / (72.83)

2864 / (112.76)

1914 / (75.35)

COOLING SYSTEM

Types

Main Circuit capacity

Auxiliary Circuit capacity

Standard Jacket Water Temp.

High Jacket Water Temp.

Auxiliary Water Temp.

LUBRICATION SYSTEM

L / (gal)

ºC / (°F) min-std

ºC / (°F) max

ºC / (°F)

Water-Water or Water-Air

70 / (18.5) 90 / (23.7)

/55 /(131)

25 (6.6)

75-90 /(167-194) // 105-120 (D) / (221-248)

96 / (205) // 125 (D) / (257)

/80 (D) /(176) /55 /(131) /80 (D) (176)

Oil type

Normal Oil Pressure

Oil Temperature

Oil capacity

Approximate oil consumption

COMBUSTION SYSTEM

Natural Gas KOHLER MOTOROIL 3040 Plus See IC-G-D-25-003e

Biogas / Syngas KOHLER MOTOROIL 2040 See IC-G-D-25-002e

Propane

(B)

KOHLER MOTOROIL 99.27.046 See IC-G-D-25-004e

Bar / (psi)

ºC / (°F)

L (gal) gr/kWh / (gr/hphr)

4 – 6 / (58-87)

80 – 95 / (176-203) // 80-100 / (176-212)

(E)

86 / (22.72) 116 / (30.64)

0.35 / (0.26)

Type of Combustion

Lean Burn (Lambda = 1.3 / 1.7)

F: mixture regulation by screw (mechanical)

SF: Electronic Mixture Regulation

And also mixture regulation by screw (mechanical)

Combustible Gases

Natural Gas /Biogas( Digester / Landfill)

Well gases

(A)(C)

/ Syngas

(A)

/ Propane

(B)

Gas regulation valve Dungs (Zero Pressure) (Mechanical regulation)

(A) SFGLD engines, Syngas and low methane number (45<MN<65)

(B) SFGM 180 y SFGM 240 propane engines

(D) Only natural gas engines

(E) SFGLD emergency engines

2.1.15

1/1

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-171e September 2015

Dep. 2

DESCRIPTION OF THE COMPONENTS IN ONE CIRCUIT IN LINE

GAS ENGINES

O&M_2.002262.810_10_2016

Fig. 1 – Right side view

2.1.17

1/7

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-171e September 2015

Dep. 2

DESCRIPTION OF THE COMPONENTS IN ONE CIRCUIT IN LINE

GAS ENGINES

O&M_2.002262.810_10_2016

Fig. 2 – Left side view

2.1.18

2/7

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-171e September 2015

Dep. 2

DESCRIPTION OF THE COMPONENTS IN ONE CIRCUIT IN LINE

GAS ENGINES

O&M_2.002262.810_10_2016

Fig. 3 – Top view

2.1.19

3/7

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-171e September 2015

Dep. 2

DESCRIPTION OF THE COMPONENTS IN ONE CIRCUIT IN LINE

GAS ENGINES

O&M_2.002262.810_10_2016

Fig. 4 – Front view

2.1.20

4/7

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-171e September 2015

Dep. 2

DESCRIPTION OF THE COMPONENTS IN ONE CIRCUIT IN LINE

GAS ENGINES

O&M_2.002262.810_10_2016

Fig. 5 – Rear view

2.1.21

5/7

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-171e September 2015

Dep. 2

DESCRIPTION OF THE COMPONENTS IN ONE CIRCUIT IN LINE

GAS ENGINES

O&M_2.002262.810_10_2016

1 Crankcase

2 Connecting rod inspection door

3 Rocker arm inspection doors

8 Rocker arm cover

9 Filter Crankase gas recirculation

10 Flywheel

13 Starter

14 Jacket water thermostatic valve

15 Engine supports

16 Jacket water inlet

19 Exhaust gas outlet elbow

22 Dipstick

23 Exhaust gases outlet

25 Oil centrifugal filter

26 Oil drain plug

27 Fuel gas inlet

28 Fuel gas regulator (tecjet)

29 Carburetor

30 Electronic ignition module

33 Throttle valve body

34 Throttle valve elbow

35 Intake manifold elbow

2.1.22

6/7

40 Intercooler

41 Turbocharger

42 Air cooler drain

44 Oil level controller

45 Wiring Box 220V

46 Wiring Box 24V

47 Oil filling plug

48 Engine inlet water manifold

PRODUCT INFORMATION INDEX DATE

IC-G-D-00-171e September 2015

Dep. 2

DESCRIPTION OF THE COMPONENTS IN ONE CIRCUIT IN LINE

GAS ENGINES

O&M_2.002262.810_10_2016

2.1.23

7/7

ITEM

PRODUCT INFORMATION INDEX DATE

IM-G-C-00-003e C

February 2012

Dep. 2

GAPS AND WEAR LIMITS FOR IN-LINE GAS AND ETHANOL

ENGINES

O&M_2.002262.810_10_2016

In line 180

REFERENCE

In line 240

GAPS & LIMITS

(mm)

Normal Limit

DISTRIBUTION

Camshaft bushing Ø

Front / Central / Rear

Longitudinal gap on camshaft (locked pinion)

Gap between flanks of timing gears

OIL CIRCUIT

Axial clearance of internal pump gears

Radial clearance of internal pump gears

Gap between gear tooth faces

Diametral clearance of drive shaft in pump cover and sleeve

Oil pump safety valve rating

Lube oil pressure control valve rating

Piston coolant pressure control valve rating

VALVE LIFTER

Lifter guide housing inside Ø

Clearance between housing and lifter

Lifter guide Ø

Clearance between lifter and rocker arm (intake)

Clearance between lifter and rocker arm (exhaust)

CYLINDER

Liner inside Ø (top)

Maximum out-of-roundness

Upper Ø of bore (liner housing)

Lower Ø of bore (liner housing)

Protrusion of liner over cylinder block

CONNECTING ROD

Width of connecting rod big end

(LCR piston)

Clearance between piston pin and connecting rod bearing insert

(LCR piston)

Diametral clearance between crankpin and bearing

PISTON-RINGS

Height of piston groove 1 (compression ring)

Height of piston groove 2 (scraper ring)

Height of piston groove 3 (oil control ring)

Height of compression ring 1

Height of scraper ring 2

Height of oil control ring 3

Protrusion of the piston over the liner (dwell)

68 / 68.001 /

68.001

0.15 to 0.30

0.10 to 0.209

0.24 to 0.325

0.14 to 0.22

0.06 to 0.139

8 bar

4.5bar

3 bar

14.05 to 14.077

0.006 to 0.044

14.033 to 14.044

0.3

0.8

57,77 to 57,73

0.035 to 0.086

(0.050 a 0.102)

0.077 to 0.144

68.15

0.3

152.0 to 152.025 152.4

0.03 0.2

175.50 to 175.54

172.00 to 172.04

0.04 to 0.10

3.56 to 3.54

4.04 to 4.02

3.475 to 3.490

3.478 to 3.490

3.978 to 3.990

-0.90 to -0.30

3.7

4.15

3.4

3.9

2.1.25

1/3

ITEM

PRODUCT INFORMATION INDEX DATE

IM-G-C-00-003e C

February 2012

Dep. 2

GAPS AND WEAR LIMITS FOR IN-LINE GAS AND ETHANOL

ENGINES

O&M_2.002262.810_10_2016

REFERENCE GAPS & LIMITS

(mm)

In line 180 In line 240 Normal Limit

Clearance of ring 1 in groove 1

Clearance of ring 2 in groove 2

Clearance of ring 3 in groove 3

End-to-end clearance of compression ring (1)

End-to-end clearance of scraper ring (2)

End-to-end clearance of oil control ring (3)

CRANKSHAFT

Crankpin Ø

Crankpin Ø 1st repair size

Crankpin Ø 2nd repair size

Crankshaft journal Ø

1 0.05 to 0.085

2 0.05 to 0.082

3 0.03 to 0.06

0.50 to 0.75

0.60 to 0.85

0.50 to 0.80

0.15

1.7

114.991 to 115.03 114.9

114.491 to 114.513

114.4

113.991 to 114.013

113.9

134.96 to 135.00 134.84

Crankshaft journal Ø 1st crankshaft repair size

Crankshaft journal Ø 2nd crankshaft repair size

Diametral gap between journal and bearing

Axial thrust disk thickness

End play of crankshaft

VALVES

Head angle, intake / exhaust valves

Milling angle, intake / exhaust valve seats

Free length of external spring

Free length of internal spring

Clearance of valve stem in removable guide - (LF)

Clearance of valve stem in removable guide

Depression of valve with regard to cylinder head plane

ROCKER ARM

Rocker arm shaft

134.46 to 134.50 134.34

133.96 to 134.00 133.84

0,100 a 0,199

3.5 to 3.62

0.22 to 0.586

141º ±0º15’

67.1

56.6

0,055 to 0,08

1.25 to 1.75

3.3

0.8

0.45

0.15

31.975 to 31.991 31.9

Clearance of rocker arm shaft in removable bushing 0.018 to 0.059 0.1

Other considerations for taking into account with all the engines:

The connecting rods and their bearing caps are marked with matching identification numbers in addition to the revelant cylinder number for assembly purposes.

It is necessary to replace the connecting rod bolts after either their third retightening or according to the relevant maintenance instructions.

The lips of the front and rear seals must be oriented towards the inside of the engine and impregnated with motor oil on assembly.

Change the counterweight screws each time the crankshaft is rectified.

2.1.26

2/3

PRODUCT INFORMATION INDEX DATE

IM-G-C-00-003e C

February 2012

Dep. 2

GAPS AND WEAR LIMITS FOR IN-LINE GAS AND ETHANOL

ENGINES

O&M_2.002262.810_10_2016

The damper is a precision device, the internal parts of which are adjusted to very close tolerances. Any wear of its external housing can reduce its performance and cause serious damage to the engine crankshaft. It should be changed, following the relevant instructions for that purpose.

Main bearing caps are marked with figures in ascending order from the flywheel side. These figures are reproduced on the lower face of the cylinder block

2.1.27

3/3

PRODUCT INFORMATION INDEX DATE

IM-G-C-00-001e F January 2015

Dep. 1

TIGHTENING TORQUES FOR GAS AND ETHANOL ENGINES

O&M_2.002262.810_10_2016

In line 180/240

ITEM REFERENCE

TIGHTENING TORQUE

Kgm. Nm.

ENGINE BLOCK

Bearing capscrew (See IM-C-C-10-001e)

Bearing cap cross bolt (See IM-C-C-10-001e)

Cylinder head stud to crankcase (with Loctite 511)

MOVING PARTS

Counterweight to crankshaft capscrew

Connecting rod capscrew (See IM-C-C-15-002e)

82*

13*

804*

128*

28.5*

50*

4.5

280*

491*

Flywheel mounting capscrew (with Loctite 243)

Screws crankshaft companion flange front (with Loctite

243)

Vibration damper capscrew

CYLINDER HEAD

Cylinder head nut (See IM-C-C-10-002e)

48*

353

16 157

137

471*

Spark plug sleeve

Rocker arm adjusting screw

Valve lifter adjusting screw

SPARK PLUG (See IO-G-M-33-001, IO-G-M-33-004, IO-G-M-33-007)

DISTRIBUTION

226

30 294 Oil pump gear fixing nut (with Loctite 243)

OTHERS

Nut for water pump impeller, main circuit

(with Loctite 243)

Water pump gear drive and bearing capscrew, main circuit

(with Loctite 243)

Engine to skid / subbase capscrew (M.20)

Exhaust manifold to cylinder head capscrew

Turbocharger to manifold nut

10 98

Wet / Dry

6 / 4,5

8.3 / 4,5

4,5 / 4,5

324

59 / 44

81 / 44

44 / 44

NOTE

* Oil lubricated (with plenty of motor oil)

General directive for tightening torques based on screw quality and diameter.

These values should be used unless expressly specified otherwise. See IM-C-C-00-002e.

2.1.29

1/3

PRODUCT INFORMATION INDEX DATE

IM-G-C-00-001e F January 2015

Dep. 1

TIGHTENING TORQUES FOR GAS AND ETHANOL ENGINES

O&M_2.002262.810_10_2016

FGLD/SFGLD/SFGM 360/480/560

ITEM REFERENCE

TIGHTENING TORQUE

Kgm. Nm.

ENGINE BLOCK

Bearing cap fixing stud

Bearing cap nut (See IM-C-C-10-001e)

Bearing cap cross bolt (See IM-C-C-10-001e)

Cylinder head stud to crankcase (with Loctite 511)

Cyl. head stud SFGLD 560 (with Loctite 511)

MOVING PARTS

Counterweight to crankshaft capscrew

Vibration damper capscrew

Connecting rod capscrew (See IM-C-C-15-002e)

Crankshaft rear output flange capscrew (flywheel)

Flywheel capscrew

CYLINDER HEAD

Cylinder head nut (See IM-C-C-10-002e)

Cyl. head nut SFGLD/SFGM 560 (See IM-C-C-10-002e)

Spark plug sleeve / SFGM560

Rocker arm adjusting screw

Valve lifter adjusting nut

SPARK PLUG (See IO-G-M-33-001, IO-G-M-33-004, IO-G-M-33-007)

DISTRIBUTION

Oil pump gear fixing nut (with Loctite 243)

OTHERS

Nut for water pump impeller, main & auxiliary circuits

(with Loctite 243)

Water pump gear drive and bearing capscrew, main & auxiliary circuits (with Loctite 243)

Engine to skid / subbase capscrew (M.20)

Exhaust manifold to cylinder head capscrew

Turbocharger to manifold capscrew

Wet / Dry

10*

102*

28*

28,5*

50*

43*

31*

48*

45*

4,5

6,5 / 4,5

8,3 / 4,5

4,5 / 4,5

98*

1001*

275*

280*

137

491*

421*

304*

471*

441*

226

343

10 98

18 177

324

64 / 44

81 / 44

44 / 44

NOTE

* Oil lubricated (with plenty of motor oil)

General directive for tightening torques based on screw quality and diameter.

These values should be used unless expressly specified otherwise. See IM-C-C-00-002e.

2.1.30

2/3

PRODUCT INFORMATION INDEX DATE

IM-G-C-00-001e F January 2015

Dep. 1

TIGHTENING TORQUES FOR GAS AND ETHANOL ENGINES

O&M_2.002262.810_10_2016

HGM 420 / 560

ITEM REFERENCE

TIGHTENING TORQUE

Kgm. Nm.

ENGINE BLOCK

Bearing cap fixing stud

Bearing cap nut (See IM-C-C-10-001e)

Bearing cap cross bolt (See IM-C-C-10-001e)

Cylinder head stud to crankcase (with Loctite 511)

MOVING PARTS

Counterweight to crankshaft capscrew

Vibration damper capscrew

Connecting rod capscrew (See IM-C-C-15-002e)

Crankshaft rear output flange capscrew (flywheel)

Flywheel capscrew

CYLINDER HEAD

Cylinder head nut

Spark plug sleeve

Rocker arm adjusting screw

Valve lifter adjusting screw

SPARK PLUG (See IO-G-M-33-001, IO-G-M-33-004, IO-G-M-33-007)

DISTRIBUTION

10*

102*

28*

28,5*

50*

43*

31*

48*

4,5

98*

1001*

275*

280*

137

491*

421*

304*

441*

226

Oil pump gear fixing nut (with Loctite 243) 35 343

OTHERS

Nut for water pump impeller, main & auxiliary circuits (with

Loctite 243)

10 98

Water pump gear drive and bearing capscrew, main & auxiliary circuits (with Loctite 243)

Engine to skid / subbase capscrew (M.20)

Exhaust manifold to cylinder head capscrew

18 177

-- 33

4,5

324

Turbocharger to manifold nut 4,5 44

NOTE

* Oil lubricated (with plenty of motor oil)

General directive for tightening torques based on screw quality and diameter.

These values should be used unless expressly specified otherwise. See IM-C-C-00-002e.

2.1.31

3/3

PRODUCT INFORMATION INDEX DATE

Dep.2

TIGHTENING TORQUES FOR COMMERCIAL BOLTS & NUTS

O&M_2.002262.810_10_2016

1. STANDARD TIGHTENING TORQUE SPECIFICATION

Tabulated below are the tightening torques for commercial bolts and nuts according to their metric threads and grades.

THREAD

GRADE

8.8 10.9 12.9

N.m Ft.lb N.m Ft.lb N.m Ft.lb

M.5

M.6

M.8

M.10

M.12

M.14

M.16

M.18

M.20

M.22

M.24

M.27

6 4.4 9 6,6 11 8.1

11 8 15 11 18 13.3

25 18 34 25 43 32

47 35 65 48 83 61

78 58 113 83 140 103

120 86 175 129 210 155

180 133 260 192 310 229

250 184 360 266 430 317

330 243 470 347 560 413

430 317 600 443 720 531

560 413 790 583 950 701

710 524 1060 782 1180 870

M.33 1110 819 1540 1136 1730 1276

Table 1 – Tightening torques for the fasteners’ different threads and grades

Screw tightening torques outside this standard specification are listed in documents IM-F-C-00-002e and IM-F-C-

00-004e for diesel and dual-fuel engines and IM-G-C-00-001e for gas and ethanol engines.

2. CALCULATING THE SCREW PRE-STRESSING FORCE ACCORDING TO THE

APPLIED TIGHTENING TORQUE

The screw tightening torque is useful for two purposes:

- To overcome friction between contact areas, whether between screw and nut threads or between screw head and bearing surface.

- To apply a pre-stressing force to the fastener.

The amount of tightening torque usable for applying the pre-stressing force varies depending on the coefficient of friction to overcome. Therefore, even though the same tightening torque is applied to two identical screws, the pre-stressing force can vary if the coefficient of friction is different in both instances. The lower the coefficient, the lower the effort needed to overcome friction and consequently, the pre-stressing force will be greater.

Torques table 1 has been calculated with a coefficient of friction standard for steel μ =0.14. For other coatings, look at Table 2.

2.1.33

1/3

PRODUCT INFORMATION INDEX DATE

Dep.2

TIGHTENING TORQUES FOR COMMERCIAL BOLTS & NUTS

O&M_2.002262.810_10_2016

Coating

Steel with cadmium

Cadmium with zinc

Cadmium with cadmium

Steel with phosphate

Phosphate with cadmium

Coefficient of friction

Normal Lubricated

0.07 0.07

0.1

0.08

0.07

0.11

0.1

0.08

Phosphate with zinc

Phosphate with phosphate

0.11

0.12

0.11

0.1

Steel with zinc 0.14 0.07

Table 2 – Coefficient of friction for different coatings

In any case, the normal coefficient of friction used is 0.14 for clean and non-lubricated steel-to-steel assembly. If the screw and the mating threads are of steel, clean and lubricated, this coefficient is 0.1.

From a known coefficient of friction, it is possible to calculate the pre-stressing force using this formula. df

 side diameter



P v

[



(



4 dn



0 .

58 df )



0 .

16 p ]



S dn p







The average coeficient of



Coeficient of

Screw pitch friction between screw and part friction in screw and part´s thread

Washer´s diameter

Screw nominal diameter friction of :

P v



Pre stressing force obtained with the torque M

To determine whether a screw will resist a pre-stressing force (as calculated from a known tightening torque and coefficient of friction), it is necessary to know the mechanical properties of that screw. The following table shows those properties.

Tensile strength (N/mm 2 )

Yield strength (N/mm

Extension to the breakage (%) min

Resilience (N.m/cm

Hardness HRC

Table 3 – Mechanical properties of screws used by Kohler

(acc. to DIN 267)

9 8

2.1.34

2/3

PRODUCT INFORMATION INDEX DATE

Dep.2

TIGHTENING TORQUES FOR COMMERCIAL BOLTS & NUTS

O&M_2.002262.810_10_2016

3. AUXILIARY SCREW DRIVING PRODUCTS

All screwed joints must have all their parts perfectly clean and assembled applying oil to the threads. For special applications, different products are usable for assembly. The following situations occur.

- Screws that never need to be removed, which can come loose due to vibration or for other reasons. In those cases, high strength threadlocker (Loctite 270) will be used.

- Screws that will be removed only on rare occasions, which can come loose due to vibration or for other reasons. In those cases, medium strength threadlocker (Loctite 243) will be used.

- Screws that never need to be removed, which fix low-pressure oil or water pipes, where gaps between threads are small. Medium strength thread sealant (Loctite 542) will be used.

- Screws that will have to be removed, which fix low-pressure oil or water pipes, where gaps between threads are small. They require low-strength thread sealant (Loctite 511).

- Screws that never need to be removed, which fix high-pressure oil or water pipes, where gaps between threads are important. They require high-strength threadlocker (Loctite 270 with Activator N [7649]).

- Awkward bolts and nuts, where high tightening torque accuracy and a known steady coefficient of friction are necessary, which will have to be removed, even after working in bad conditions. They require the application of solid lubricants for bolted metal joints (Molykote 1000).

2.1.35

3/3

Length

1 inch (in)

12 in

1 foot (ft)

Area

3 ft

1 yard (yd)

1 sq.in

1 sq.ft

Volume

1 cubic.in

1 cubic ft

1 US gallon

Mass

1 pound (lb)

Torque

1 ft lb

Power

1 hp

1000 Btu/hr

1 Btu/min

PRODUCT INFORMATION INDEX DATE

IC-C-D-00-025e

December 2013

UNITS CONVERSION

Dep. 2

O&M_2.002262.810_10_2016

25.4 mm

2.54 cm

0.0254 m

304.8 mm

30.48 cm

0.3048 m

914.4 mm

91.44 cm

0.9144 m

645.16 mm

6.4516 cm

929.03 cm

0.092903 m

16.387 cm

(c.c)

0.016387 dm

(liters)

28.317 dm

(liters)

0.028317 m

3.7854 dm

(liters)

0.0037854 m

1 mm

10 mm

1 cm

100 cm

1 m

1 cm

10000 cm

1 m

1 cm

(c.c)

1000 cm

(c.c)

1 dm

(liters)

1000 dm

(liters)

1 m

0.039370 in

0.0032808 ft

0.0010936 yd

0.39370 in

0.032808 ft

0.010936 yd

39.370 in

3.2808 ft

1.0936 yd

0.155 sq. In

0.0010764 sq ft

1550 sq. In

10.764 sq ft

0.061024 cu.in

0.000035315 cu.ft

0.00026417 gal

61.024 cu.in

0.035315 cu.ft

0.26417 gal

61024 cu.in

35.315 cu.ft

264.17 gal

453.59 g

0.45359 kg

1 kg 2.2046 lb

1.3558 N m 1 N m 0.73756 ft lb

0.7457 kW

0.293 kW

0.01759 kW

1 W

1000 W

1 kW

1000 kW

1 MW

0.0013410 HP

3,4121 Btu/hr

0.056838 Btu/min

1.3410 HP

3412.1 Btu/hr

56.838 Btu/min

1341.0 HP

3412100 Btu/hr

56868 Btu/min

2.1.37

1/2

PRODUCT INFORMATION INDEX DATE

IC-C-D-00-025e

December 2013

UNITS CONVERSION

Dep. 2

O&M_2.002262.810_10_2016

Energy

1 Btu

Temperature

Presure psi In HG

1.0551 kJ

0.00029307 kWh

ºF = ºC x 1,8 + 32 in H

1 kJ

(0.00027778 KWh)

0.94782 Btu

K = ºC + 273,15

O kPa bar kg/cm

mmH

1 2.0360 27.68 6.8948 0.068948 0.070307 703.07

0.036127 0.073556 1 0.24909 0.0024909 0.00254 25.400

0.14504 0.2953 4.0146 1

14.504 29.53 401.46 100 1 1.0197

14.223 28.959 393.70 98.067 0.98067 1 10000

0.000098066 1

2.1.38

2/2

T-G-A-20-024e

INDEX DATE

Sept 4

Dep.

. 2

O&M_2.002262.810_10_2016

KOHLER operation.

In order to able to dissi pate the the pearance of problems re low quality o f the same

In the case gle cooling ci circuit.

2 COOLI UIT DIAGR t ng the air/mi xture cooler, , ne engine wit th one coolin s cuit r impeller pu mp ooler ings and cyl inder heads

4. Air or r air/fuel mixt ture cooler

6. Cooli ing system e erature regu lator nsion tank

8. Venti ing piping at the highest point of the e

9. Venti ing piping at the main cir cuit pump in let

10. Venti ing piping at the highest point of cool

11. Auxil iary water pr reheating pu mp g resistor

2.2.1

e engine of t cuit

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-024e

September 2014

Dep. 2

ONE CIRCUIT COOLING SYSTEM FOR GAS ENGINES

2.1 ENGINE-MOUNTED COOLING CIRCUIT

2.1.1 JACKET WATER CIRCUIT

O&M_2.002262.810_10_2016

The jacket water pump draws water from the heat exchanger, thermostatic valve or both and discharges it to the water manifold located on the right side of the engine. Water then flows through the block, around the cylinder sleeves, up through the cylinder heads then to the cooled exhaust manifolds. From the exhaust manifolds, water is directed to the thermostatic valve (see page 4/7 for a full description of the thermostatic valve) that either recirculates water to the pump inlet or diverts water to the heat exchanger, depending on water outlet temperature.

Figure 2 Jacket Water circuit

Water inlet (from external cooling system)

Water manifold

Water cooled cylinder head

Water cooled exhaust manifold

7 Water outlet (to external cooling system)

2.2.2

2/7

COOLER AN D INTERCO

T-G-A-20-024e

INDEX DATE

Sept 4

Dep.

. 2

O&M_2.002262.810_10_2016

Oilcoler and intercooler pe pipe

4 Inter pipe

5 Inter rcooler

6 Inter rcooler outlet t pipe

2.2.3

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-024e

September 2014

Dep. 2

ONE CIRCUIT COOLING SYSTEM FOR GAS ENGINES

3 COOLING SYSTEM COMPONENTS

3.1 IMPELLER PUMP

O&M_2.002262.810_10_2016

Responsible for passing the right amount and pressure of cooling water past all elements of the engine. It can be operated mechanically by the engine itself. This is a gear-driven centrifugal pump located on the front right side of the engine.

1 5

Drive gear

Bearing

Seal

Impeller

2 3 4

Figure 4 Water pump

3.2 OIL COOLER

Lubrication and cooling oil cooling system.

3.3 ENGINE BLOCK

Distributes water to the engine block to cool the liners and then the cylinder heads.

3.4 AIR OR AIR/FUEL INLET COOLER

This is the component of turbocharged engines that cools the air or air/fuel inlet mixture, which is heated by compression in the turbocharger, before it enters the combustion chamber.

3.5 WATER PREHEATING SYSTEM

This is an auxiliary system that allows the engine cooling water to be at the optimum temperature when the engine starts from cold. This system consists of a heating element that heats up the water and, occasionally, an auxiliary water pump that distributes the water throughout the engine. See IT-C-A-20-009.

2.2.4

4/7

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-024e

September 2014

Dep. 2

ONE CIRCUIT COOLING SYSTEM FOR GAS ENGINES

3.6 WATER TEMPERATURE REGULATOR

O&M_2.002262.810_10_2016

The temperature of the water in the circuit needs to be controlled in order to stay at the right temperature.

This can be done by means of thermostatic valves that are installed in a thermostat box or by electronic regulation using 3-way valves.

Temperature regulation using thermostatic valves is generally used for cases where precise temperature control is needed, as they control ranges from 8 to 10ºC. Electronic regulation is used for cases where precise temperature control is needed, in heat recovery applications for example.

3.6.1 THERMOSTATIC VALVE

The thermostatic valve contains 3 thermostats and is designed to maintain the operating temperature of water in the engine between 75 ºC and 88 ºC (167 ºF to 190 ºF).

Most of the coolant flows back to the suction side of the jacket water pump if the temperature is less than 75

ºC (167 ºF).

A small amount of cooling water will always circulate through the thermostatic valve to the external cooling system. This flow is used for purging air, thus avoiding the formation of air pockets in the cooling system.

When the cooling water temperature exceeds that which causes the thermostats to open, water circulates around thermostats and exits to the external cooling system.

Figure 5 Thermostatic valve

Thermostatic valve body

Thermostats

Bleed valve

2.2.5

5/7

T-G-A-20-024e

INDEX DATE

Sept 4

Dep.

. 2

3.7 VENT

An element that purges

3.8 EXPAN K s from the cir

Due to the i ncreased vo ted water, a rcuit while the to control sai

O&M_2.002262.810_10_2016

id increases filled. in volume. s to be install led at the hig

A pipe must t run from the circuit water pump inlet.

circuit. circuit must lead to the e ater level. ust be fitted with a low w allows air to enter the cir steam or air r to leave at positive over rpressure. r level to fall e and water, st have a ca pacity of at le the total volu r in the cooli ng circuit. l

, be reached ceeds 100ºC.

. with cooling e e s that avoid air from colle em. e expansion water level in the tank:



Fro



Fro



Fro m the circuit t water pump m the highes ank e

This part of the cooling c of different t ypes, depen requirements

2.2.6

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-024e

September 2014

Dep. 2

ONE CIRCUIT COOLING SYSTEM FOR GAS ENGINES

4 REQUIREMENTS OF THE ENGINE COOLING SYSTEM

O&M_2.002262.810_10_2016



The cooling system must be able to dissipate all the heat generated by the engine and keep the same at the correct in all possible operating conditions.



The heat generated and the cooling temperature are reflected in the thermal balances of each engine.

The heat generated by the engine and shown on the thermal balance sheet is a value determined under specific operating parameters and standard conditions, meaning that in real conditions the heat generated by the engine may vary, depending on its operating conditions and on environmental conditions. The cooling circuit should be sized taking into account these variations, as well as taking into account the fact that the cooling system may well get dirty. Kohler recommends having a reserve capacity of 15%.

The cooling liquid must satisfy the requirements listed in product information IO-C-M-20-001. The cooling circuit must be designed to take into account the fact that using antifreeze in the coolant reduces heat transfer by 3% for each 10% of antifreeze added to the coolant.



The cooling circuit pressure must always be positive throughout the circuit and comply with all minimum requirements laid down for each engine in product information sheets IO-G-M-60-002, IO-G-M-60-006,

IO-F-M-60-002 and IO-D-M-60-001.



The cooling circuit must have a certain flow rate, defined in product information sheets IT-G-A-20-007 and IT-F-A-20-005.

2.2.7

7/7

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-007e I

May 2015

Dep. 2

GAS ENGINES – PRESSURE LOSSES AND FLOWRATES

O&M_2.002262.810_10_2016

1. INTRODUCTION

When calculating pressure losses in the cooling circuits of gas engines. Product Information Datasheets

IT-C-A-20-001e and IT-C-A-20-002e apply. The former explains how to calculate pressure losses based on the components layout. while the latter summarises the pressure losses for each separate component.

To define flowrates in addition to the parameters that guarantee correct performance of the engine against seizing or knocking. we take it into account that the flowing-through velocity in the heat exchanger pipes should not be less than 1m/s nor greater than 3m/s.

CAUTION

Maximum flowrate in the main circuit depends on the external cooling system. while the maximum flowrate in the auxiliary circuit is determined by the passage cross section in the air and oil coolers and should not exceed

30m 3 /h

According to the temperature of the primary and/or secondary cooling circuit(s). the minimum flowrates will vary.

WARNING

The circuit's pressure loss (Delta P) and restriction (K) are valid for a basic engine configuration with mechanical pumps as defined in section 5 of this document. Any change to the components of said configuration will entail recalculating both aforementioned parameters. For instance. if the engine incorporates electric pumps. the thermostat box is different from that specified for engines with mechanical pumps; therefore. you need to recalculate both the restriction and the pressure loss.

Considerations to take into account in other engine applications or engine configurations



The minimum flowrates specified for both cooling circuits apply to "continuous" duty equipment. For

"standby" units. the minimum flowrate shall be determined. increasing it in the same proportion as power does in relation to the tabulated flowrates.



Minimum flowrates are the same for engines with dry exhaust manifolds

and with (wet) cooled exhaust manifold.



For variable speed engines the Minimum flows are the same that for constant speed engines

2.2.9

1/7

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-007e I

May 2015

Dep. 2

GAS ENGINES – PRESSURE LOSSES AND FLOWRATES

O&M_2.002262.810_10_2016

2. MINIMUM FLOWRATES FOR FGLD ENGINES

2.1 MAIN COOLING CIRCUIT

Engine

Speed Minimum flowrate

[rpm] [m 3

Delta P

FGLD180

FG180

FGLD240

FG240

0.28

4.5·10

0.30

3.3·10

-4

FGLD360

0.25

1.0·10

-4

FGLD480

0.40

1.1·10

-4

2.2 AUXILIARY COOLING CIRCUIT

Engine

Speed Temperature Minimum Flowrate

[rpm] [ºC] [m 3

Delta P

55(Biogas) 0.42 1.86·10

-3

1500

FGLD180

FGLD240

1800

1500

2.04·10

-3

80 0.46

0.81 2.01·10

-3

2.04·10

-3

55(Biogas) 0.74 1.86·10

-3

55 (90 Main C.) 0.80 2.01·10

-3

55 (120 Main C.)

0.82 2.04·10

-3

1.76·10

-3

80 0.7

55(Biogas) 1.16 1.86·10

-3

1800

FGLD360

FGLD480

1500

1800

1500

1800

1.76·10

-3

80 1.10

55 (90 Main C.) 0.45 1.13·10

-3

55 (120 Main C.)

80 (90 Main C.)

80 (120 Main C.)

0.45

0.46

1.13·10

-3

1.13·10

-3

1.16·10

-3

0.68 1.09·10

1.13·10

-3

80 0.71

55 (90 Main C.) 0.45 1.13·10

-3

1.16·10

-3

55 (120 Main C.) 20 0.46

1.18·10

-3

80 0.47

0.71 1.13·10

-3

1.18·10

-3

80 0.74

2.2.10

2/7

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-007e I

May 2015

Dep. 2

GAS ENGINES – PRESSURE LOSSES AND FLOWRATES

O&M_2.002262.810_10_2016

3. MINIMUM FLOWRATES FOR SFGLD / SFGRD / SFGM ENGINES

3.1 MAIN COOLING CIRCUIT – TWO CIRCUITS

Engine

Speed Minimum flowrate

[rpm] [m 3

Delta P

SFGLD/SFGRD/SFGM180

4.5·10

-4

SFGLD/SFGRD/SFGM 240

SFGLD/SFGRD/SFGM 360

3.3·10

1.0·10

-4

SFGLD/SFGRD/SFGM 480

1800 80

1.1·10

-4

SFGLD/SFGRD SFGM /560

3.2 MAIN COOLING CIRCUIT – ONE CIRCUIT

Engine

Speed Minimum flowrate

[rpm] [m 3

Delta P

SFGLD 180

2,7·10

-4

1800 40 0,43

1,2·10

-4

1800 50 0,30

SFGLD 240

SFGLD 360

SFGLD 480

SFGLD 560

3,9·10

-5

1800 80 0,25

2.2.11

3/7

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-007e I

May 2015

Dep. 2

GAS ENGINES – PRESSURE LOSSES AND FLOWRATES

O&M_2.002262.810_10_2016

3.3 AUXILIARY COOLING CIRCUIT. SINGLE-STAGE AIRCOOLER

Engine

Speed Temperature Minimum

Flowrate

[rpm] [ºC] [m 3

Delta P K

/h] [bar]

SFGLD/SFGRD/SFGM180

1200/1500

0.42 1.86·10

1.89·10

-3

1800

0.74 1.86·10

1.89·10

-3

SFGLD/SFGRD/SFGM240

1200 55 15 1.89·10

-3

1500

40 – 55

0.76 1.89·10

1.61·10

-3

1800

1200

1.18 1.89·10

1.61·10

-3

40 – 55 (90 Main C)

1.09·10

-3

0.25

0.44 1.09·10

-3

SFGLD360

SFGLD480

SFGLD560

1500

1800

1200

1500

1800

1200

1500

55 (120 Main C)

80 (90 Main C)

20 0.45 1.13·10

-3

80 (120 Main C)

55 (90 Main C)

32 – 55 25

0.46 1.16·10

-3

0.68 1.09·10

-3

80 (90 Main C)

80 (120 Main C)

0.71

1.13·10

-3

0.71

0.73 1.16·10

-3

1.13·10

-3

0.25

0.45 1.13·10

-3

40 – 55 (90 Main C)

55 (120 Main C) 20 0.46 1.16·10

-3

1.18·10

-3

80 0.47

0.71 1.13·10

1.18·10

-3

80 0.74

0.25

0.71

1.13·10

-3

2.2.12

4/7

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-007e I

May 2015

Dep. 2

GAS ENGINES – PRESSURE LOSSES AND FLOWRATES

O&M_2.002262.810_10_2016

3.4 AUXILIARY COOLING CIRCUIT. DOUBLE-STAGE AIRCOOLER

Engine

SFGLD/SFGRD/SFGM 360

Flowrate

[rpm] [ºC] [m 3

Delta P

/h] [bar]

1200 55

1500 40 – 55

15 0.47

23 1.09 2.06·10

-3

1800 55 25 1.29

1200 55 18 0.67

SFGLD/SFGRD/SFGM 480

1500 40 – 55 23 1.09

1800 55

1200 55

25 1.29

2.06·10

17 0.6

SFGLD/SFGRD/SFGM 560

1500 40 – 55 21 0.9

1800 55

4. MINIMUM FLOWRATES FOR HGM ENGINES

4.1 MAIN COOLING CIRCUIT

HGM240

25 1.28

Engine Speed Delta P

[rpm] [m 3

0,71

5,48·10

-4

HGM420

1.27

4.23· 10

-4

HGM560

1.78·10

-4

4.2 AUXILIARY COOLING CIRCUIT.

4.2.1 DOUBLE STAGE INTERCOOLER

Engine Speed Temperature Minimum Flowrate

[rpm] [ºC] [m 3

HGM420

1500

Delta P

21 0.83

1.90·10

-3

HGM560

2.2.1

5/7

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-007e I

May 2015

Dep. 2

GAS ENGINES – PRESSURE LOSSES AND FLOWRATES

O&M_2.002262.810_10_2016

4.2.2 SINGLE STAGE INTERCOOLER

Engine

Speed Temperature Minimum Flowrate

[rpm] [ºC]

Delta P

HGM240

1500

20 0,46

1,16·10

0.56

5. BASIC CONFIGURATIONS

The following are the basic configurations used to determine the pressure losses in the main and auxiliary cooling circuits of the above-listed engines.

5.1 MAIN COOLING CIRCUIT

SFGLD/SFGRD/SFGM/FGLD/FG180

SFGLD/SFGRD/SFGM/FGLD/FG240

SFGLD/SFGRD/SFGM/FGLD360

SFGLD/SFGRD/SFGM/FGLD480

YES

SFGLD/SFGRD/SFGM560

YES

5.2 AUXILIARY COOLING CIRCUIT. SINGLE-STAGE AIRCOOLER

YES (3 Thermostats)

YES (7 Thermostats)

FGLD180

FGLD180 (Landfill/Digester)

FGLD240

FGLD240 (Landfill/Digester)

FGLD360

FGLD480

YES

Engine

SFGLD/SFGRD/SFGM180

SFGLD/SFGRD/SFGM240

SFGLD360

Oil cooler

YES

Aircooler

YES

SFGLD480

YES YES

SFGLD560

YES YES

5.3 AUXILIARY COOLING CIRCUIT. DOUBLE-STAGE AIRCOOLER

YES (1 Thermostat)

YES (2 Thermostats)

Thermostat Box

YES (1 Thermostat)

YES (2 Thermostats)

SFGLD/SFGRD/SFGM360

SFGLD/SFGRD/SFGM480

SFGLD/SFGRD/SFGM560

YES

YES (2 Thermostats)

2.2.14

6/7

PRODUCT INFORMATION INDEX DATE

IT-G-A-20-007e I

May 2015

Dep. 2

GAS ENGINES – PRESSURE LOSSES AND FLOWRATES

O&M_2.002262.810_10_2016

3.4 AUXILIARY COOLING CIRCUIT. DOUBLE-STAGE AIRCOOLER

Engine

SFGLD/SFGRD/SFGM 360

Flowrate

[rpm] [ºC] [m 3

Delta P

/h] [bar]

1200 55

1500 40 – 55

15 0.47

23 1.09 2.06·10

-3

1800 55 25 1.29

1200 55 18 0.67

SFGLD/SFGRD/SFGM 480

1500 40 – 55 23 1.09

1800 55

1200 55

25 1.29

2.06·10

17 0.6

SFGLD/SFGRD/SFGM 560

1500 40 – 55 21 0.9

1800 55

4. MINIMUM FLOWRATES FOR HGM ENGINES

4.1 MAIN COOLING CIRCUIT

HGM240

25 1.28

Engine Speed Delta P

[rpm] [m 3

0,71

5,48·10

-4

HGM420

1.27

4.23· 10

-4

HGM560

1.78·10

-4

4.2 AUXILIARY COOLING CIRCUIT.

4.2.1 DOUBLE STAGE INTERCOOLER

Engine Speed Temperature Minimum Flowrate

[rpm] [ºC] [m 3

HGM420

1500

Delta P

21 0.83

1.90·10

-3

HGM560

2.2.1

5/7

PRODUCT INFORMATION INDEX DATE

IC-C-D-25-004e C

February 2012

Dep. 2

DESCRIPTION OF LUBRICATION SYSTEM

FOR “IN-LINE” ENGINES

O&M_2.002262.810_10_2016

1. INTRODUCTION

The purpose of the engine lubrication system is to:

Provide pressurised oil for hydrodynamic lubrication, minimizing friction between parts moving in relation to

each other (crankshaft, connecting rods, etc.).

Regulate the oil pressure so as to ensure correct lubrication.

Filter oil adequately in order to maintain its lubricating properties.

Cool the engine.

Protect the engine parts, like the filters, seals, etc., against oil overpressure by means of relief valves.

2. DESCRIPTION

The lubricating system is made up of the following elements:

Wet oil sump, suction tube and oil level indicator.

Geared oil pump with overpressure safety valve.

Lube oil pressure regulating valve.

Oil cooler.

Oil filters.

Jet pressure regulation valve.

Centrifugal filter (diesel, biogas, low methane number gases and propane engines)

Blow-by gas exhaust system: crankcase breather.

2.1. Oil sump

The bottom of the crankcase is enclosed by the oil sump or oil tank. The amount of oil it contains depends on the engine model. A threaded drain plug is fitted to the lowest point in the sump.

Located in the crankcase is the oil suction tube which is fitted with a grille, preventing the suction of foreign material into the oil circuit.

The dipstick, which allows visual control of the oil level, is also located in the sump.

2.2. Oil pump

This a gear type positive displacement pump driven through the timing gears, which ensures the pump operates when the engine is running.

It is the oil pump function to supply oil to the other components of the engine. The pump consists of: a pump body, cover or suction hood, two gears (a driving gear and an idler gear), and an overpressure safety valve.

Overpressure Safety Valve

Fig.1 Oil Pump

2.3.1

1/4

PRODUCT INFORMATION INDEX DATE

IC-C-D-25-004e C

February 2012

Dep. 2

DESCRIPTION OF LUBRICATION SYSTEM

FOR “IN-LINE” ENGINES

O&M_2.002262.810_10_2016

2.3. Overpressure safety valve

The overpressure safety valve or relief valve is located at the outlet of the oil pump. Its function is to discharge oil directly to the sump if the impulse pressure exceeds the rated pressure (8 bar / 116 psi), thus protecting engine components from failure. The valve is fixed to a bracket attached to the ribs of the oil sump. (See Fig. 1)

2.4. Lubricating oil pressure regulating valve

Its function is to regulate the lubricating oil pressure of the engine. It is located at the inlet of the oil filters and is rated at 4.5 bar (65 psi). Its function is to discharge the surplus oil when the rated pressure is exceeded, ensuring that the pressure is constant under all the engine operating or load conditions. (See Fig. 2.)

2.5. Oil cooler

Either of two types can be used:

Plate type: housed in a casing, fitted integrally on the engine.

External oil cooler: the standard version is the pipe type, housed in a casing. The design of the oil cooler can be adapted to the application requirements.

2.6. Oil filters

The filters are of the interchangeable and full flow cartridge type, oil being entirely cleaned in a set of three parallel filters. They have no bypass or non-return valve. Filtering efficiency is 99% at 30

 m and 50% at 15

 m.

2.7. Jet pressure regulation valve

This is located downstream of the filters and it is rated at 3 bar (43.5 psi). Its function is to allow oil to pass to the jet gallery and to the piston coolant jets themselves when the rated pressure is reached. Piston coolant oil is filtered. (See Fig. 2.)

Jet pressure regulation

Lubricating oil pressure regulating vavle

Fig.2 Jets and Regulation Valves Disposition

2.3.2

2/4

PRODUCT INFORMATION INDEX DATE

IC-C-D-25-004e C

February 2012

Dep. 2

DESCRIPTION OF LUBRICATION SYSTEM

FOR “IN-LINE” ENGINES

O&M_2.002262.810_10_2016

2.8. Centrifugal filter

Combustion in diesel engines produces a large amount of soot or very fine-grained pulverised carbon particles that are absolutely not retained in the oil filter.

In case of the gas engines, the main problem is the presence of pollutants in gas fuel (such as biogases) which are carried by the oil.

Centrifugal filters are not so common as the oil filters; their underlying principle is the heavier weight of solids compared to oil. A centrifugal filter comprises a rotating circular body on the wall of which the solid particles settle, while purified oil flows through a central duct to the oil sump.

2.9. Blow-by gas exhaust system

KOHLER engines can have either a passive or an active venting system.

2.9.1 Passive or open system (diesel, gas and ethanol engines):

This is the standard venting system. It consists of a breather which allows oil vapours and blow-by gases to get out into the atmosphere through an exhaust pipe. These are the components of such an open gas exhaust system:

The crankcase, which finally collects the gases that escape from the combustion chamber through the interstice between the piston rings and the cylinder liner.

The blow-by gas breather. It is made of one or various wire-mesh separators which separate the gas-borne thick liquid drops and feed them back to the crankcase by gravity.

An exhaust pipe.

2.9.1 Active or crankcase gas recirculating system (only gas engines):

The crankcase gas recirculating system aims to introduce the engine-produced blow-by gases into the inlet airstream in a clean and efficient manner.

Besides the open system elements, adding a filter, to clean the gases previous their recirculation, is required.

3. OPERATION

Oil is drawn from the sump through the grille in the suction tube by means of the oil pump.

The pump supplies a specific flow of oil at a certain pressure. If the pressure exceeds 8 bar (116 psi), oil is drained in the safety valve directly to the crankcase.

Oil flows from the pump to the oil cooler then to the filter access gallery.

This gallery is fitted with the lubricating oil pressure regulating valve. If the pressure does not exceed 4.5 bar

(65 psi), oil is allowed in the filter access gallery; otherwise, part of the oil stream is diverted to the crankcase.

The oil circulates in parallel through the filters.

On the one side, filtered oil reaches the jet pressure regulation valve which allows it to pass on to the jet gallery if the rated pressure of 3 bar (43 psi) is exceeded. From here it flows to the piston cooling jets.

On the other side, filtered oil gains access to the main lubrication gallery, from which oil is distributed to different parts of the engine, namely:

2.3.3

3/4

PRODUCT INFORMATION INDEX DATE

IC-C-D-25-004e C

February 2012

Dep. 2

DESCRIPTION OF LUBRICATION SYSTEM

FOR “IN-LINE” ENGINES

O&M_2.002262.810_10_2016

The crankshaft, bearing caps and small and big ends of the connecting rod: on reaching the crankshaft, oil flows through internal channels which lead it to the bearing caps and big-end bearings. Oil circulates through ducts inside the connecting rod to reach the upper part of the conrod, i.e. the small end bushings and the pin, which are coated with a lubricating film.

The camshaft, cylinder heads, rocker arms on the engine. Oil flows inside the camshaft, from end to end, along the longitudinal direction of the engine block. Also, oil is distributed through individual passages to the bearings and the auxiliary rocker arm shaft. Holes in the rocker arm shaft bushing allow oil to lubricate the camshaft rollers.

Part of the oil that flows through the camshaft flows into an external channel which is machined on the engine block and cylinder head and conveys oil to the main rocker arm shaft. From this point, oil passes through the shaft orifices to the oiling holes of the intake and exhaust valve rockers and to the valve stems. The rest of the cylinder head is spray-lubricated.

On turbocharged engines, oil reaches the turbocharger by an external pipe.

From the main lubrication gallery, oil is fed to the injection pump driving coupling, to the injection pump and to the water pump.

Part of the oil flows to the centrifugal filter that retains dispersed soot and contributes to keeping oil cleaner and to extending the oil change intervals.

Finally, the oil returns to the sump.

OIL

PUMP

SAFETY

VALVE

P > 8 bar

OIL

COOLER

Suction tube grill YES

YES

OIL PRES

REG. VALVE

P > 4,5 bar

FILTERS

JET PRES

REG. VALVE

P > 3 bar

YES

Piston cooling jets

MAIN LUBR. GALLERY

Crankshaft

Camsha

Regulator

Turbocharg

Conrods

Aux.

Rocker

Arm

Centrifugal

Injection pump

Water pump drive

Injection pump drive

Main

Rocker

Arm

Rock

OIL SUMP

2.3.4

4/4

PRODUCT INFORMATION INDEX DATE

IT-C-A-25-002e F March 2015

AUTOMATIC ENGINE OIL LEVEL CONTROLLER

Dep. 2

O&M_2.002262.810_10_2016

1. INTRODUCTION

If engine-driven equipment is intended for 24-hour operation or similar, it is recommended that the engine should be fitted with an oil level controller.

Fig. 1 – General layout on 180/240 series engines

Fig. 2 – General layout on 180/240 series generating sets

2.3.5

1/4

PRODUCT INFORMATION INDEX DATE

IT-C-A-25-002e F March 2015

AUTOMATIC ENGINE OIL LEVEL CONTROLLER

Dep. 2

O&M_2.002262.810_10_2016

bar

MT-90

Digital Tachometer

°C

100

110

120

6 5 4 1 3

Fig. 3 – General layout on 360/480/560 series engines/generating sets

1 Automatic oil level controller

2 Oil tank

3 Filling hose

Oil sump to level controller hose

5 Venting hose

6 Lube oil level indicator (Refer to IT-C-A-25-009e or IT-G-A-25-009e)

Fig. 4 – Automatic Oil Level Controller

2.3.6

2/4

PRODUCT INFORMATION INDEX DATE

IT-C-A-25-002e F March 2015

AUTOMATIC ENGINE OIL LEVEL CONTROLLER

Dep. 2

O&M_2.002262.810_10_2016

2. DESCRIPTION AND ASSEMBLY

The oil level controller is a mechanical actuator placed on the oil sump at the bottom of the engine. It is equipped with a floater inside a small reservoir which opens or closes the oil flow into the engine crankcase.

When assembling the level controller in the sump, the latter is equipped with a universal bracket with two screws whose task is not only to secure the unit to the engine but to adjust the height thereof such that with the engine running and oil hot, the indicator level should be aligned with the oil level in the engine crankcase.

Therefore, the height from the adjusting nut to the oil sump base will vary according to the engine model.

Variations with respect to its height or position on the engine can cause the oil sump to overfill. It is also important to tighten the fasteners correctly to prevent engine vibrations from altering the position of the oil controller (see enclosed table).

ENGINE

F/SF 180/240

SFE/FG/FGLD/SFGLD/SFGM/SFGRD 180/240

HGM240

F/SF 360/480

SFE/FGLD/SFGLD/SFGM/SFGRD 360

SFE/FGLD/SFGLD/SFGM/SFGRD 480

SFGLD/SFGM/SFGRD 560

HGM420/560

HEIGHT (MM)

122

1 Oil supply hose

2 Venting hose

3 Oil controller hose to oil sump

4 Height adjustment screw

As the automatic filling equipment is connected by a hose to the oil sump, the oil level displayed always matches the actual reading, whether in applications where ventilation airs to the atmosphere or for applications with crankcase gas recirculation to intake. This crankcase ventilation hose (2) must be 12mm in diameter and the connection must be located above the oil level. Improper installation of crankcase ventilation can cause overflow.

The discharge hose to the crankcase (3) should be approximately 25mm in diameter and should be free from buckling.

The charging hose (1) should have a downward pitch with no sags and be 12mm in diameter.

If fed from a booster tank, the height thereof must NOT exceed 4.6 m. If this height is exceeded, the oil sump may overfill due to excess inlet pressure.

2.3.7

3/4

PRODUCT INFORMATION INDEX DATE

IT-C-A-25-002e F March 2015

AUTOMATIC ENGINE OIL LEVEL CONTROLLER

Dep. 2

O&M_2.002262.810_10_2016

When the engine is running, the oil level in the display must be within the normal operating range.

When the engine is stopped due to oil backflow in the circuit, the oil level will exceed this range and overflow will occur, but once the engine has been started, it will return to its regular position.

2.3.8

4/4

PRODUCT INFORMATION INDEX DATE

Dep. 2

LUBE OIL LEVEL INDICATOR UL

1. INTRODUCTION

O&M_2.002262.810_10_2016

The UL oil level indicator is a box with high and low limit adjustable switches. It provides protection against the high and low level of lubricant caused by overfilling of water inside the sump.

Fig. 1 – General Layout

1 Lube oil level sesors box

2 High level indicator sensor

3 Low level indicator sensor

4 Two-way

5 Lube oil pan

6 Connecting rods inspection cover

Table 1 – Components Specification.

2.3.9

1/4

PRODUCT INFORMATION INDEX DATE

Dep. 2

LUBE OIL LEVEL INDICATOR UL

O&M_2.002262.810_10_2016

2. DESCRIPTION AND ASSEMBLY

The function of this device is to trigger a warning alarm when the level reaches the defined low or high limit.

Therefore, the high and low oil limits will vary according to the oil capacity of the sump for each model of engine, as shown hereafter. There two different positions of the sensors depending on engine type.

Fig. 2 – In line engines Layout

2.3.10

2/4

PRODUCT INFORMATION INDEX DATE

Dep. 2

LUBE OIL LEVEL INDICATOR UL

O&M_2.002262.810_10_2016

Fig. 3 – V engines Layout

The inside diameter of the outlet pipe to the sump must be at least 12 mm. The venting pipe to the sump must be 6 mm in outside diameter, connected to a point above the lubricant level and free of restriction due to bends or obstacles of any kind.

With the engine running, the oil level in the box must lie between the two defined limits. This way, in the event of oil overfilling due to a failure of the automatic supply system, fuel or water ingress or oil leaks, the device outputs the high-level or low-level alarm signal, as appropriate.

With the engine at rest, the oil level may rise up to the high limit, occasionally indicating a situation of excess oil.

This results from backflow, i.e. oil flows back from the lubricating circuit to the sump, when the engine has stopped.

3. CONNECTION

Fig. 4 – Electric Diagram.

2.3.11

3/4

PRODUCT INFORMATION INDEX DATE

Dep. 2

LUBE OIL LEVEL INDICATOR UL

O&M_2.002262.810_10_2016

Fig. 5 – Low level sensor signal

Fig. 6 – High level sensor signal

2.3.12

4/4

PRODUCT INFORMATION INDEX DATE

IT-C-A-25-030e G January 2015

Dep. 2

KOHLER POWER ENGINES

SUBMERGED OIL PREHEATING SYSTEM

O&M_2.002262.810_10_2016

1. INTRODUCTION

The aim of preheating oil is to raise the oil temperature before starting the engine up to the appropriate minimum value (about 40ºC) that ensures adequate oil viscosity for loading the engine.

2. DESCRIPTION

For this purpose, we use a direct preheating system in which the heating resistance is in straight contact with the fluid, i.e. oil, to warm up.

Direct heating offers the advantage that heaters’ efficiency is near 100% because oil directly absorbs all the generated heat. This contributes to faster warming up and suppression of thermal delay. There is no intermediate medium giving rise to heat losses during heat transfer.

The oil preheating system is a monobloc unit that consists of a resistance, a thermostat and a protective cap.

According to the engine model and the crankcase capacity, there will be one, two or four resistances. See table 1.

For heating oil, we specify a 1500W resistance with a specific charge of up to 3.9W/cm². Fitting into the tank is with a 1-1/4” gas stamped brass cap nut and a copper gasket to prevent oil leaking through the thread. The tube is made of AISI 316L stainless steel, 8mm in diameter.

Fig. 1 - Heating resistance

3. ASSEMBLY

These monobloc units lie inside the crankcase (oil sump), in the lower front area. See Fig. 2, 3 and 4.

The resistance is connected to the mains through a plug-in thermostat with the power wires secured to the special-purpose clamping screws.

The resistance must always lie horizontally and submerged in oil. Otherwise, it could break and fail to operate correctly.

These so-called monobloc preheating systems have built-in thermostatic controls with temperature adjustments from 30 to 90ºC. The thermostat must be set at 40ºC. When the preheating system switches on, the resistances start warming up the crankcase and the oil temperature rises progressively. As the oil temperature reaches 40ºC, the thermostat switches off.

2.3.13

1/3

PRODUCT INFORMATION INDEX DATE

IT-C-A-25-030e G January 2015

Dep. 2

KOHLER POWER ENGINES

SUBMERGED OIL PREHEATING SYSTEM

O&M_2.002262.810_10_2016

180/240

360/480

ENGINE TYPE

SFGLD/SFGM/SFGRD 560

HGM 420/560

180/240

360/480

SFGLD/SFGM/SFGRD 560

REFERENCE VOLTAGE

230 V/50 Hz

400 V/50Hz

POWER

1500 W.

No. of Units

HGM 420/560

180/240

360/480 2

480 V/60Hz 1500 W.

SFGLD/SFGM/SFGRD 560 2

HGM 420/560 4

Table 1 – Oil Preheating System per Type of Engine

Fig. 2 – General Layout - F/SF/FG/FGLD/SFGLD/SFGM/SFGRD/SFE 180/240 Engines

Fig. 3 – General Layout - HGM 240 Engines

Fig. 4 - General Layout - F/SF/FGLD/SFGLD/SFGM/SFGRD/SFE360/480 – SFGLD/SFGM/SFGRD560

Engines

2.3.14

2/3

PRODUCT INFORMATION INDEX DATE

IT-C-A-25-030e G January 2015

Dep. 2

KOHLER POWER ENGINES

SUBMERGED OIL PREHEATING SYSTEM

O&M_2.002262.810_10_2016

Fig. 5 - General Layout – HGM420/560 Engines

4. PERFORMANCE

Warming expected from the proposed preheating system is 40ºC over 2 hours.

5. OPERATION

Switching on/off of the preheating resistances is through a control integrated into the engine control panels, which assures thermal/magnetic protection of each resistance. The resistance incorporates an on/off thermostat.

2.3.15

3/3

PRODUCT INFORMATION INDEX DATE

IC-C-D-25-006e B January 2015

Dep. 2

DESCRIPTION OF A CRANKCASE GAS

RECIRCULATION SYSTEM

O&M_2.002262.810_10_2016

1. INTRODUCTION

The crankcase gas recirculation system of the engine, also called the active system, is intended to feed the flow of engine blow-by gases back into the intake air current in a clean and efficient manner and so:

to eliminate one source of emissions, by burning these gases inside the engine, and thus to get one single exhaust in accordance with the prevailing legislation in different countries;

to clean the blow-by gas flow so that it is harmless when reintroduced into the engine;

to regulate the blow-by gas flow so as to set optimum working conditions, fulfilling both internal criteria of optimum cleanness and engine operation requirements.

Blow-by gases refer to the portion of combustion gases which passes through the combustion chamber sealing rings into the crankcase, generating a higher pressure than the atmospheric one, and which must be released to the outside of the machine room in order to avoid:

plugging of the inlet filters;

explosion and fire hazards;

a polluted atmosphere harmful to the machine operators.

2. CONFIGURATION

A crankcase gas recirculation system (CGR) comprises the following parts:

A crankcase (1) which collects the gases that escape from the combustion chamber through the interstice between the piston rings and the cylinder liner.

The blow-by gas breather (2) with drain It is made of one or various wire-mesh separators which separate the gas-borne thick liquid drops and feed them back to the crankcase by gravity.

Piping between separators and recirculation filter (6).

Blow-by gas separator filter (3). All the liberated configurations have only one filter, except for terrestrial diesel

V-engines with air filters which have two gas separator filters and the HGM420/560, with the HGM filters having the greatest filtering efficiency.

An oil return pipe from the recirculation filter (5).

Crankcase pressure control valve (4).

Blow-by gas feed pipe to air intake (between air filter and carburettor) (6).

It is mandatory to follow the installation and assembly instructions defined in product information documents

IT-C-A-25-024e and IM-C-C-25-002e in order to ensure correct operation of each component as specified or otherwise to be able to take the necessary corrective steps.

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Dep. 2

DESCRIPTION OF A CRANKCASE GAS

RECIRCULATION SYSTEM

O&M_2.002262.810_10_2016

5 1

B ARS

Fig.1: CGR on gas in-line engine FGLD/SFGLD. Fig 2: CGR on gas V-engine FGLD/SFGLD.

Fig 3: CGR on HGM240 engine Fig 4: CGR on HGM 420/560 engine

2.1. Crankcase

The crankcase or oil sump is an important component of the engine, which little attention is often paid to. In addition to collecting, storing and recirculating oil that has lubricated and cooled the engine, the crankcase also accumulates the gases leaking from the engine's combustion chambers through small interstices between the rings and liners of each cylinder.

The amount of gas entering the crankcase will depend on the wear condition of the a.m. parts.

Due to crankshaft rotation and oil removal from different places in the engine, an undetermined quantity of oil drops are carried by the blow-by gas flow.

The crankcase gas pressure indicates the status of balance between the amount of blow-by gases removed from the crankcase through the exhaust system and the quantity generated during the engine operation.

By analysing the crankcase pressure over time, it is possible to anticipate any failure that would offset the said balance in one direction or another, notably wear of piston rings, filter clogging, blocked pipes, etc.

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Dep. 2

DESCRIPTION OF A CRANKCASE GAS

RECIRCULATION SYSTEM

O&M_2.002262.810_10_2016

2.2 Oil level controller.

This is an oil level valve with a float that allows oil to pass into the crankcase and fill it when the level is too low, allowing the level to rise until it reaches the correct level before it cuts off the oil supply.

When there is gas recirculation from the crankcase to the intake, given that the pressure in the crankcase does not have to coincide exactly with atmospheric pressure, it is essential to have an effective oil level control device, and this is achieved with the automatic level control. This level control is connected to engine crankcase pressure and not to atmospheric pressure, meaning that we obtain a real measurement of the true level of oil in the crankcase.

When the crankcase pressure does not coincide with the atmospheric pressure, the dipstick will give a false reading, as when crankcase pressure is negative it will indicate low oil levels and high levels when it is negative.

The dipstick is a valid means of measuring the oil level when crankcase gases exit to the atmosphere, but not with recirculation.

2.3. Crankcase Gas Breather

The blow-by gases exit the engine through the "crankcase breather" made of one cylindrical separator filled with wiremesh.

The function of the breather is to separate gas-borne oil.

This oil is collected it in the lower portion and oil is fed back to the crankcase by gravity.

The breather always lies above the oil level of the engine. It is part of the engine, whether integrated into a blow-by recirculation system or an open venting system.

The location of the system in the engine depends on the type of breather and will be such as to prevent or minimise the entrainment of oil by the blow-by gases.

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Dep. 2

DESCRIPTION OF A CRANKCASE GAS

RECIRCULATION SYSTEM

O&M_2.002262.810_10_2016

2.4. Blow-by gas recirculation filter

This is the real conditioner of the blow-by gases before entry into the air intake system. Externally, it looks like an upright black cylinder fitted with a blow-by gas inlet pipe, one gas exhaust pipe and a drain for filtered products at the bottom.

Its function is to completely eliminate gas-borne oil and condensates. For this purpose, it includes a high-performance synthetic fibre filtering cartridge. There are two filter models depending on the engine model, with the HGM filter having the greatest filtering efficiency given the demands for cleaning the turbochargers.

At the top, it has a red light indicator warning that the filter is plugged and must be changed. In any case, the cartridge shall be changed at the intervals specified in the maintenance guidelines. Refer to IO-C-M-25-

011e.

At the bottom of the system, there is a non-return valve which prevents blow-by gas from flowing in a direction opposite draining.

The device has marks on the top showing the gas flow direction, by pointing to the in and out ports of the filter.

2.5. Crankcase pressure control valve

This valve checks the balance between the amount of blow-by gas sucked out of the crankcase into the air intake system and the total quantity of blow-by gas produced in the engine.

FILTRO RECIRCULACION GASES CARTER

Piloto saturación

Cierres para cambio de cartucho

Drenaje filtro

For correct operation of the valve, it is necessary to measure the pressure in the crankcase with the engine running at nominal power and to set the valve to the specified rating.

When done, the valve need not be readjusted until the cartridge is changed, since the crankcase pressure variations provide important information on the system performance and the internal wear of the engine. Tampering with the valve would result in a loss of data and "deceiving" the system.

When changing the filter cartridge, check the valve. If found dirty or full of condensates, flush it with a water jet.

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Dep. 2

DESCRIPTION OF A CRANKCASE GAS

RECIRCULATION SYSTEM

O&M_2.002262.810_10_2016

2.6. Oil feedback to crankcase

Oil separated by the recirculation filter shall be fed back through a hose to the crankcase and always above the crankcase oil level.

2.7. Blow-by gas feed pipe to the air intake

Connected downstream of the crankcase pressure control valve, this pipe transports the filtered gas to the engine air intake.

On gas engines, the blow-by gas feed pipe is connected between the air filters and the compressor

(Fig. 1, 2, 3 and 4)

2.8 Crankcase pressure

Monitoring the crankcase pressure will enable you to detect and follow-up the evolution of possible failures due to a malfunction of the recirculation system or the engine.

The crankcase pressure can be measured at the connecting rod cover or oil sump filling plug or crankcase breather cover, using a water gauge.

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Dep.3

GAS TRAIN: FUNCTIONAL DESCRIPTION

O&M_2.002262.810_10_2016

1. INTRODUCTION

The valves train is a set of elements such as a stopcock, filters, valves, etc, configured for various functions, mainly the safety cut-off of the gas supply in a receiving installation..

Conceptually, the gas train will always have the same configuration and is adapted only in the sizing of its components to the gas flow needs and especially to it. Generally, the design of the gas train matches the specifications of the UNE 60670-2005 standard “Installation of natural gas receivers with a pressure equal to or less than 5 bar.”

2. FUNCTIONAL TECHNICAL DESCRIPTION

The gas train is the set of elements that feed, regulate and cut off the gas supply to the internal combustion engine. The gas train consists of the following elements, the functions of which are described below.

INLET

FLANGE

OUTLET

FLANGE

EN1092-A

INLET

FLANGE

EN1092-A

OUTLET

FLANGE

EN1092-A

1. Cut-off valve.

2. Pressure gauge.

3. Manual press valve to isolate the pressure gauge.

4. Manual purge valve.

5. Gas filter.

6. Pressure regulator (optional).

7. Low pressure switch.

8. Double cut-off solenoid valve.

9. Electronic tightness control.

10. High pressure gauge

11. Self-supporting steel frame.

12. Data plate.

 Manual cut-off valve: the cut-off valve is of the butterfly type and allows the gas to be opened and closed manually.

 Gas filter: the gas filter is of the cage type with a filtering mesh of 1 micron. Its purpose is to clean the gas of any impurities and suspended elements in it. It has a purge valve at its bottom.

 Spherical pressure gauge: there are various connections for measuring pressure in the gas train. These connections consist of a press valve and a pressure gauge. The measurements are taken by pressing the valve. These measurements serve as a visual check of the proper functioning of each of the components in the train.

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GAS TRAIN: FUNCTIONAL DESCRIPTION

O&M_2.002262.810_10_2016

 Pressure regulator: a pressure regulator is needed in installations in which the inlet gas pressure is higher than 150 mbar. The main function of the pressure regulator is to regulate and stabilise the gas supply pressure, adapting it to the specific needs of each carburation system in Kohler engines. The pressure of the regulated gas is 100-120 mbar.

 Double solenoid valve: the main function of the double solenoid valve is to feed and cut off gas in the feed line to the engine as per the DIN EN 161 standard Class A Group 2, remotely and automatically. It consists of two solenoid valves installed in the same body. The solenoids are for slow opening and quick closing. The valve is opened by powering the solenoids and closure is by cutting off the power supply, always at 24 V DC. The double solenoid valve also has a gas volume adjustment. The body of the solenoid valve has various quick connections for installing various safety elements needed for operations such as pressure switches and/or tightness controllers.

 Pressure switches: two pressure switches are installed directly on the solenoid valve body, for minimum and maximum pressure. The minimum pressure switch ensures that the pressure of the gas supply to the engine exceeds the minimum value, otherwise it provides a power free contact to generate the appropriate alarm on the engine control panel. The maximum pressure switch checks that the gas pressure does not exceed a set value that could damage the engine’s components. If this value is exceeded, the pressure switch provides a power free contact to generate the appropriate alarm on the control panel.

 Tightness control: its fundamental function is to check that the closure of the double solenoid valve is tight. If a failure in the closure of the solenoid is detected, it provides an alarm signal to the panel. The tightness control functions only when the engine is stopped.

 Support or frame: a steel structure on which the gas train components are installed.

3. SIZING

The gas trains are sized according to three fundamental parameters:

 The type of fuel gas.

 The pressure of the gas supply.

 The engine’s consumption.

There are three functioning pressure ranges:

 100 – 150 mbar

 150 – 1000 mbar

 1000 – 4000 mbar

The following types of gas are defined as standard applications:

 Natural

 Treatment plant gas (biogas).

 Tip

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GAS TRAIN: FUNCTIONAL DESCRIPTION

O&M_2.002262.810_10_2016

4. GAS TRAIN INSTALLATION

The gas train must be installed near the engine although care must be taken to avoid its being affected by the heat radiated from it or from the liquids used in it and protecting it from impacts and with suitable ventilation conditions.

Gas filter

Double solenoid valve

Gas inlet

Pressure gauge and press valve

Pressure switches and tightness control

Gas train without pressure regulator (gas pressure range 100-150 mbar man.).

Gas filter

Double solenoid valve

Gas inlet

Pressure gauge and press valve

Pressure regulator

Pressure switches and tightness control

Gas train with pressure regulator.

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Dep.2

EGS 02. DESCRIPTION

O&M_2.002262.810_10_2016

1. DESCRIPTION

EGS 02 is the new control system for gas engines and it is suitable for the entire range of Kohler gas engines.

These are the major features of the controller:

- Speed control (variable duty and island applications)

- Load control (parallel/mains applications)

- Control of carburetion at different loads

- Control of carburetion for variations of gas quality

- Communications-based system management.

A complete EGS control system comprises the following items:

- TECJET

- AIR/FUEL MIX THROTTLE VALVE

- PICK-UP

- MAT

- MAP

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Dep.2

EGS 02. DESCRIPTION

O&M_2.002262.810_10_2016

2. FUNCTIONALITIES

2.1 SPEED CONTROL

EGS02 can ensure the engine runs at constant speed regardless of its load. Speed can be pre-programmed in the controller memory or changed externally by means of an analogue signal or through communications.

2.2 LOAD CONTROL

Where EGS02 does not control speed, e.g. when the engine is synchronised with the grid, it can control power according to the required output, by means of an analogue signal or through communications.

2.3 CONTROL OF CARBURATION AT DIFFERENT LOADS

EGS02 can control the required air/gas ratio from tables that depend on power and speed. For this purpose, EGS measures the gas flow as provided by the Tecjet and the mixture volume. This enables controlling emissions according to load.

2.4 CONTROL OF CARBURATION FOR VARIATIONS OF GAS QUALITY

EGS02 will control carburetion, and subsequently emissions, when gas quality variations do not exceed ±10%.

Where gas quality is expected to change by more than 10%, it is possible to feed EGS02 with the gas CH4 percentage to enable EGS to make the appropriate corrections.

2.5 COMMUNICATONS-BASED SYSTEM MANAGEMENT

For easier monitoring and control, EGS02 features CanOpen communications that allow operators to read the controller's data and to enter all kinds of settings. For further information about CanOpen communications, please refer to: IT-G-A-50-010e “Description of EGS02 CanOpen Communications”.

2.6 ENGINE PROTECTIONS

EGS02 provides a number of alarms to protect the engine against mechanical failures:

- Overspeed detection. It is possible to program the maximum speed limit that the engine may not exceed.

- Sensor faults: the controller can detect failing sensors in order to prevent damage to the engine.

- Misfire detection Detecting engine running instability can help detect misfire events. The following are possible causes of engine speed inconsistency that can cause misfire events:



Failure of ignition parts (module, coil, high voltage wire, spark plug)



Carburetion



Mechanical

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EGS 02. DESCRIPTION

3. EGS02 COMPLEMENTARY EQUIPMENT

The EGS02 control system would keep to the following diagram:

O&M_2.002262.810_10_2016

Air filter

Carburetor

Throttle valve

3.1 PICK-UP

This sensor detects the teeth of the engine flywheel. From the teeth detection data, EGS02 can calculate the engine rotational speed.

3.2 MAT

This NTC type temperature sensor reads the temperature of the air/fuel gas mixture fed into the engine. The data is necessary for carburetion control.

3.3 MAP

This pressure sensor reads the pressure of the air/fuel gas mixture in the inlet manifold. The data is necessary for carburetion control.

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EGS 02. DESCRIPTION

O&M_2.002262.810_10_2016

3.4 THROTTLE VALVE

By controlling the throttle valve, the EGS controller adjusts the amount of mixture fed into the engine. Controlling the throttle valve is the way the EGS can control the engine power or speed.

3.5 TECJET

This is a valve controlling the amount of gas supplied to the engine. It incorporates both pressure and temperature sensors before and after the valve chest. Hence the controller receives accurate information on the gas volume entering the engine.

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Dep. 2

VENTURI TYPE CARBURATION - DESCRIPTION

1. INTRODUCTION

A venturi-type carburation system comprises generically the following items:

Zero Pressure Regulator (ZPR)

Main Adjustment Screw (MAS)

Carburettor

CARBURATION SYSTEM

O&M_2.002262.810_10_2016

Figure 1 Carburation system scheme

In the case of electronic regulation, for the NOX sensor control or Lambda sensor control regulation, the main adjuxsting screw is changed by an electronic gas control valve.

In the case of electronic regulation, for the lambda close loop control regulation, the zero pressure regulator and the main adjusting screw are changed by a gas inyecction valve.

2. ZERO PRESSURE REGULATOR (ZPR)

It is the pressure regulator's function to reduce the gas supply pressure to the carburettor inlet pressure. This type of regulator is called "zero pressure regulator", because the regulator outlet pressure is zero or almost zero.

For the Zero Pressure Regulator setting, see document IT-G-A-30-001e

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VENTURI TYPE CARBURATION - DESCRIPTION

O&M_2.002262.810_10_2016

Outlet pressure adjustment

Gas inlet

Gas outlet

Figure 2 Zero pressure regulator

The ZPR shall be mounted as near the adjustment screw or the gas control valve as possible, respecting the minimum distance specified by the regulator manufacturer, and in such a way as to avoid the engine vibrations

Kohler uses two models of pressure regulators:

FRN: This regulator must always be placed with the outlet pressure adjusting spring facing downwards. It needs an inlet air pressure compensation line downstream of the filters.

FRNG: This type of regulators can be installed with the outlet pressure adjusting spring facing up or facing downwards. They require no inlet air pressure compensation line downstream of the filters; fitting a compensation line could lead to problems with the engine operation. Since there is no compensation line, they require more frequent monitoring of the exhaust emissions to avoid air-fuel ratio misadjustments due to clogged air filters.

For this type of regulators (supplied by Kohler ) , the inlet gas pressure must not exceed 50 mbar.

3. GAS FLOW CONTROL

3.1 MAIN ADJUSTMENT SCREW (MAS)

The main adjustment screw for the mixture ratio lies between regulator and carburettor. It checks the flow of fuel to the carburettor.

For the MAS setting procedure, see IT-G-A-30-001e

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VENTURI TYPE CARBURATION - DESCRIPTION

O&M_2.002262.810_10_2016

Figure 3 Main Adjusting Screw

3.2 GAS CONTROL VALVE

The gas control valve is a throttle valve, powered by an electric actuator and electronically controlled. It requires a zero pressure regulator before.

Figure 4 Gas Control Valve

3.3 GAS CONTROL INJECTOR

The gas control injector is a throttle valve, powered by an electric actuator and electronically controlled.

Temperature and pressure sensors are used internally for the gas flow control. It works with positive inlet pressure, so it is not necessary a zero pressure regulator installation.

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VENTURI TYPE CARBURATION - DESCRIPTION

O&M_2.002262.810_10_2016

Figure 5 Gas Control Injector

4. CARBURETTOR

A venturi-type carburettor consists of a barrel in a housing, which allows it to be mounted on the air intake manifold.

Figure 6 Carburettor and barrel

The operating principle is the Venturi effect. As air flows through the barrel, a vacuum proportional to the air velocity develops in the throat of the venturi, causing gas to be drawn into the carburettor, thus giving rise to an air-gas mixture in the venturi.

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VENTURI TYPE CARBURATION - DESCRIPTION

O&M_2.002262.810_10_2016

With a venturi type carburettor, the gas pressure need not be greater than the atmospheric pressure. Accordingly, the system includes a zero pressure regulator upstream of the carburettor. Since air and gas pressures are identical, a constant air-gas ratio is obtained throughout the operating range of the engine.

Using this type of carburation permits easy adjustment of the proper air-fuel mixture to ensure optimum operation of the engine under conditions of maximum efficiency or minimum exhaust emissions.

GAS

AIR

Figure 7 Air-Gas mixteure by venturi effect

For a manual carburation setting procedure using a mechanical carburation (Main Adjusting Screw), refer to document IT-G-A-30-001e.

5. ELECTRONIC CONTROL

An electronically controlled valve uses a valve as shown in 3.2 and 3.3 paragraphs.

See the product information for carburation electronic control:

- IC-G-D-50-003 for EGS 02 system

- IC-G-D-50-004 for GCS system

- IC-G-D-50-005 for E3. DESCRIPCIÓN system

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Dep. 2

SPECIFICATION OF GAS SUPPLY TO TECJET 52

1. INTRODUCTION

O&M_2.002262.810_10_2016

This Product Information document applies to all the gas engines fitted with a Tecjet 52 valve .

2. GAS PRESSURE RANGE

Correct operation of the Tecjet 52 control valve is directly related to the input gas pressure and the pressure drop in the valve during normal running of the engine.

The input pressure to Tecjet 52 must be in the range from 50 to 275 mbar (as shown on the graph-Fig. 1).

For input gas pressure to Tecjet52 less than 50 mbar, consult Kohler . Accuracy may be adversely affected

With the engine running, pressure drop in the Tecjet valve (delta-p) must be in the range 70-345 mbar.

Operation below this range is possible at start-up and idling, but on load, accuracy will be affected negatively. At pressures greater than 275 mbar, accuracy decreases as well and the error tolerance increases by about 10% in relation to the normal margin.

The graph below shows the minimum pressure requirements as measured at the inlet to the Tecjet 52 valve related to engine power and gas quality under normal conditions.

300

MINIMUM PRESSURE TJ52 vs MAXIMUM POWER

(Gas Temperature 25ºC / 40ºC)

1- Natural Gas (37,5 MJ/Nm3)

2- Mine Gas (27,5 MJ/Nm3)

3- Sewage Gas (22 MJ/Nm3)

4- Landfill Gas (18 MJ/Nm3)

5- Landfill Gas (14MJ/Nm3)

6- Syngas (10,1 MJ/Nm3)

250

Maximum Pressure 275 mbar

40ºC

25ºC

40ºC

25ºC

40ºC

25ºC

40ºC

25ºC

40ºC

200

25ºC

150

2 40ºC

100

25ºC

Minimum Pressure 50 mbar

0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200

Engine Power (KW)

Fig. 1 - Minimum pressure at Tecjet52 vs Maximum Power

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Dep. 2

SPECIFICATION OF GAS SUPPLY TO TECJET 52

O&M_2.002262.810_10_2016

Where gas temperatures exceed the value used in the graph, the minimum pressure required for a given power will increase. Consult Kohler .

Using a Tecjet 52 valve with a gas of very high volumetric Low Heat Value (LHV) may affect accuracy negatively, depending on the engine power and the gas pressure at the Tecjet. If the supply pressure is high for a gas of very high LHV, small variations in the valve opening or supply pressure may lead to great variations in the carburetion of the engine. For this reason, we specify a maximum supply pressure to the Tecjet for Natural

Gas and propane.

The graph below shows the maximum pressure requirements as measured at the inlet to the Tecjet 52 valve related to engine power and gas quality under normal conditions.

MAXIMUM PRESSURE TJ52 vs MINIMUM POWER

(Gas Temperature 25ºC / 40ºC)

1- Propano >95 (102,7 MJ/Nm3)

2- Gas Natural (37,5 MJ/Nm3)

3- Gas Mina (27,5 MJ/Nm3)

300

250

Maximum Pressure 275 mbar

40ºC

25ºC

40ºC

25ºC 40ºC

25ºC

3 2

200

150

100

Minimum Pressure 50 mbar

100 200 300 400 500 600

Engine Power (KW)

700

Fig. 2 - Maximum pressure at Tecjet52 vs Maximum Power

800

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Dep. 2

SPECIFICATION OF GAS SUPPLY TO TECJET 52

O&M_2.002262.810_10_2016

Tabulated below are the characteristics of the reference types of gas used in the graph:

Propane

Natural Gas

Mine gas

Density (kg/m n

2,02 46050

0,80 47200

0,88 31500

Digester Gas

Landfill Gas A

1,17 18800

1,33 13500

Landfill Gas B 1,38 10200

Syngas 0,89 11400

For optimum performance of the carburetion control, a gas pressure regulator must be installed upstream of the

Tecjet 52 valve. We recommend that the volume between both devices be minimized by placing a regulator close to the engine and with a straight fitting of a minimum length equal to 5 times the diameter of the pipe linking the pressure regulator to the Tecjet52. Under stable operation, the input pressure to the Tecjet 52 valve should not fluctuate in more than +/- 2 mbar.

With the engine running at full power, the position of the Tecjet52 valve must lie anywhere between 20 and 85% of its total travel. In the event it is near any of the said limits, then, if the equipment allows and the input pressure and pressure drop requirements are fulfilled, it will be necessary to adjust the pressure regulator so as to work with the valve in the recommended position.

3. WORKING TEMPERATURES

Room temperatures for Tecjet52 operation:

Tecjet52 gas temperature range:

- 20 ºC to + 85 ºC

- 20 ºC to + 65 ºC

Kohler recommended gas temperature in operation:+10 ºC to + 40 ºC

4. GAS FILTER

To prevent damage, a 1 μ m or thinner mesh filter must be installed at the Tecjet gas intake.

With regard to the contaminants contents, gases must also meet the specifications set out in Product

Information IC-G-D-30-001e, IC-G-D-30-002e, IC-G-D-30-003e, IC-G-D-30-004e, IC-G-D-30-013e,

IC-G-D-30-018e and IC-G-D-30-038e.

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IC-G-D-33-002e A

July 2013

Dep. 2

DESCRIPTION OF THE GIS IGNITION SYSTEM

O&M_2.002262.810_10_2016

1. DESCRIPTION

The ignition system manages and controls the ignition of the mixture in the combustion chamber. Firing must be accurately coordinated with the rotation of the engine and the movement of the valves of each cylinder.

Two GIS ignition unit models are used by Kohler :

- GIS ignition unit

- GIS CSA ignition unit

Both units have the same performance in operation. The only difference of the two units lies in the housing;

76.64.607 up to 60ºC and 76.64.605 up to 70ºC.

The GIS ignition system is made up of the following components:

1. GIS ignition module

3. Hall effect pickup and wiring

4. Two magnetic pickups and wiring.

8. Coils

Fig. 1 – GIS ignition unit

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DESCRIPTION OF THE GIS IGNITION SYSTEM

O&M_2.002262.810_10_2016

Fig. 2 – GIS coil

Fig. 3 – GIS high voltage lead

Most items on the list are compatible with the CPU 95 electronic ignition system used up to now with SFGLD and

HGM engines. The only incompatible items are the coil, the high voltage lead and the ignition rails.

The electrical characteristics of the coil are different to those of the coil used with the CPU 95 electronic ignition system, while the high voltage lead is different in the threaded connection with the coil.

In fact, the basic ignition diagram is the same as that used with the CPU 95 electronic ignition system.

Fig. 4 - Basic layout of the in-line engine ignition system

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July 2013

Dep. 2

DESCRIPTION OF THE GIS IGNITION SYSTEM

O&M_2.002262.810_10_2016

1 GIS ignition module.

Fig. 5 - Basic layout of the V-engine ignition system

4 GIS ignition coils

7 Hall effect pickup and wiring

8 Magnetic pickups and wiring

10 Reference magnet

24Vcc power supply.

Hall effect pickup. Unlike the CPU 95 system, the reference magnet of the camshaft does not have to be lined up with the reset pin during the compression stage of cylinder Nº1 (with 6 and 8 in-line engines),

Nº12 (12V engines) and Nº8 (16V engines).

CAN communications cable for transmission of data from the module to the display

Communication with external equipment (CAN or RS-485), digital and analogue inputs and outputs for connection to control equipment (PLC)

Pickup wiring for measuring engine revolutions

Reset pickup wiring

The ignition system is configured at the factory. Field use of the ignition system may lead to improper engine operation and could cause serious engine damage and/or personal injury to operators and other personnel nearby. Check with Kohler Engineering Department for any queries concerning the ignition module. Do not manipulate the module without prior authorisation.

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DESCRIPTION OF THE GIS IGNITION SYSTEM

O&M_2.002262.810_10_2016

1.1. GIS IGNITION MODULE

The main features of the GIS ignition module are as follows:

- Microprocessor-based digital system with highly precise distribution of engine ignition, based on crankshaft and camshaft position reference signals.

- Optional programming adjustment to adapt to different engine configurations.

- Optional manual timing adjustment can be configured according to engine speed, analogue signals, potentiometer, digital inputs and/or communications.

- Option to adjust timing per cylinder.

- Option to adjust ignition energy and even configure different energy levels for start-up and normal engine operation.

- High capacity for diagnosis in the primary and secondary ignition system circuits.

- Modbus RTU and CAN 2.0b (CANopen) communications.

- Ability to generate a series of pulses that control other equipment, such as the Detcon, injection system, etc.

- USB connection compatible with USB 1.1 and USB 2.0 for connection to PC.

- Certification CSA Class I, Division 2, Group C, D; T4.

All the system options are selected by Kohler on the basis of the requirements and characteristics of each application. All the data required, such as distribution of ignition, configuration of the energy parameters, ignition sequence, number of flywheel teeth, etc. are programmed at the factory.

NOTE

Refer to IT-G-A-33-011 for programming the GIS ignition module. Refer to IO-G-M-33-010 for information on the display module. Refer to IM-G-C-33-006 for installation of the ignition module.

1.1.2. Functions and operation

Configuration of pickup signals

Unlike the CPU 95 module, the GIS ignition system can operate with different pickup signal configurations, making it a more flexible system. With Kohler engines, it can operate with two different configurations:

- 2 PU configuration: The ignition module operates according to the signals received from the magnetic tooth pickup and the camshaft Hall effect pickup.

- 3 PU configuration: The ignition module operates according to the signals received from two magnetic pickups fitted to the crankshaft (teeth and reset) and the camshaft Hall effect pickup.

Analogue/Digital Inputs

The ignition module has an analogue input which, once configured, allows the advance ignition to be adjusted.

The analogue signal can be intensity (4-20 mA) or voltage (0-10 V). With Kohler engines, this analogue input is connected to the Detcon and configured so that the ignition unit reduces the advance as the mA of the signal increase.

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The module also has three digital inputs to carry out the following functions:

- Start/Stop. This signal allows the ignition to be enabled/disabled. If a high level signal is sent (2.8 – 32 V) the ignition is activated, while if a low level signal is sent (0- 0.8 V) the ignition is deactivated. The signal has a maximum input current of 20 mA.

- Reserved/GPI: The General Purpose Input (GPI) can be configured by software and used for several functions. With Kohler engines, this input allows us to reset the CAN communications module with the engine in operation (1 second pulse at high level) or completely reset the ignition unit when the engine is stopped (5 second pulse at high level).

- Schedule A/B: This digital input allows us to select from two previously configured ignition schedules. The unit allows us to programme two ignition schedules (Schedule A and B) and this digital signal allows us to select one of the other (low level (0 - 0.8 V) for schedule A and high level (2.83 - 2 V) for schedule B).

The signal has a maximum input current of 20 mA.

With Kohler engines, this input is not connected, meaning that the unit allows operates with ignition schedule A.

Analogue/Digital Outputs

The GIS ignition unit has two digital outputs that provide information on the status of the unit. They are potential free contacts with a common return that is not referenced (maximum 32 VDC, 100 mA):

- The Go/NoGo contact closes when the unit is sending ignition signals to the coils. This output can be used to activate the security loop when there is an emergency engine shut-down.

- The GPO (General Purpose Output) contact is totally configurable by software. We can configure both those situations when we want it to be activated and the output logic itself. With Kohler engines, the output is normally configured as closed, to be activated (open) only when the unit shows a serious error that results in ignition shutdown.

The ignition module can generate a pulse sequence signal that allows it to control another piece of equipment, such as the Detcon. This signal is known as the ASO (Auxiliary Signal Output) and can be connected with two wires to the equipment in question. It is a TTL level (5V) with a maximum intensity of +- 10 mA.

With Kohler engines, this signal is used to control the Detcon, meaning that the ignition unit must be connected to the Detcon with a 2-wire screened cable.

Visualisation LEDs

There are 6 LEDs on the front of the ignition module that provide information on the status of the unit:

- The “Status” LED indicates the status of the unit. The LED is always flashing and its colour changes according to the status of the unit. If the unit has an error, the LED is red, if there is a warning, the LED is orange and the LED is green if there is no error or warning. When the LED flashes quickly, the unit has a hardware problem (“critical error”).

- The “Firing” LED always activates when the unit is sending. The light is green.

- The pickup LEDs activate whenever the module receives a signal from a pickup. All the lights are green.

With Kohler engines, they are as follows: o Pick up 1: Hall effect camshaft pickup o Pick up 2: magnetic reset pickup o Pick up 3: crankshaft tooth pickup

- The GPO LED activates when the GPO contact is closed. With Kohler engines, due to the fact that this output is normally configured with closed logic, the LED should always be lit unless the unit is in error status.

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NOTE

If the module has been configured so that one of the three pickup signals is not used, the LED corresponding to this signal will never be lit.

Communications

The ignition module has two options for communicating with other equipment. Both communications protocols have the same possibilities as regards control and reading capacity:

- 2 CANbus 2.0 communications ports: the unit can communicate with the other equipment by means of two different CAN protocols: CANopen and J1939. We can use the configuration menu to choose one protocol or the other. The CAN connection allows a maximum cable length of 250 metres.

- 1 RS-485 port for connecting to a PC or Modbus communication with other equipment. The RS-485 connection allows a maximum length of 100 metres.

NOTE

With GCS-E panels, communication with the other equipment is carried out through the CAN port using the

CANopen protocol.

NOTE

The ignition module can be connected to the PC in two ways: via the USB or RS-485 ports. To activate said port, please contact Kohler .

PC Connection

The ignition module can be connected to the PC in two ways: via the USB or RS-485 ports.

However, the firmware to connect the unit via the USB port does not let us connect it via the RS-485 port and vice versa. This means that the firmware version of the unit has to be changed to change the port used to connect to the PC.

NOTE

With Kohler engines, the units are pre-programmed for connecting to the PC via the USB port. The maximum

USB cable length allowed is 5 metres.

Potentiometers and reset button

The unit has two potentiometers to adjust the advance: one for ignition schedule A and the other for ignition schedule B. With Kohler engines, the option of adjusting the advance using these potentiometers is disabled

(only A).

The reset button completely resets the unit. With Kohler engines, this reset is carried out via communications, either from the GCS-E panel display or from the GIS unit display.

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WARNING

The reset button (in the GIS hardware) should not under any circumstances be pressed when the engine is in operation. Pressing the reset button cuts of ignition, which could lead to detonations in the exhaust and/or inlet manifolds. Said detonations could both cause damage to the engine and serious injury to anyone standing near the engine. specifications

The following table shows the main technical specifications of the GIS ignition module. Certain data is common to both stock references ( and ), while other details are not:

Power

Supply

Voltage

Consumption

Number

of

outlets

to

cylinders

Digital

inputs

Digital

outputs

Analogue

inputs

Magnetic

pick

up

Hall

effect

pick

up

Communications

port

Display

Operating

Temperature

GIS

Unit

Dimensions

GIS

CSA

Unit

Weight

Operating

Temperature

Dimensions

24 VDC (nominal)

< 7A (depending on the application and power supply voltage)

2 (NC and configurable)

1 Configurable: 4 ‐ 20 mA / 0 ‐ 10 V

1 x USB 1.1; 2 x CAN 2.0b; 1 x RS ‐ 485

Optional

‐ 40ºC to 60ºC

304 x 240 x 95.5

5.2

‐ 40ºC to 70ºC

304 x 240 x 115.5

Weight

6.7

Fig. 6 – Overview of the ignition system for V-engines with 16 cylinders

2. FITTING THE IGNITION MODULE

Depending on the engine type and the application, the ignition module can be installed in three different positions:

- Installed on a bracket on the engine with shock-absorbing systems to minimise the negative effect of vibrations.

- Installed on the nerve of the profile of the engine frame. Shock-absorbing systems are also used in this case to minimise the negative effect of vibrations.

- Installed in the GCS-E panel with those engines fitted with said panel.

For further detail on the installation of the ignition module, refer to IM-G-C-33-006, GIS ignition module installation manual.

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GAS ENGINES INTAKE SYSTEM

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1. AIM

The aim of this product information sheet is to describe the elements installed in series to make up the gas engine intake system.

2. INTRODUCTION

The air intake system comprises the following elements mounted on the engine:

Air

Carburettor.

Turbocharger (only in supercharged engines).

Air Cooler (only in supercharged engines).

Throttle

Intake

3. AIR FILTER

It is the air filter's function to remove impurities from the air needed for combustion. The most appropriate type of filter for the operational environment must be defined.

The air filtration system must guarantee 99.7% efficiency. The maximum intake restriction is 38 mbar when the engine is operating at its rated power.

There are two types of filters in use: two-stage cyclone filters and high-rate single-stage filter.

Prefilter

Filter

Fig. 1 - Air Filter (two stages)

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GAS ENGINES INTAKE SYSTEM

O&M_2.002262.810_10_2016

COVER

CLAMP

FILTERING ELEMENT

CASING

FOULING

INDICATOR

Fig. 2 - High-rate single-stage filter

4. TURBOCHARGER

The turbocharger is installed in order to boost the air pressure fed into the intake manifold so that there is a dense air/fuel mixture in the combustion chamber.

As they are “low gas pressure” engines, the air-fuel mixture is created at atmospheric pressure (carburettor next to the air filter) and later the air-fuel mixture is compressed.

From the turbocharger outlet, the mixture passes through the air cooler to the elbow in the Throttle valve and from there it is diverted towards the intake manifold.

In-line Engines

They include one (1) turbocharger on their top right-hand side.

V Engines

They have two (2) turbochargers: one on each cylinder bank. HGM engines however have one single turbocharger.

They include two (2) intake manifolds

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4 Valves

5 Piston

3 4

1 9

8 Non Compressed Air

9 Hot Compressed Air

10 Intercooler Water Inlet

11 Intercooler Water Outlet

Fig. 3 - General Drawing - Intake System

The electronic management of the units with a control of the power generated (in kW) regulates and limits the supercharging of the engine, normally being sufficient as a safety limiter.

5. AIR COOLER

The air cooler is integrated into the engine and consist of a tube nest and blades, housed in a reinforced castiron body as a pressurised air-fuel mixture circulates between the tubes.

The air cooler is cooled by means of water from the auxiliary circuit (at 55ºC or 80ºC depending on the engine model), which circulates inside the tubes. Two-stage coolers have main circuit water flowing at 82ºC through their first stage.

Water reduces the temperature of the air-fuel mixture once compressed by the turbo. On reducing the temperature of the air-fuel mixture the density of the air load in the engine increases, allowing a larger amount of air-fuel mixture to enter the cylinder. This leads to greater combustion efficiency and indirectly, more power per cylinder.

6. THROTTLE VALVE

The load regulation valve (Throttle valve) lies downstream of the air cooler outlet. By regulating the amount of

A/F mixture delivered to the cylinders, it regulates the power output or the speed according as the engine is in grid or island mode.

This valve is driven directly by the load/speed regulator.

In “V” engines, a branch at the outlet of the Throttle valve diverts the flow of mixture toward the two intake manifolds

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7. INTAKE MANIFOLD

The design of the intake manifold includes special internal ribs that cause the flow to go in the right direction.

In-Line Engines:

The intake manifold lies on the left-hand side of the engine and distributes the mixture to the cylinders.

V Engines:

There are two intake manifolds: one on each side of the engine, distributing the mixture independently to the cylinders on its bank.

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Dep. 2

AIR FILTERS

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1. AIR FILTERS. CHARACTERISTICS

It is the function of an air filter to ensure that air supplied to the engine has optimum cleanness characteristics.

Kohler engines can include either of two types of filters: double-stage cyclonic filters and GHF high-flow single-stage filtration filters. The cyclonic air filters used on Kohler engines comprise two filtering elements or cartridges: one so-called main cartridge outside and the other so-called safety element inside. High-flow filters are single-stage filtration systems.

Air filtering is achieved to global efficiency rates of 99.7%. Pressure losses due to filtering are less than 20mbar with a clean filter and the engine running at rated power and full speed. Filter plugging occurs when pressure losses exceed 38mbar.

The air filters fitted to Kohler engines can be used in dust-laden atmospheres of up to 15 mg/m n

. In case of greater dust concentration, it will be necessary to install mechanical air prefilters (refer to document

IC-G-D-35-001e).

In double-stage filters, this is how filtering occurs:

Air enters the filter tangentially to the cylindrical casing of the filter.

Passes through the first filtering element (main element).

Flows through the second, safety filtering element.

And finally goes out axially with respect to the filter casing.

Main

Safety

Fig. 1 - General view of double-stage air filters

The airflow restriction created by the air filters increases as the filters get fouled.

As already mentioned, the maximum permissible airflow restriction is 38mbar for filters on engines running at their power rating. On reaching this value, the filtering elements are said to be clogged and must be immediately cleaned or changed. For monitoring their fouling level, the Kohler filters include a mechanical air flow restriction detector Ref. 76.50.134 with a red-coloured indicator showing up completely when the maximum permissible pressure drop has been reached. Alternatively, an electric detector Ref. 76.50.321 can be installed, indicating the fouling condition of the filters by means of a light signal or by transmitting an electric signal to the PLC.

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AIR FILTERS

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The figures below show exploded views of double-stage air filters, identifying their major components.

Intake cap

Fouling detector

Clamp

Safety cartridge

S.C. washer

Filter casing

Main cartridge

Front sealing ring

Locknut

Integrated axial sealing gaskets

M.C. washer

Fig. 2 - Exploded view of a tangentially sealed air filter

Air filter casing

Safety filtering element

Main filtering element

Fouling detector

Fig. 3 - Exploded view of a radially sealed air filter

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AIR FILTERS

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In GHF High-Flow filter, filtering occurs as follows:

Air enters the filter directly through either one or two of the side intake ports, depending on whether the filter has 1 or 2 filtering cartridges

Passes through the filtering cartridge,

And finally flows out to the engine through one port with HGM engines and through two ports on the other engines.

Fig. 4 - General drawing of Kohler High Flow two-cartridge filter

To monitor their fouling level, the GHF filters have a mechanical airflow restriction detector Ref. 76.50.319 with a red-coloured indicator showing up completely when the maximum permissible pressure drop (38 mbar) has been reached at the filter outlet. In this event, depending on the case, either one or two cartridges need to be changed. The fouling detector can alternatively be an electric device Ref. 76.50.266 indicating the fouling condition of the filters by means of a light signal or by transmitting an electric signal to the PLC.

The next figures show exploded views of the GHF air filter.

COVER

CLAMP

FILTERING ELEMENT

CASING

FOULING

INDICATOR

Fig. 5 - Exploded view of Kohler High Flow two-cartridge air filters

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AIR FILTERS

O&M_2.002262.810_10_2016

CASING

FILTERING

ELEMENT

CLAMP

COVER

Fig. 6 Exploded view of Kohler High Flow one-cartridge air filter

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OXIDATIVE CATALYTIC CONVERTERS

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1. OXIDATIVE CATALYTIC CONVERTERS

Catalytic substrates consist of high-temperature resistant steel foils of alternating layers of corrugated and flat strips 100, 200, 300 or 400 cpsi (cells per square inch).

The catalytic materials coated onto the surfaces of the channels consist of a refractory inorganic oxide, various substances which act as chemical promoters and stabilisers, and a combination of precious metals that can include platinum, palladium and rhodium. The substrates provide high resistance to thermal and mechanical shocks, while at the same time offering customers an economical alternative to ceramic and metal substrates currently on the market.

2. OPERATING THE CATALYTIC CONVERTER

The oxidative catalytic converter is effective in controlling carbon monoxide (CO), non-methane hydrocarbons (NMHC), volatile organic compounds (VOC), formaldehyde (CH2O) and hazardous air pollutants (HAPs) produced by gas engines. The oxidation catalytic converter is also effective for the catalytic combustion of VOC emissions from a variety of exhaust gas streams.

The temperature of the exhaust gases within the catalytic converter is a very important factor with regard to obtaining a high degree of conversion efficiency. In general, the higher the temperature, the greater the efficiency obtained by the catalytic system, depending on the pollutant being treated. The appropriate permissible temperature range should be greater than 400°C and less than 600°C.

These oxidation reactions are exothermic (they produce heat), meaning that the catalyser outlet temperature is higher than the inlet temperature. The  T value throughout the catalytic converter depends on several factors, such as the amount of contaminant or the degree of efficiency of the catalytic converter, but the temperature rise is normally below 40ºC.

An oxidative catalytic converter requires a certain amount of oxygen in order to be able to operate correctly, which is why they are not normally used in stoichiometric combustion engines. Due to the high oxygen requirements in the exhaust, it is not viable to carry out NOx reduction reactions in this type of catalytic converter, meaning that the presence of these pollutants in the exhaust flows remains practically the same. The amount of NOx in the exhausts must be adjusted to comply with legal requirements concerning emissions by controlling the parameters of the lean mix engine itself or by incorporating other processing systems.

OXIDATION REACTIONS THAT OCCUR IN THE OXIDATION CATALYTIC CONVERTER

CARBON MONOXIDE CO + ½ O2 → CO2 (1)

HYDROCARBONS CmHn + (m + n/4) O2 → m CO2 + n/2 H2O (2)

ALDEHYDES, KETONES,

ETC.

CmHnO + (m + n/4 - 0.5) O2 → m CO2 + n/2 H2O (3)

HYDROGEN H2 + ½ O2 → H2O (4)

Table 1. Contaminants that are reduced in a oxidative catalytic converter by utilising oxidation reactions.

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The conversion efficiency of this type of oxidative catalytic converter is shown in the following table:

NOx CO NMHC VOC CH2O HAPs

Null 70-95% 40-90% 60-99% 60-99% 60-99%

NMHC: Hydrocarbons (no methane)

VOC: Volatile Organic Compounds.

CH2O: Formaldehydes.

HAPs: Polycyclic aromatic hydrocarbons.

Gas inlet

Table 2. Reduction efficiencies of each contaminant in an oxidative catalytic converter. points.

Gas outlet

Emissions sampling

Oxidative catalytic converter A,B: Lid

C: Gaskets

D: retaining system

Fig. 1 Parts of an oxidative catalytic converter.

E: Catalyst element

2. ENGINE OPERATION

The way in which an engine with an oxidative catalytic converter is operated may cause it not to work properly or even damage or disable it The following requirements should thus be taken into account when operating the engine-catalytic converter unit.

The engine must be operated and maintained in accordance with the manufacturer’s specifications.

Maximum inlet temperature to the catalytic converter 600°C.

Special lubricating oil with less than 0.6% weight of sulphated ash as an additive of the same must be used.

Zinc content must be less than 900ppm and phosphorus content less than 400 ppm.

Substances deposited on the inner surface of the catalytic converter must not lead to an excessive increase in the initial load of the catalytic converter, as it would be covering the reaction points and leading to a progressive reduction in system efficiency. The engine must operate with specific oil consumption in accordance with IO-G-M-25-001 and IO-F-M-25-001.

The engine can operate with or without recirculation of crankcase gases, in accordance with the systems and specifications defined by the manufacturer.

Fuel quality should meet the ASTM D975, ASTM D6751 standards and also have a sulphur content of <500 ppm, chlorine compounds of <10ppm and without the presence of silicon compounds.

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The quality of the natural gas must be as specified in documents IP-GD-30 IC-001 and IC-GD-IP 30-002 on natural gas fuel. There must be no leaks from the exhaust system.

There must be a minimum of 4% by volume of oxygen in the exhaust gas at the oxidative catalytic converter inlet.

The pressure drop in the catalytic converter should be no more than 0.5 kPa above the initial pressure drop in the catalytic converter. If this occurs ash deposits are being produced on the surface of the catalytic converter and it must be cleaned.

3. OPERATING THE CATALYTIC CONVERTER

The oxidative catalytic converter is designed to convert the main unburnt fractions of the engine exhaust gases: carbon monoxide (CO), hydrocarbons (CxHy) and partially oxidised hydrocarbons (CxHyO) to the typical products of perfect combustion: carbon dioxide (CO2) and water (H2O).

These oxidation reactions are exothermic (they produce heat), meaning that the catalyser outlet temperature is higher than the inlet temperature. The  T value throughout the catalytic converter depends on several factors, such as the amount of contaminant available or the degree of efficiency of the catalytic converter, but the temperature rise is normally below 40ºC.

The temperature of the exhaust gases within the catalytic converter is a very important factor with regard to obtaining a high degree of conversion efficiency. In general, the higher the temperature, the greater the efficiency obtained by the catalytic system, depending on the pollutant being treated. Below you can see the typical recommended values and limits for temperature and pollutants in the exhaust gas to optimise the efficiency of oxidative catalytic converters.

Fuel type Pollutant type Minimum temperature Exhaust composition limit

Any fuel CO 400ºC -

Natural Gas

NMHCs, including formaldehyde

(no methane)

NMNEHCs

(no methane, no ethane)

VOCs

450ºC

425ºC

Ethane < 40% weight NMHCs

Ethane + propane < 50% weight NMHCs

Propane < 10% weight NMNEHCs

Natural Gas

LPG

(Liquid Petroleum Gas)

(formaldehyde)

THCs

(totals)

425ºC

450ºC

Propane < 30% weight THCs

Diesel THCs 400ºC

NMHCs: Hydrocarbons (no methane)

NMNEHCs: Hydrocarbons (no methane, no ethane)

VOCs: Volatile Organic Compounds.

THCs: Total hydrocarbons.

O: Formaldehyde.

Table 2. Optimal working temperatures of the catalytic converter

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The following diagram shows the overall trend as regards the degree of conversion of the catalytic converter for the different contaminants according to the exhaust gas temperature at the catalytic converter inlet.

Fig.2 Reduction efficiencies according to contaminant, based on the temperature inside the catalytic converter

These curves show general tendencies for oxidative catalytic converters. However, noble or transition metals that make up the active stage, as well as the coating material and the preparation method determine conversion results at different temperatures. Catalytic converters manufacturers do not usually supply the consumer with this information, but show the conversion vs temperature curves for a specific catalyst. Another important factor is the influence of the spatial speed of exhaust gases in the catalytic converters. The higher the speed, the lower the conversion is

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4. TECHNICAL LIMITATIONS OF THE LUBRICATING OIL

The lubricating oil used by an engine with an oxidative catalytic converter in the exhaust must have certain special specifications with regard to maximum additive content and maximum engine consumption. This is because both high specific consumption of motor oil and excessive additive levels therein can lead to the excessive generation of components that are damaging to the catalytic converter, or poisons that reduce its performance and useful life.

As well as these values, the lubricating oil must comply with specifications relating to engines that do not have oxidative catalytic converters fitted to their exhausts.

POISON MAXIMUM AMOUNT

Zinc 900 ppm

O&M_2.002262.810_10_2016

Phosphorous

Sulphated Ash

400 ppm

0.6% weight

Specific consumption In accordance with KOHLER specification IO-G-M-25-001

Table 3. Limit of harmful compounds entering the catalytic converter in the engine lubricating oil.

5. TECHNICAL LIMITATIONS OF COMBUSTION GAS AND EXHAUST GAS

As with the lubricating oil, certain catalytic converter poisons can mix with the exhaust gas flow as a result of the combustion of the fuel used. The maximum quantity of poison catalytic converters can tolerate, like their performance, depend on the suppliers. By way of example, the following table shows the limits for these types of harmful components for the approved catalytic converter.

POISON LOCATION MAXIMUM AMOUNT

Chlorine compounds Combustion gas According to fuel IP IP IC-G-D-30-002

Sulphur Combustion gas According to fuel IP IP IC-G-D-30-002

Silicon compounds Combustion gas Null for both types of fuel.

Calcium

Sulphur

Phosphorous

Zinc

Iron

Sulphur+Calcium+Phosphorous+Zinc+Iron

Catalytic substrate

< 1 %

< 0.5 %

<1 %

< 2 % (collectively).

Heavy metals: Pb, Hg, Ar, Sb, Zn, Cu, Sn, Fe,

Ba, Ni, Cr, P y S

Ash deposit

Exhaust gas

Catalytic substrate

200 ppm weight (collectively)

< 1g/litre of substrate

Table 4. Limit of harmful compounds entering the catalytic converter present in the engine's exhaust gases.

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6. LOSS OF ACTIVITY IN THE CATALYTIC CONVERTER

The activity of a catalytic converter drops progressively over time, although a series of mechanisms can cause said activity to be lost before the end of its useful life, significantly reducing exhaust pollutant reduction efficiency as shown on the following table:

Mechanism Description

CHEMICAL

POISONING

Poisons are those elements or compounds which are present in engine exhaust gases and combine chemically with the materials of the catalytic converter, causing them to lose activity. In most cases when poisoning occurs the damage is irreversible.

CATALYTIC

INHIBITION

DIRTYING OR

MASKING

THERMAL

DEACTIVATION

MECHANICAL

EROSION AND

DEACTIVATION

Inhibitors are those elements that, when present in engine exhaust gases, can make the catalytic converter lose efficiency in certain operating conditions. However, the catalytic converter recovers its normal performance when the inhibitor is not present in the exhaust gases or when operating conditions change. One example of this is sulphur, which does not allow the catalytic converter to operate correctly at low temperatures, and acts as a poison. When the system starts operating at high temperatures it is eliminated and normal efficiency levels are regained.

The loss of activity by a catalytic converter through dirtying or masking happens when an inert residue or ash from the exhaust gases is deposited on the catalytic surface, blocking it and preventing it from working correctly. In many cases, the residue can be eliminated from the catalytic surface using cleaning methods that allow it to regain normal catalytic converter activity levels.

Thermal deactivation of the catalytic converter happens when the creep temperature of the materials that make it up is exceeded. This type of problem can happen as a result of a sudden increase in the pollutants to be eliminated which, when they are converted through exothermic reactions, cause the thermal limits of the materials of the catalytic converter to be exceeded, causing irreversible damage to its structure.

The erosion of the materials making up the catalytic converter substrate is due to natural causes

(time) or to wear caused by an excessive presence of solid materials in the exhaust gas.

Mechanical deactivation means that the internal channels of the catalytic converter become blocked or their walls collapse due to mechanical problems (excessive vibration, blows, excessive erosion, etc.). This type of damage to the catalytic converter is irreversible.

Table 5. Causes of loss of activity in the catalytic converter.

2.7.6

6/6

PRODUCT INFORMATION INDEX DATE

IC-G-D-40-002e B

October 2010

Dep. 2

EXHAUST SYSTEM AND VENTILATION OF THE OIL SUMP

O&M_2.002262.810_10_2016

1. AIM

This product information sheet describes the exhaust system and crankcase gas breather of GAS engines.

2. EXHAUST SYSTEM

The exhaust system consists of the following components:



1 in “L” engines.



2 in “V” engines.

- Turbocharger Turbine (only in supercharged engines)



1 in “L” and HGM engines.



2 in “V” engines.

- Exhaust Pipe (supplied by customer )

- Crankcase gas exhaust system

3. EXHAUST MANIFOLD

Each exhaust manifold comprises various segments joined together. The exhaust manifolds connect to the cylinder heads to receive the exhaust gases.

- “L” engines: The exhaust manifold lies on the right hand side of the engine.

- “V” engines: The exhaust manifolds are on the inside of the engines and fixed to their respective line of cylinder heads.

A. Water-cooled Exhaust Manifold

Cooled by water from the engine’s cooling system, these exhaust manifolds connect to the cylinder heads to receive coolant.

B. Dry Manifold

It is made up of various separate sections joined together with high-temperature expansion joints. The manifold is covered with thermal insulation material.

2.7.7

1/4

PRODUCT INFORMATION INDEX DATE

IC-G-D-40-002e B

October 2010

Dep. 2

EXHAUST SYSTEM AND VENTILATION OF THE OIL SUMP

O&M_2.002262.810_10_2016

Fig. 1 Example of dry exhaust manifold on a V-engine

4. TURBOCHARGER (Only in supercharged engines)

A turbocharger is a centrifuge air compressor driven by a turbine that utilises the energy of the exhaust gases. It is an element of the air/fuel mixture system. The turbocharger delivers high-pressure air to the engine; accordingly, the amount of air the piston can take is greater. This increase in the amount of air delivered allows the engine to increase its level of combustion efficiency and power output.

Fig. 2 Turbocharger Section

In “L” engines, the turbocharger is mounted on the right side of the engine.

In “V” engines, the turbochargers are mounted on the right and left of the engine, over the exhaust manifolds.

In HGM engines, the turbocharger lies in the front end, in V engines above the top cover of the air cooler.

2.7.8

2/4

PRODUCT INFORMATION INDEX DATE

IC-G-D-40-002e B

October 2010

Dep. 2

EXHAUST SYSTEM AND VENTILATION OF THE OIL SUMP

O&M_2.002262.810_10_2016

5. EXHAUST GASES OUTLET LINE

The exhaust gases produced by combustion leave the cylinders through the exhaust valves in the cylinder heads.

They are expelled to the exhaust manifold during the up stroke of the pistons.

In naturally aspirated engines, the exhaust gases go out of the engine through the exhaust directly. Customer has to fit the gas outlet line to this exhaust.

In supercharged engines, the exhaust gases flow from the exhaust manifold into the turbocompressor(s) that make(s) use of the energy of the exhaust gases to compress the intake air.

Finally, the gases go out into the atmosphere through the gas outlet line provided with flexible joints that absorb expansion caused by the high temperatures involved.

The exhaust pipe will also be fitted with an exhaust gas silencer to reduce the noise produced in all internal combustion engines and, where appropriate, with a catalytic converter to reduce polluting emissions.

6. CRANKCASE GAS BREATHER

Crankcase ventilation aims to eliminate the combustion gases that enter the crankcase through the clearance between piston rings and piston liners. Those gases sweep oil along, which must be separated.

Ventilation takes place through a tap in the front or rear cover of the engine block. There, an elbow directs the gases to a gridiron separator.

A. Open System

In an open crankcase ventilation system, gas-borne oil is separated in a separator (and drawn off oil returns to the oil sump), while clean gases are expelled to the outside through a duct or pipeline. Refer to Product

Information Sheets IC-C-D-25-007e and IT-C-A-25-016e.

B. Closed System or Gas Recirculation System

In a closed system, the blow-by gases flow first through a separator and then through a specific filter that also directs drawn off oil to the oil sump. Clean gases are fed back into the intake system, at a point located between the intake filter and the carburettor. See specific Product Information Sheet IC-C-D-25-006e.

2.7.9

3/4

PRODUCT INFORMATION INDEX DATE

IC-G-D-40-002e B

October 2010

Dep. 2

EXHAUST SYSTEM AND VENTILATION OF THE OIL SUMP

O&M_2.002262.810_10_2016

Fig. 3 Arrangement of Crankcase Gas Breather

2.7.10

4/4

PRODUCT INFORMATION INDEX DATE

IT-C-A-55-001e J June 2016

Dep. 2

ELECTRIC STARTER

O&M_2.002262.810_10_2016

1. ELECTRIC STARTER

1.1. DESCRIPTION OF THE ELECTRIC STARTER SYSTEM

The electric starters used to start all Kohler engines are standard commercially-available products, with a toothed pinion that moves linearly to engage with the flywheel gear.

The electric starter pinion is operated with a start button. This pinion disengages as soon as the start button is released or when a tachometer relay detects a particular gear mesh frequency and disables the electric starter.

1.2. INSTALLATION

The wiring diagram below shows the installation with starter motor.

TERMINAL BOX

(ENGINE)

Fig. 1.1 - Overview of electric start with one starter motor

2.8.1

1/3

PRODUCT INFORMATION INDEX DATE

IT-C-A-55-001e J June 2016

Dep. 2

ELECTRIC STARTER

The wiring diagram below shows the installation with two starter motors.

O&M_2.002262.810_10_2016

Fig. 1.2 - Overview of electric start with two starter motors

1 Battery (12 V DC)

2 Master

3 Starter

4 Auxiliary start-up relay

A Earth insulation

B Earth connection

Table 1 - Electrical schematic components

The auxiliary start-up relay (4) should be fitted as close as possible to the engine, either in the terminal box or on the starter motor itself.

The system has a series of batteries to power the electric starter. The standard batteries used by Kohler

to start its engines are LEAD BATTERIES. The battery capacities are the minimum needed for the maximum current during start-up.

If the batteries are to provide other services apart from engine start-up, the installer should size their capacity to satisfy the services to be provided. A voltage of 24 V DC has been adopted for the starter motor. The batteries are 12 V and two are installed in series.

2.8.2

2/3

PRODUCT INFORMATION INDEX DATE

IT-C-A-55-001e J June 2016

Dep. 2

Engine

H series

E series

Voltage (V)

ELECTRIC STARTER

O&M_2.002262.810_10_2016

Capacity 20 h (Ah) No of batteries in series

90 2

180 2

V engines, remote areas 220 4

Table 2 - Battery properties for engine series

The cross section of the power leads should be chosen according to the capacity of the battery chosen and the maximum length of the lead. The minimum cross section of the lead used should be at least 95 mm2

It is very important for the batteries to be installed as close to the starter motor as possible.

1.3. OPERATION

The system works as follows:

Connect the batteries to the start-up system using the Main switch.

Connect Switch contact in the start-up panel.

Start by pressing the Start button.

After pressing the start button, start-up consists of three stages:

Movement of the pinion and slow rotation so that it can engage with the flywheel gear.

Rotation of the starter motor at maximum torque to start the engine.

Disengagement of the starter pinion from the flywheel gear after the engine has started.

1.4. START-UP

This start-up sequence must be programmed in the engine PLC as follows.

Maximum start-up time 20 seconds (1st, 2nd and 3rd attempts) and 30 seconds (4th and 5th attempts).

Minimum pause between start-up attempts 30 seconds between the first three start-up attempts and 120 seconds between the 4th and 5th start-up attempts.

After five start-up attempts, the sequence begins again; the time out between sequences is 120 seconds.

The start-up time is a set maximum. Start-up times of less than 20 seconds can be entered as parameters for the first three start-up attempts and less than 30 seconds for the last two attempts. The same is true for the pause, which can be increased between start-up attempts.

The engine speed at which it can be considered running and at which the starter must be released from the crown gear is 400 rpm.

2.8.3

3/3

PRODUCT INFORMATION INDEX DATE

IO-G-M-60-002e K May 2016

Dep. 3

FG/FGLD/SFGLD/SFGM/SFGRD

ENGINES INSTRUMENTATION

O&M_2.002262.810_10_2016

1. INTRODUCTION

This document compiles the different variables that can be recorded on a FG/FGLD/SFGLD/SFGM/SFGRD engine with a view to setting up an operating safety chain. We classify the safety features in order of importance within two groups as follows:

Minimum or obligatory safety measures

Additional

Of a general nature, this document does not apply to special cases in which the values shown in the next tables may vary due to production requirements, prevailing regulations, characteristics of the plant, or fuel quality, etc.

2. MINIMUM OR OBLIGATORY SAFETY MEASURES

2.1. FAILURE OF THE MEASUREMENT SIGNALS

Failure of the measurement signals of any of the sensors used should be treated as non-compliance with the minimum or obligatory safety measures of the engine. With a failure of this kind, you should initiate a gradient shutdown of the engine.

With the 4-20mA analogue signals, the control equipment must be able to detect cable breakage and/or interpret a reading outside the 4-20mA range as a failure of the measurement signal. Gradient shutdown of the engine due to analogue signal failure can be timed as long as the fault is maintained for over 10 seconds.

With potential-free contacts, as all of them are NC (Normally Closed) type in operation without alarm, a broken cable or failure in the signal should initiate a gradient shutdown of the engine.

2.2. TABLE OF MINIMUM ENGINE SAFETY MEASURES.

Table 1 shows all the obligatory safety measures that must be configured in the engine control equipment.

WARNING

If the configurations shown in the table are not complied with and said non-compliance leads to a fault in the engine, the client shall be held responsible for all damage caused.

2.9.1

1/5

PRODUCT INFORMATION INDEX DATE

IO-G-M-60-002e K May 2016

Dep. 3

FG/FGLD/SFGLD/SFGM/SFGRD

ENGINES INSTRUMENTATION

Table 1. Configuration of minimum engine protections.

Measure Location Signal type Protection value

O&M_2.002262.810_10_2016

Oil temperature

Dual cooling circuit engines

Crankcase

4-20 mA (0-150ºC)

(32-302ºF)

> 105ºC (221ºF)

> 100ºC (212ºF)

> 107ºC (224,6ºF)

Action

Gradient shutdown

Alarm or warning

Active

Always

Oil temperature

Single cooling circuit engine

Oil level Crankcase

NC potential-free contact with the correct oil level

> 104ºC (219,2ºF)

High

Low

Gradient shutdown

Alarm or warning

Emergency shutdown

Always

Oil pressure

Gallery

4-20mA (0-10 bar)

(0-145 psi)

NC potential-free contact

< 3,9 bar (56,6 psi)

< 3,6 bar (52,2 psi) Emergency shutdown

> 6 bar (87 psi)

Alarm or warning

In operation

+ 20 s

In operation

+ 20 s

In operation

+ 20 s

Oil pressure

Explosive areas engines

Water temperature

Engines 90/80,90/55 and 90/40

(194/176ºF 194/131ºF y 194/104ºF)

Before filters

(only V engines)

Main Circuit

Outlet

Water temperature

Engines 120/80, 120/55 and 120/40

(248/176ºF 248/131ºF y 248/104ºF)

4-20 mA (0-150ºC)

(32-302ºF)

Does not apply

> 92ºC (197,6ºF)

> 96ºC (204,8ºF)

> 122ºC (251,6ºF)

Alarm or warning

Emergency shutdown

Alarm or warning

> 126ºC (258,8ºF) Emergency shutdown

Always

Water temperature

Auxiliary

Circuit Inlet

Always

Water pressure

Engines 120/80, 120/55 and 120/40

(248/176ºF 248/131ºF y 248/104ºF)

Water pressure

Engines 120/80, 120/55 and 120/40

(248/176ºF 248/131ºF y 248/104ºF)

Explosive areas engines

Main Circuit

Outlet

NC potential-free contact

in operation without alarm

4-20mA (0-10 bar)

(0-145 psi)

< 2,6 bar (37,7 psi) Gradient shutdown Under load

Water pressure

Explosive areas engines

Discharge

Main Circuit pump

Discharge

Auxiliary

Circuit pump

Discharge

Main Circuit pump

Discharge

Auxiliary

Circuit pump

NC potential-free contact in operation without alarm

4-20mA (0-10 bar)

(0-145 psi)

< 0.5 bar (7,3 psi) Alarm or warning Under load

Air Temperature Engine inlet

4-20 mA (0-150ºC)

(32-302ºF)

Power correction.

(See IC-G-B-00-001e)

Always

2.9.2

2/5

PRODUCT INFORMATION INDEX DATE

IO-G-M-60-002e K May 2016

Dep. 3

FG/FGLD/SFGLD/SFGM/SFGRD

ENGINES INSTRUMENTATION

O&M_2.002262.810_10_2016

Mixture Temperature

Engines 90/55 and 120/55

(194/131ºF y 248/131ºF)

Mixture Temperature

Engines 90/80 and 120/80

(194/176ºF y 248/176ºF)

Mixture Temperature

Engines 90/40 and 120/40

(194/104ºF y 248/104ºF)

Mixture Temperature

Single cooling circuit engines

Intake manifold

4-20 mA (0-150ºC)

(32-302ºF)

> 63ºC (145,4ºF)

> 65ºC (149ºF)

> 85ºC (185ºF)

> 87ºC (188.6ºF)

> 52ºC (125,6ºF)

> 65ºC (149ºF)

> 105 ºC (221ºF)

Alarm or warning

Emergency shutdown

Alarm or warning

Emergency shutdown

Alarm or warning

Emergency shutdown

Alarm or warning

> 107 ºC (224,6ºF) Emergency shutdown

Mixture pressure

Explosive areas engines

Intake manifold

4-20mA (0-4 bar abs)

(0-58 psi)

Mechanical regulation

Control unit parameter

Electronic regulation

- Display Always

Crankcase gas pressure

Engines 120/80, 120/55 and 120/40

(248/176ºF 248/131ºF y 248/104ºF)

Gallery NC potential-free contact > 3mbar (0,044 psi)

Alarm or warning

Emergency shutdown

In operation.

Timed 5 sec.

Refer to (*)

Timed 5 sec.

> T + 50ºC (122ºF)

Alarm or warning

(T = temperature balance)

Always

Exhaust temperature After turbo

4-20 mA (0-800ºC)

(32-1472ºF)

Difference between lines > 30ºC

V Engines

Alarm or warning

Under stable load

Exhaust temperature

(SFGRD)

After catalyst > 700ºC (1292ºF) Emergency shutdown Always

Overspeed

Engines 1200 rpm

> 1500 rpm

(25%)

Emergency shutdown Always

Overspeed

Engines 1500 rpm

Engine control equipment

Signal type according to control equipment used for said protection

> 1875 rpm

(25%)

Emergency shutdown Always

Overspeed

Engines 1800 rpm

> 2160 rpm

(20%)

Emergency shutdown Always

Emergency stop button On Engine NC potential-free contact shutdown Always

(*) Activates when the engine has been running for several minutes. This time depends on the oil temperature:

 <60ºC (140ºF) Cannot be activated for oil temperatures of less than 60ºC (140ºF)

 Activates and engine shutdown 20 minutes after temperature has been > 60ºC (140ºF)

 Activates and engine shutdown 15 minutes after temperature has been > 70ºC (158ºF)

 Activates and engine shutdown 10 minutes after temperature has been > 80ºC (176ºF)

 Activates and engine shutdown 5 minutes after temperature has been > 90ºC (194ºF)

Always

2.9.3

3/5

PRODUCT INFORMATION INDEX DATE

IO-G-M-60-002e K May 2016

Dep. 3

FG/FGLD/SFGLD/SFGM/SFGRD

ENGINES INSTRUMENTATION

O&M_2.002262.810_10_2016

3. ADDITIONAL INSTRUMENTATION

The following signals and/or protections can be included with the engine on express request of the client. .

Table 2. Configuration of additional engine signals and/or protections

Measure Location Signal type Protection value Action Active

Exhaust manifold temperature (SFGM560)

Exhaust outlet of each cylinder

Type K thermocouple - Informative Always

Crankcase gas pressure

Engines 90/80,90/55 and 90/40

(194/176ºF 194/131ºF y 194/104ºF)

Crankcase gas pressure

Engines 90/80,90/55 and 90/40

(194/176ºF 194/131ºF y 194/104ºF)

Explosive areas engines

Gallery

NC potential-free contact

>3mbar

(0,044 psi)

Alarm or warning

In operation.

Timed 5 sec.

4-20mA (-50 - 50 mbar)

(-0.73 – 0,73 psi) Emergency shutdown

Refer to (*)

Timed 5 sec.

Air filter blockages Air filter

Visual

> 38 mbar

(0,055 psi)

Alarm or warning Always

NC potential-free contact

Air filter blockages

Explosive areas engines

Catalyst blockage

SFGRD engines

Air filter

Catalyst inlet

4-20mA (-50 - 50 mbar)

(-0.73 – 0,73 psi)

4-20mA (-50 - 50 mbar)

(-0.73 – 0,73 psi)

> 38 mbar

(0,055 psi)

< 45 mbar

(0,065 psi)

Alarm or warning

Always

Water pressure

Engines

90/80, 90/55 and 90/40

(194/176ºF 194/131ºF y 194/104ºF)

< 1 bar

(14,5 psi)

< 0,5 bar

(7,3 psi)

Alarm or warning

Gradient shutdown

In operation

+ 10 s

In operation

+ 10 s

Discharge

Auxiliary

Circuit pump

4-20mA (0-10 bar)

(0-145 psi)

< 2 bar

(29 psi)

Alarm or warning

In operation

+ 10 s and water temp.

> 100ºC (212ºF) Water pressure

Engines 120/80.120/55 and 120/40

(248/176ºF 248/131ºF y 248/104ºF)

< 1,5 bar

(21,8 psi)

Gradient shutdown

In operation

+ 10 s and water temp.

> 100ºC (212ºF)

(*) Activates when the engine has been running for several minutes. This time depends on the oil temperature:

 <60ºC (140ºF) Cannot be activated for oil temperatures of less than 60ºC (140ºF)

 Activates and engine shutdown 20 minutes after temperature has been > 60ºC (140ºF)

 Activates and engine shutdown 15 minutes after temperature has been > 70ºC (158ºF)

 Activates and engine shutdown 10 minutes after temperature has been > 80ºC (176ºF)

 Activates and engine shutdown 5 minutes after temperature has been > 90ºC (194ºF)

2.9.4

4/5

PRODUCT INFORMATION INDEX DATE

IO-G-M-60-002e K May 2016

Dep. 3

FG/FGLD/SFGLD/SFGM/SFGRD

ENGINES INSTRUMENTATION

Water temperature

Engines 90/80, 90/55 and 90/40

(194/176ºF 194/131ºF y

194/104ºF)

Water temperature

Engines 120/80.120/55 and

120/40

(248/176ºF 248/131ºF y

248/104ºF)

Main Circuit

Outlet

4-20 mA (0-150ºC)

(32-302ºF)

> 92ºC (197,6ºF)

> 121ºC (249,8ºF)

O&M_2.002262.810_10_2016

4. POWER REGULATION

4.1. OBLIGATORY

Depending on ambient temperature, the power correction described in IC-G-B-00-001e should be made.

4.2. RECOMMENDED

It is advisable to regulate the engine power according to reachable values (below the shutdown-triggering values) to avoid sudden shutdowns of the engine at facilities short of cooling.

The recommended regulations to be made with the signals of the minimum safety measures installed are shown below.

Table 3. Configuration of power regulations

Measure Location Signal type Protection value Action Active

Linear power regulation.

 92ºC(197,6ºF):100% load

 95ºC(203ºF): :20% load

Linear power regulation

 121ºC (249,8ºF): 100% load

 124ºC (255,2ºF): 20% load

Always

Mixture Temperature

Engines 120/40 and 90/40

(248/104ºF y 194/104ºF).

Mixture Temperature

Engines 120/55 and 90/55

(248/131ºF y 194/131ºF)

Mixture temperature

Engine 120/80 and 90/80

(248/176ºF y 194/176ºF)

Intake manifold

4-20 mA (0-150ºC)

(32-302ºF)

> 51ºC (123,8ºF)

> 62ºC (143,6ºF)

> 84ºC (183,2ºF)

Linear power regulation.

 51ºC (123,8ºF): 100% load

 64ºC (147,2ºF): 40% load

Linear power regulation.

 62ºC (143,6ºF): 100% load

 64ºC (147,2ºF): 20% load

Linear power regulation

 84ºC (183,2ºF): 100% load

 86ºC (186,8ºF): 20% load

Always

2.9.5

5/5

2.002262.810

10-2016

INDEX Chapter 3

HANDLING AND STORAGE

INSTRUCTIONS

OPERATION & MAINTENANCE MANUAL SFGLD “L”

KOHLER CO – PRIME / STAND BY

O&M_2.002262.810_10_2016

CHAPTER 3 – HANDLING AND STORAGE INSTRUCTIONS

IT-G-A-70-001e_D General standards for the correct lifting of gas and ethanol engines

IO-C-M-00-001e_A

Deferred start-up engine inspection and protection

3.1.1

3.1.5

1/1

PRODUCT INFORMATION INDEX DATE

IT-G-A-70-001e D January 2015

Dep. 2

GENERAL STANDARDS FOR THE CORRECT

LIFTING OF GAS AND ETHANOL ENGINES

O&M_2.002262.810_10_2016

1. INTRODUCTION

The purpose of this product information sheet is to provide the general standards for the correct lifting of

Kohler gas engines and ethanol engines, as well as the points where the engine must be lifted.

2. GENERAL STANDARDS

CAUTION

Always be careful when the lifting the engine or its components.

Keep all the personnel away and do not walk under or around the engine when is lifted.

WARNING

Inspect all anchoring points to make sure that there are no faulty welds, loose bolts, etc., which could make the lifting of the engines dangerous.

Be sure that the apparatus used for the lifting has been inspected, that it is in good condition and that it can bear the weight of the engine plus 10%. If you are not sure, weight the engine before raising it.

KOHLER GAS ENGINES AND ETHANOL ENGINES ORIENTATIVE WEIGHT TABLE

MODEL WEIGHT (KG) WEIGHT (LB)

SFGLD/SFGM 560 5800 12800

The use of cloth slings is recommended in order to prevent damage to the engine with sharp movements.

Ensure that the slings do not make contact with sensitive parts of the engine.

Before raising the engine, make sure that it is a balanced as possible. If necessary, use slings of different lengths.

Do not raise the engine higher than necessary.

3.1.1

1/3

PRODUCT INFORMATION INDEX DATE

IT-G-A-70-001e D January 2015

Dep. 2

GENERAL STANDARDS FOR THE CORRECT

LIFTING OF GAS AND ETHANOL ENGINES

O&M_2.002262.810_10_2016

3. ENGINE RAISING

The engines in line are raised at two points, one at the front of the engine and the other at the rear of the block.

(See Fig.1)

Fig. 1 – “In line” Engines Lifting.

3.1.2

2/3

PRODUCT INFORMATION INDEX DATE

IT-G-A-70-001e D January 2015

Dep. 2

GENERAL STANDARDS FOR THE CORRECT

LIFTING OF GAS AND ETHANOL ENGINES

O&M_2.002262.810_10_2016

The engines in V are lifted at 4 points, two in the front of the engine block and two on the rear of the block.

To make its lifting it is necessary to use a perch.

Fig. 2 -360/480 and SFGLD/SFGM560 Engines Lifting

Fig. 3 - “HGM 420/560” Engines Lifting

3.1.3

3/3

PRODUCT INFORMATION INDEX DATE

Dep.1

DEFERRED START-UP ENGINE INSPECTION AND

PROTECTION

O&M_2.002262.810_10_2016

1. INTRODUCTION

The deferred start-up status aims to keep Kohler Basic Warranty valid for any new engine that is going to be stored for more than 6 months from factory dispatch before its initial start-up .

Kohler will grant the deferred start-up status to an engine if all of Kohler

requirements as specified in this Product Information Sheet are met.

2. DEFERRED START-UP STATUS APPLICATION REQUIREMENTS

When planning to store a new engine for more than 6 months, the owner shall apply to Kohler

for the deferred start-up status. In this event, Kohler authorised staff shall inspect and protect the engine fulfilling all the herein defined obligations.

An engine subject to deferred start-up shall be put into operation within the next 12 months from the date of being recognised the deferred start-up status.

Kohler will accept a maximum of two requests for deferred start-up status, the second application having to be filed no more than 12 months after the first inspection and protection of the engine provided however that the first request had been made.

As a result of said deferred start-up status, the initial start-up of an engine may occur up to 30 months after the date of dispatch from factory, with Kohler Basic Warranty remaining valid. The total storage and warranty period shall by no means exceed 42 months from the date the equipment is at the customer's disposal.

If an engine is tested after dispatch from factory and is not started at the operating site within one month from said testing, then it will be necessary to protect it and to apply for deferred start-up status in order to withhold its warranty; it will be further requisite to renew said protection once a year.

Engines stored at the mercy of the elements or in humid or corrosive atmospheres may need protections and inspections more often than specified herein. In those events, consult Kohler .

Since the deferred start-up status is no extension of the standard Basic Warranty, there is no cost charged for it, except for the costs of the inspection made and protective lube oil used by the Authorised Technical Service

Workshop.



The Basic Warranty will become effective from the engine start-up date, provided that the duly filled start-up report is submitted within thirty days from said start-up, the requests for deferred start-up status had been filed and the protections implemented. If the owner did not apply for the deferred start-up status, the warranty period will not be extended as stated in this section.

3. RELATED DOCUMENTS

GLPI_09 Kohler Limited Warranty for Industrial Products

GLPM_09 Kohler Limited Warranty for Marine Products

3.1.5

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PRODUCT INFORMATION INDEX DATE

Dep.1

DEFERRED START-UP ENGINE INSPECTION AND

PROTECTION

4. CONDITION OF ENGINES SUBJECT TO DEFERRED START-UP

O&M_2.002262.810_10_2016

At the time Customer applies for the deferred start-up status, the engine can be in any of these conditions: stored in its original packaging; unpacked and stored under conditions differing from the original ones, or mounted on the

Customer's equipment.



If packed in its original packaging , the engine shall be inspected and protected by the Workshop according to the instructions contained in this Product Information Sheet.

When the engine is unpacked and stored in conditions differing from the original ones , the Workshop shall inspect the engine in order to assess its storage conditions and shall pack the engine again in original packaging in order to ensure a good state of preservation. Such inspection, protection and packaging of the engine shall conform to these specifications.

In the event of the engine being mounted on the Customer’s equipment, but not put into operation, the

Workshop shall inspect, protect and pack the engine as specified herein.

CAUTION

If the engine exhaust is piped to the outside, the Workshop shall check to ensure these connections are perfectly sealed, impeding rainwater from getting inside the engine and causing serious damage to it.

 In the event of the engine having been started up and its commissioning being incomplete and not expected to be completed at once (within one to six or more months), the Workshop shall recommend that

Customer should start the engine periodically (weekly) and operate it at least for one hour, idling or on low load. In addition to the items described in this Product Information Sheet, the following points shall be checked during the engine inspection:

 Draining of cooling circuits



Oil and coolant levels and pressures

Air filters

Starter motor

Unusual noise during operation

Draining of condensates or water ingress from exhaust system

Repair of fuel, coolant or lube oil leaks, if any.

Finally, the Workshop shall protect the engine according to the specifications contained in this document.

5. DEFERRED START-UP ENGINE INSPECTION

The Authorised Technical Service Workshop shall inspect the equipment in accordance with the following guidelines, recording findings and results on form G-19-31 “Deferred Start-up Engine Inspection”.

Engine inspection comprises the following steps:

 Check packaging and protection

of the engine as per document IM-C-C-00-001e and record whether the engine has been installed and whether it has been started but not completely commissioned.



Turn the engine by hand

to check that it rotates freely and has not seized up.



Inspect the unpainted machined surfaces for rust. Also, check to see if all inlets and outlets of the engine

(such as pump elbows, exhaust fume ducts, etc.) are adequately sealed and whether there is any part of the engine missing. If you observed any defect or fault, report on the condition of the equipment.

Remove all the rocker arms covers

. Check pushrods, rocker arms, adjusting screws, valve springs for rust, corrosion or contamination. If you observed any defect or fault, report on the condition of the equipment.

3.1.6

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PRODUCT INFORMATION INDEX DATE

Dep.1



DEFERRED START-UP ENGINE INSPECTION AND

PROTECTION

O&M_2.002262.810_10_2016

Boroscope the

combustion chambers

of all the engine cylinders to see if there is water or moisture inside.

Also, check the cylinder liners or walls, cylinder head firing deck and valves for rust. If you observed any defect or fault, report on the condition of the equipment.

Remove the covers from the exhaust manifold

(water-cooled exhaust manifold) and from the intake manifold

. Check to see if there is moisture or corrosion inside. If you observed any defect or fault, report on the condition of the equipment.

Remove the camshaft covers. Inspect camshafts and auxiliary rocker arms for moisture or rust. If you observed any defect or fault, report on the condition of the equipment.

Remove the crankshaft

covers. Inspect crankshaft, connecting rods, main bearing caps and crankcase for moisture or rust. If you observed any defect or fault, report on the condition of the equipment.

Remove the inspection covers from the gear covers

(front and rear). Check the timing gears for moisture or rust. If you observed any defect or fault, report on the condition of the equipment.

Check turbochargers

to see if their shafts rotate freely, if there is any blade damaged and if the axial bearings are correctly lubricated. If you observed any defect or fault, report on the condition of the equipment.

Check the water pumps

of the engine to determine whether they rotate freely and their belts (in the case of belt-driven pumps) are in good condition. If you observed any defect or fault, report on the condition of the equipment.

Check the injectors (jets) of the engine to make sure they inject fuel correctly. If you observed any defect or fault, report on the condition of the equipment.

Inspect wiring and electric and electronic devices

(e.g. pickups, connectors, coils, HV leads, actuators, etc.) to see if they are rusty, if they are adequately protected, if leads are coiled and packed in plastic bags. If you observed any defect or fault, report on the condition of the equipment.

Record all findings and results on form G-19-31 “Deferred Start-up Engine Inspection” included at the end of this document.

6. DEFERRED START-UP ENGINE PROTECTION

The Authorised Technical Service Workshop, after checking the equipment, shall protect or preserve it in accordance with the following guidelines.

CAUTION

For engine protection, use only KOHLER MOTOROIL PROTECTOR



DANGER

The recommended protector contains oil distillates. Read the Material Safety Datasheet before use.

Spray KOHLER MOTOROIL PROTECTOR inside all of the

rocker arms covers

while turning the engine manually. Apply said protector to push rods, rocker arms, adjusting screws and valve springs.

Spray KOHLER MOTOROIL PROTECTOR inside the combustion chambers through the jet or spark plug housings while turning the engine manually. Spray when the piston is at TDC.

3.1.7

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PRODUCT INFORMATION INDEX DATE

Dep.1

DEFERRED START-UP ENGINE INSPECTION AND

PROTECTION

O&M_2.002262.810_10_2016



CAUTION

Before starting up engines that have been protected this way (especially gas engines), it will be necessary to inspect the combustion chambers and drain waste protective oil.

Dry the inside of the exhaust manifold and the camshaft housing, if found humid during inspection. Spray

KOHLER MOTOROIL PROTECTOR on the camshaft and, only in case of humidity, into the exhaust manifold.

Spray a thin coat of TECTYL 506 or similar rust-preventive oil on the unpainted machined surfaces that will remain exposed, out of the engine (such as, for instance, the flywheel, etc.).

 Hermetically seal all the flanged elbows or inlet and outlet ports of the intake, exhaust, cooling and lubricating systems with plastic, rubber or similar plugs or films.

 Apply KOHLER MOTOROIL PROTECTOR with a brush to the control linkage and ball joints

 Fit the

electric and electronic components

with connectors, protectors and caps, if missing. Put all leads and cables in plastic bags. Also, apply TECTYL 506 or any similar substance to any components showing signs of rust damage.

7. PACKING OF DEFERRED START-UP ENGINES

These instructions apply to engines with damaged packaging or unpacked. Packing deferred start-up engines implies the steps that follow.

 Spread bags of desiccant

evenly over the surface to be packed. The number of bags will be proportional to the volume of the package.



Cover the engine with heat-shrinkable plastic film and heat-seal it. Protect all sharp edges to prevent damage to the plastic film. The wrapping must cover the machine entirely and be sealed at the bottom.

The wrapping must enable lifting the engine without breaking; for this purpose, make holes in the wrapping as follows. In the event of 6 or 12-cylinder engines, make two holes on both sides and one hole at each end; in the event of 8 or 16-cylinder engines, make three holes on both sides and one hole at each end. Additionally, the wrapping must have a window

to gain access to the engine nameplate

 Write the date inspected, protected and packed on the engine's packaging sticker.

8. APPLICABLE FORMS

Form G-19-31 – Deferred Start-up Engine Inspection

3.1.8

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PRODUCT INFORMATION INDEX DATE

Dep.1

DEFERRED START-UP ENGINE INSPECTION AND

PROTECTION

O&M_2.002262.810_10_2016

3.1.9

5/6

PRODUCT INFORMATION INDEX DATE

Dep.1

DEFERRED START-UP ENGINE INSPECTION AND

PROTECTION

O&M_2.002262.810_10_2016

3.1.10

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2.002262.810

10-2016

INDEX Chapter 4

OPERATING INSTRUCTIONS

OPERATION & MAINTENANCE MANUAL SFGLD “L”

KOHLER CO – PRIME / STAND BY

O&M_2.002262.810_10_2016

CHAPTER 4 – OPERATING INSTRUCTIONS

IT-G-A-00-011e_C

Minimum room temperature for operating Gas engines

IO-C-M-15-002e_A Kohler

Engine barring gear operating instructions

IO-C-M-20-001e_D

Cooling water quality and treatment

IC-G-D-25-003e_B Kohler

motoroil 3040 plus lube oil for natural gas-fuelled and ethanol engines

IC-G-D-30-001e_D

Fuel specifications for Gas engines. General

IC-G-D-30-021e_B

Fuel specifications – Us natural gas

IO-G-M-33-010e

IO-G-T-00-003e

Installation and operation manual - Gis ignition unit display

Starting and stopping of emergency gas engines

IO-G-M-40-001e_D

Gas engine and ethanol carburation

IC-C-D-40-001e_C

Emission units conversion

IO-C-M-25-006e_G

Oil level indicators

IO-C-M-25-005e_D

Automatic oil level controller

IT-G-A-00-008e_A

4.1.1

4.1.3

4.1.5

4.1.11

4.1.13

4.1.19

4.1.25

4.1.39

4.1.43

4.1.45

4.1.49

4.1.51

4.1.53

1/1

PRODUCT INFORMATION INDEX DATE

IT-G-A-00-011e C June 2016

Dep. 2

MINIMUM ROOM TEMPERATURE FOR OPERATING GAS

ENGINES

O&M_2.002262.810_10_2016

1. INTRODUCTION

This product information document is applicable to all gas engines installed in covered facilities and not outdoors. This document is designed to limit the minimum engine air inlet temperature, whether it is installed in a room or a container, to avoid condensation inside the same.

This document is aimed at all gas, natural gas, syngas, landfill, digester, propane and low methane number gas engines.

This document is designed to identify the minimum air inlet temperature at its installation site in order to prevent the appearance of any condensates in the same when site conditions mean that the engine will have to operate at low temperatures.

2. TEMPERATURE LIMIT IN THE ROOM OR CONTAINER ON START-UP

The gas engines air inlet temperature, should be no lower than 0ºC at start-up and the engines with injected pre-chamber 10ºC. If lower temperatures are expected, the room, container or inlet air should be pre-heated to achieve the minimum temperature indicated.

You should take into account the “Criteria for application of pre-lubrication, post-lubrication and oil and water pre-heating” described in document IC-C-D-00-008e.

For lower room temperatures, check with Kohler .

This limitation does not apply to the engine with single cooling circuit, like the emergency engines.

RECOMENDATION

In these engines with single cooling circuit, it is recommended not to start up the external cooling system of the facility until the engine water temperature is higher than 50ºC, in order to avoid the engine water temperature to drop below than 35 ºC (obtained temperature due to the preheating system of the engine).

3. TEMPERATURE LIMIT IN THE ROOM OR CONTAINER ON OPERATION

The engine air inlet temperature -air filter- should be maintained over 0ºC for the engines FGLD/SFGLD/SFGM when the engine runs over 30 % of nominal load to avoid surge problems or turbocompressor pumping. Below of 30% the load the engine can run without problems with air inlet temperature below 0ºC.

In the applications where the air inlet temperature could be below 0ºC, is suggested not to run the engine at higher load than 30% until the room temperature has been accommodated with the heat of the engine itself during the operation at low load.

4.1.1

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PRODUCT INFORMATION INDEX DATE

IT-G-A-00-011e C June 2016

Dep. 2

MINIMUM ROOM TEMPERATURE FOR OPERATING GAS

ENGINES

O&M_2.002262.810_10_2016

If it is required to run the engine above of 30% of load with air inlet temperatures to the engine below 0ºC, it will be necessary to consult it with Kohler . In order to change the supply scope of these engines (out of standard).

If the fuel gas has a high concentration of moisture or heavy hydrocarbons (like usually have biogases, syngases or well gas), the minimum temperature of the gas could be limited to avoid condensates in the carburetor due to the contact of the gas with the cold air. In this cases it is required a dew point calculation of the gas taking in account the temperature of the air and the mixture in the carburetor.

4.1.2

2/2

PRODUCT INFORMATION INDEX DATE

IO-C-M-15-002e A

March 2008

Dep. 2

KOHLER ENGINE BARRING GEAR

OPERATING INSTRUCTIONS

O&M_2.002262.810_10_2016

1. USE OF THE BARRING GEAR

The barring gear is located on the flywheel housing on the left side of the engine. It serves to turn the crankshaft during maintenance operations (valve setting, bore scoping, etc.).

To use the barring gear:

Remove the barring gear cover.

Place the drive socket over the hex nut.

Push the barring gear shaft, until the pinion engages the ring gear.

Rotate the socket to turn the flywheel.

Upon completion of the maintenance operations, replace the barring gear cover.

CAUTION

NEVER TRY TO START THE ENGINE WITH THE SOCKET CONNECTED TO THE BARRING GEAR. THE

BARRING GEAR COULD SPIN, CAUSING THE SOCKET WRENCH TO BE THROWN, CAUSING SEVERE INJURY

OR DEATH!

6 8

Fig. 1 – Location on in-line engines

Fig. 2 – Location on Vee engines

Complete barring gear

Hexagonal nut (size 22)

Barring gear shaft

Spring (inspect periodically to insure that it is not broken)

Barring gear cover

Pinion

Flywheel

Ring gear

Flywheel housing

4.1.3

1/1

PRODUCT INFORMATION INDEX DATE

Dep. 2

COOLING WATER QUALITY AND TREATMENT

O&M_2.002262.810_10_2016

1. GENERAL INFORMATION

When installing the engine, one point to bear in mind is the quality of the cooling water that will be used, in order to prevent heat transfer problems.

Any water treatment programme mainly aims at protecting the cooling system from corrosion, deposit or scale which might impair the continuous flow of the coolant.

The most common problems with an engine cooling system are as a result of corrosion, cavitation, microbiological growth, deposits and scale.

Corrosion

This is a metal degrading process arising from oxygen-triggered chemical or electrochemical reactions. As for cooling systems, the reactive medium is water that attacks the metallic materials of piping and heat exchangers.

Corrosion is dependent upon the effect of temperature, high salinity (especially of chlorides), high water speed, alkalinity or acidity, dissolved solids, dissolved gas traces, microbial growth and pollution by manufacturing process waste. The major negative effect of corrosion is a decrease in the engine components’ fatigue strength.

The following are the most frequently occurring types of corrosion:

Electrochemical: Bonding of metals of varying electrochemical properties.

Chemical:

Physical: pH and salinity

Abrasion and cavitation

Differential aeration: Low deposits

Bacterial: Sulphate-reducing bacteria, ferrobacteria, nitrifying bacteria, denitrifying bacteria.

Cavitation

Cavitation is the creation of bubbles within a liquid when it passes through a high pressure area at high speed and increases when the pressure is low in the cooling system and/or when there are leaks. In addition, as the vibration increases, so the number of bubbles in the coolant also increases. These bubbles cause erosive corrosion of the cylinder wall and frequently lead to pitting of cylinder walls.

To solve cavitation problems, purge the cooling circuit thoroughly and, for applications requiring high temperature, keep the circuit under pressure. Also add coolant additives that will cover the metal surfaces and limit cavitation-induced erosion and pinholes.

Scale

This is the crystallisation and deposition in their solid form of different combined ions present in water, due to oversaturation of the solution at a given temperature. It usually appears as compact, hard and adhering deposits of predominantly inorganic matters, but may occasionally take soft, non-adhesive forms and be a mixture of organic and inorganic components.

The major compositions of scale include, but are not limited to: calcium carbonate, calcium sulphate, calcium phosphate, magnesian salts, silica, and iron and manganese compounds. Scale forming depends on multiple factors such as temperature, salt concentration, pH and alkalinity, dissolved solids content, fluid-dynamic and thermostatic conditions of the system, etc.

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PRODUCT INFORMATION INDEX DATE

Dep. 2

COOLING WATER QUALITY AND TREATMENT

O&M_2.002262.810_10_2016

One of the most typical reactions is:

Ca (HCO

)

+ heat CO

+ H

O + Ca CO

Calcium bicarbonate Carbon dioxide Calcium carbonate highly soluble (760 mg/l. approx.) (hardly soluble 30 mg/l. approx.)

The presence of scale has a significant impact on the performance and operation of the equipment, since some of its effects are:

Reduction in heat transfer

Non-scheduled

Maintenance

Deterioration overheating of exchangers

Decrease in the quantity of circulating water

Microbiological growth

This basically originates in algae, fungi, bacteria and other micro-organisms to a lower extent, all of which avail themselves of light, heat, sludge and contamination by the manufacturing process or otherwise, nutrients and pH to keep growing. Special consideration is to be given to autotrophic bacteria (ferrobacteria and sulphatereducing bacteria) which can give rise to localised corrosion.

A product of this activity is sludge that builds up in the system, reducing its efficiency in addition to limiting the water passage and decreasing the flow rate, which in turn results in an increase in temperature. Both observing the colour, feel and smell of sludge and analysing it will provide information about its origin.

2. COOLING WATER QUALITY

In general, an engine coolant consists of water, additives and antifreeze.

There are several basic parameters that ensure optimum coolant quality and, thus, a trouble-free operation of the equipment.

This is why, it is strongly advisable to have cooling water analysed at the planning stage or before commissioning, so that should results fail to match the values in Table 1, the user can contact a water treatment specialist in order to take the necessary actions to ensure compliance with those specifications.

According to information provided by the equipment and the available water analysis results, it is essential to determine the optimum concentration and any appropriate external and internal treatment which will maintain the above issues under control and ensure the lowest possible water consumption.

These are the most common chemical treatments:

- Sludge dispersants or conditioners.

- Scale inhibitors.

- Corrosion inhibitors.

- Algicides

- Microbicides/biocides

- Biodispersants

In the market, there exist combined products suitable for treating different problems simultaneously.

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PRODUCT INFORMATION INDEX DATE

Dep. 2

COOLING WATER QUALITY AND TREATMENT

Minimum coolant requirements.

O&M_2.002262.810_10_2016

PARAMETERS

Aspect and odour pH value 25ºC

Total hardness

Sulphates SO

-2

Chlorides Cl

Nitrates

Total dissolved solids (TDS)

Conductivity @ 25ºC

Total alkalinity

Iron Fe

VALUE

Transparent, neutral odour, free from sediments

UNITS

7-9

35-170 / 2-9.5 ppm CO

Ca / ºd

Max 100

Max 40

Max 10

Max 300 ppm or mg/l ppm or mg/l ppm or mg/l ppm or mg/l

Max 400

Max 150

Max 0.5

 S/cm ppm CO

Ca ppm or mg/l

Aspect and Odour: Water-borne chemical compounds like phenols, several hydrocarbons, chlorine, organic matters in any state of decomposition or the products of outgassing algae and fungi can give water a very strong odour and taste, even if said compounds exist only in very small concentrations. Salts or minerals give water a salty or metallic taste, but not always an odour.

Particles such as clay and silt, a.o., although not dissolved, are transported by water in either of two ways: as a colloidal solution or in a dissolved condition that only persists while these particles are carried away by the flow of water. Colloids will settle only if undergoing coagulation or flocculation (clumping of particles).

Ph: The pH value expresses the acidity or alkalinity of an aqueous system. To be precise, it is the measurement of the hydrogen ion "activity" in a given sample; in practical terms, it is a measure of the hydrogen ion concentration in a sample Since the pH scale is logarithmic and inverse, any increase in pH by one unit corresponds to a tenfold decrease in the hydrogen ion molar concentration. The lower end of the scale (pH = 0) defines the acidity equivalent to a solution of 1.0 M HCl whereas the upper end of the scale (pH = 14) represents the alkalinity equivalent to a solution of NaOH 1.0 M.

Total hardness: The sum of temporary and permanent hardness. This is the sum of water dissolved metallic ions. It is always stated in mg /l CO3Ca

Temporary hardness: caused by acid calcium or magnesium carbonate. These bicarbonates precipitate, as water warms up, to form insoluble carbonates.

Permanent hardness: due to the contents of sulphates, nitrates and calcium, magnesium, sodium and iron chlorides. These salts do not precipitate as solutions.

Sulphates: Salts that dissociate in an aqueous solution and form ions which combine with calcium and magnesium. These compounds combine with hydrogen to form acids which turn water corrosive.

Chlorides: The amount of chloride ions present in the system enhances the conductivity of water and affects the protective film on the metallic surface, creating a favourable atmosphere for corrosion.

Nitrates: Salts that, in an aqueous solution, combine with hydrogen to form aggressive corrosive acids that may damage the cooling system.

Total alkalinity: Water alkalinity may be defined either as the water capacity to neutralise acids, react with hydrogen ions, or accept protons or as a measure of the water total contents of alkaline substances (OH-).

Determining total alkalinity and different forms of alkalinity is important in chemical coagulation, softening and corrosion control processes.

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COOLING WATER QUALITY AND TREATMENT

O&M_2.002262.810_10_2016

Natural water alkalinity generally derives from the presence of three types of ions: bicarbonates, carbonates and hydroxides.

Some waters will contain other compounds (borates, silicates, phosphates, etc.) which contribute to their alkalinity; but, in practice, the effect of these compounds is insignificant and can be disregarded.

Total dissolved solids: Solid substances appear in most waters as suspended materials or colloidal solutions.

They are measured in laboratory by the filtration method. Fine solids generate turbidity (NTU and JTU).

Turbidity is measured by the effect of light on these particles.

Conductivity.

Electrical conductivity is the capacity of inorganic salts in solution (electrolytes) to conduct electricity. Pure water hardly conducts electricity which is however conducted by water containing dissolved salts. Positively and negatively charged ions are the elements that conduct electricity; the amount of conduction depends on the number of existing ions and their mobility.

Iron (Fe). Iron dissolved in groundwater to its iron form II. This form is soluble and usually causes no problem by itself but iron II is oxidized to form iron III which are hydroxides and are insoluble in water. These are corrosive red dyeing compounds and cause blockage of screens, pumps, pipes and recirculation systems etc.

The use of distilled or de-ionised water increases the risk of corrosion and it is therefore necessary to add corrosion inhibitors. Such additives can be rust-preventive products used alone or diluted in the antifreeze.

Additives. Antifreeze

The best way of avoiding problems due to corrosion, oxidation, scale, deposits, etc. in the cooling system is to treat water with adequate additives which will protect the metallic surfaces of the system. These products form a rust-proofing film on the surfaces of the cooling system, preventing corrosion and inhibiting settlements.

Thus, engine corrosion and rust can be minimised using different types of anticorrosion additives.

Additive

Phosphates

(PO4)

Borates (BO4)

Tolytriazol (TT)

Nitrites NO2

Silicates SiO3

Carboxylic acids

Protection / Purpose

Steel, iron, aluminium

Disadvantage

Unstable, fast wearing, deposits (caused by hard water).

Iron

Copper

Iron (cavitation) and steel

Fast wearing. They expand welds. Dangerous if combined with amines.

Aluminium, Iron, general, relative neutralisation

Fast wearing. Form films and, if excessive, they produce a

"green paste" that impairs heat transfer.

Aluminium, general, stable, neutralisers

Corrode aluminium at high temperature.

Antifreeze products are glycol-based water-soluble liquids (e.g. ethylene glycol, propylene glycol), which generally contain the above mentioned additives whose object is to prevent the effects of corrosion, deposits, foam, etc.

Therefore, in order to prevent cooling water from freezing, it is recommended to add good quality commercial antifreeze, even in hot climate areas, because such product raises the boiling point of cooling water, which impedes that water boils and evaporates.

An inadequate concentration will not only reduce frost protection or the boiling risk, but also increase cooling water corrosiveness.

The antifreeze-coolant ratio depends on the ambient temperature at the place of installation of the engine and it is the antifreeze supplier who should state the concentration based on its product specifications and take responsibility for any secondary effects.

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COOLING WATER QUALITY AND TREATMENT

O&M_2.002262.810_10_2016

The figure below can be used to check the recommended glycol ratio according to the ambient temperature.

As a rule, where the objective is to increase the boiling temperature of water without it evaporating, Kohler

recommends adding around 10% of glycol to the water, not only where there is risk of freezing. The antifreeze will not only prevent the possibility of the water boiling but it will also protect against possible corrosion thanks to its anticorrosive additives which antifreeze normally contains.

In the case of ambient temperatures being very low and there is a risk of freezing, the maximum permitted amount of glycol, and for use only in engines, is 50%. The use of incorrect quantities of antifreeze in the cooling circuit can lead to a reduction in heat transfer from the cooling fluid and can affect the performance of the engine.

Here we can find ourselves faced with:

• Increased internal temperature of head and shroud

• Increased intake temperature.

Therefore, and in order to maintain the best possible performance, if the content of glycol is more than 30% then a change should be made at the end of the cold season to use coolant with % glycol in accordance with the indications of the following chart; in any case a minimum of about 10% antifreeze is recommended.

Glycol Concentration, % weight

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COOLING WATER QUALITY AND TREATMENT

O&M_2.002262.810_10_2016

3. COOLANT TREATMENT

Maintaining cooling water in good condition will avoid the aforementioned trouble with and failure of the cooling system, as well as helping us to detect possible engine malfunction.

For instance, a decrease of the pH value together with an increase in the sulphate contents may be symptomatic of water pollution by exhaust gases. On the other hand, a rise in chloride contents may be due to contamination by seawater, and in this event, it would be advisable to inspect the engine and look for the source of the leak.

In closed circuits, where fluid refilling is infrequent, a complete corrective treatment can be applied initially, while cooling water properties can be checked subsequently on refilling large amounts of water, but at least once a year.

It is advisable to clean the engine cooling circuit as described below:

Prepare a concentrated detergent solution (for cooling circuits) in warm fresh water (40-50°C) and shake until the detergent is completely dissolved and there is no sediment. The maximum concentration should be 2%.

Insert said solution into the engine cooling circuit and start the engine up until it is hot. The engine must be operating at full load for approximately two hours. Once this time has elapsed, stop the engine.

Then clean the cleaning fluid using fresh water. Once rinsed and clean, immediately fill the water circuit with treated antifreeze.

In open systems that operate on large volumes of water, water treatment is very expensive. Input treatments are usual practice or, if the installation allows, chemical cleaning will be undertaken periodically. For this type of system, water tests must be made at least once a month, both at the cooling tower and in the water circuit to the engine.

Companies specialising in water analysis and treatment have test kits available so users can check the cooling system periodically.

If the results of periodic checks fail to match the values shown in Table 1, the customer must contact the water treatment specialist, who has to participate actively in preparing and in defining the protection method most suitable for the installation concerned.

Antifreeze decomposes into corrosive acids due to the cooling system's temperature cycles; contamination can build up in the system and the corrosion inhibitors will eventually get exhausted. It is therefore recommended that the antifreeze concentration in the system should be checked with a refractometer or hydrometer when testing the water quality. This will aid to ensure that the glycol concentration remains within adequate limits. By measuring the coolant density as shown below, you can determine whether the antifreeze concentration is correct:

Glycol Concentration % weight

10%

Coolant density @ 20ºC

1.02 g/l

Freezing point of coolant

-3.4 ºC

20%

30%

40%

50%

1.03 g/l

1.04 g/l

1.06 g/l

1.07 g/l

-7.9 ºC

-13.7 ºC

-23.5 ºC

-36.8 ºC

4.1.10

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PRODUCT INFORMATION INDEX DATE

IC-G-D-25-003e B

Dep. 2

KOHLER MOTOROIL 3040 PLUS LUBE OIL FOR NATURAL

GAS-FUELLED AND ETHANOL ENGINES

O&M_2.002262.810_10_2016

1. INTRODUCTION

There are currently no standard procedures for classifying lube oils to be used in gas-fuelled and ethanol-fuelled engines. It is therefore necessary to perform exhaustive field tests in order to approve a suitable lubricant. Along with the ash content, there are several other parameters to bear in mind. These include phosphorus content, resistance to oxidation and nitration (often produced by the high working temperatures), neutralising capacity and corrosion inhibition (particularly in the presence of aggressive gases).

2. DESCRIPTION

KOHLER MOTOROIL 3040 PLUS is a lubricant designed by Kohler division in collaboration with the most prestigious lubricant manufacturers. It has been specially formulated for use in

Kohler engines that operate on gas or ethanol. See documents IP IC-G-D-30-002e, IC-G-D-30-013e,

IC-L-D-30-001e.

KOHLER MOTOROIL 3040 PLUS is a high-performance oil with a medium ash content. It is formulated with prime quality paraffin bases that provide it with exceptional oxidation and nitration stability, great thermal resistance, and a very low tendency to carbon deposit and residue build-up. Maintaining excellent performance after a long period of operation is thus ensured. Additionally, this oil has a low foam-forming tendency, good emulsibility and corrosion protection for cylinders and bearings, while considerably reducing wear on piston rings, liners and valve seats. All this means the oil has a long service life and filters withstand extended maintenance intervals.

Given its advanced formulation, KOHLER MOTOROIL 3040 PLUS is specially suitable for modern four-stroke engines with low oil consumption. It has been specially developed to ensure extended intervals between oil changes in engines whose usability is limited by the oil lifespan.

Its detergency and dispersancy system controls the build-up of carbon deposits and sludge, which results in cleaner engines, longer lasting oils and lower filter costs.

This oil has also been designed to provide exceptional protection against piston abrasion and wear of cylinder liners and piston rings.

3. APPLICATIONS

KOHLER MOTOROIL 3040 PLUS has been specially designed and is recommended for providing the highest performance in Kohler engines that operate on natural gas and ethanol. It can however be used in all kinds of naturally-aspirated or supercharged four-stroke engines, whether high or medium rated, that require a lubricant having a medium ash content. It is designed to ensure optimum engine life and lower maintenance costs. Its scope of application encompasses stoichiometric combustion and lean-burn engines as well, ensuring low oil consumption in both cases.

Given its low zinc and phosphorus content, this lube oil can be used in engines fitted with a catalytic converter, which require lube oil having a medium ash content.

Its advanced technology means any wear on the valve train components can be monitored as well as reducing the risk of abrasion, scoring and accelerated wear of pistons and piston rings. The end result means lower engine operating and maintenance costs.

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Dep. 2

KOHLER MOTOROIL 3040 PLUS LUBE OIL FOR NATURAL

GAS-FUELLED AND ETHANOL ENGINES

4. ADVANTAGES AND BENEFITS

Excellent resistance in the presence of oxidation and nitration.

Very high protection of cylinder head valve seats and guides.

Excellent protection against piston scoring and liner surface wear.

Excellent engine cleanliness.

Minimum deposit build-up.

High foam-forming and corrosion resistance.

Excellent performance of the alkaline reserve.

Longer oil and filter life.

Lower maintenance costs.

5. HEALTH AND SAFETY

No special precautions are required for its use, except good personal hygiene and avoiding contact with the skin for extended periods of time. There is a Safety Data Sheet available on request.

TYPICAL CHARACTERISTICS

O&M_2.002262.810_10_2016

PROPERTY

Viscosity, SAE grade

Flashpoint, Open Cup method, o C

Freezing point, o

Density @ 15 o C, g/cc

ASTM KOHLER MOTOROIL 3040 PLUS

D-92

D-97

D-4052

240

-21

0.895

Viscosity, cSt @ 100 oC

Viscosity, cSt @ 40 oC

D-445

13.6

124.3

TBN, mg KOH/gr D-2896 9.0

The values of typical properties shown in the table are mean values given for information purposes only. They do not constitute any guarantee These values are subject to change without prior notice.

________________________________________________________________________________________________________________

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FUEL SPECIFICATIONS FOR GAS ENGINES. GENERAL

1. AIM

O&M_2.002262.810_10_2016

This product datasheet defines the conditions a gas must comply with in order for it to be used as a fuel in

Kohler gas engines.

Every parameter or component out of this specification should be consulted to and authorized by Kohler, else Kohler won't take any malfunctioning responsibilities.

2. GASES USED AS ENGINE FUELS

The gaseous fuels used in internal combustion engines are available in a large variety of compositions and conditions of supply, which will affect the configuration, design, life expectancy and performance of the engine to a greater or lesser extent,. The gaseous fuels used in Kohler engines may range from "dry" natural gas to different kinds of synthesis gases resulting from thermochemical processes or the anaerobic digestion of organic matters.

In all cases, the gas is a mixture of major constituents, some combustible and others inert, and a number of minor or low-concentration components which may however play an important role for the correct operation of the engine, since they could be very harmful in quantities exceeding the manufacturer-specified limits.

As a consequence, it is necessary to assess the fitness of a given type of gas for its use in internal combustion engines. Where appropriate, the gas must be cleaned or filtered, to make it match the specifications required for its use in IC engines, by limiting its contents of corrosive and abrasive components, in order to guarantee a reasonable service life of the engine.

Depending on the type of constituents to be completely or partly eliminated from the gas so as to adjust their concentration to the specifications, one of several filtering techniques may be used. Kohler

does not wish to make any recommendation with respect to any of them, provided that the limit values specified in this document are complied with. However, Kohler has experience in this field and may be consulted for advice by the customer, on the understanding that Kohler

will not assume any responsibility for the effectiveness or performance of the recommended equipment or systems. Any such responsibility being directly incumbent upon the system's supplier.

2.1. BASIC PARAMETERS OF GASEOUS FUELS

There are several basic parameters to bear in mind when specifying or selecting a gas-fueled engine. Those parameters, which are listed below, can be calculated with reference to the chemical analysis of the fuel mixture:

LHV (Lower Heat Value):

This indicates the amount of energy available per unit volume or mass of gas. Its SI

3 units are kJ/m n

or kJ/kg.

Methane number:

Is an indicator of a gas mixture's pro-knock tendency. The higher the methane number, the smaller the pro-knock tendency. This is a dimensionless number.

Density:

This is the mass per unit volume of combustible gas. It depends on pressure and temperature. So, for its measurement, standardized values of pressure and temperature are normally used, namely 101325 Pa

(1 atm) and 0ºC. The SI unit of density is kg/m n

Stoichiometric A/F ratio:

Indicates the minimum amount of air necessary for a complete combustion of the fuel gas mixture. It is a dimensionless number representing the ratio of air volumes or masses per unit of fuel gas.

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FUEL SPECIFICATIONS FOR GAS ENGINES. GENERAL

3. ANALYSIS OF FUEL GAS

O&M_2.002262.810_10_2016

For the characterization of the gas to be used as a fuel, it will be necessary to carry out a chemical analysis of the same. Such an analysis will be made first in order to select the type of engine required and to check the gas conformity with the specifications for its use as an engine fuel. Additionally, gas analysis shall be conducted whenever harmful constituents are suspected to be present in the gas as well as from time to time as part of the installation monitoring.

3.1. SAMPLING FREQUENCY

For all the specified types of gas, the sampling frequency will be determined as follows:

Project Phase:

At least one complete analysis shall be made for each application.

Start-up Phase:

During the first year, analysis shall be made at least every six months for natural gas, every three months for landfill and digester gas, and every month for gases resulting from thermochemical processes.

Operation Phase:

Once the gas properties have been found stable (one year without relevant variations), the following minimum analysis program can be established: once a year for natural gas, once every six months for landfill and digester gas, once every three months for gas from thermochemical processes.

The intervals of the above analysis program may be increased, provided the stability of the supplied fuel gas has been demonstrated.

3.2. ANALYSIS LABORATORIES.

Kohler can advice the customer on the availability of laboratories where to make the required gas composition analysis.

In any case, Kohler reserves the right to carry out its own analysis on fuel gas fed to the engine.

4. CONTAMINANTS AND FACTORS AFFECTING THE ENGINE OPERATION

The fuel gas contaminants and factors affecting the engine operation fall within these categories:

Important variations in the fuel gas composition and conditions of supply.

In case there are variations in the composition, pressure, temperature and humidity of the fuel gas affecting its basic specification parameters (see point 2.1), their effect can be the engine breakdown or operation in conditions beyond those advisable. By important variations, we mean also those which are within the fuel specifications but differ by

±5% from the design value given to the manufacturer or the engine start-up conditions. At times, a small adjustment will suffice to adapt the engine to the new conditions; but any change whatsoever in the supplied gas conditions over the aforesaid limit must be reported to the engine manufacturer or maintenance staff who will come to tune the engine as necessary.

Contaminants that cause abrasive wear to the engine components.

These include all the substances contained in the gas, which circulate at high speed inside the engine, either upstream or downstream of the combustion chamber, and may therefore cause abrasive wear to different parts of the engine, leading to engine failure or to a reduction of its life expectancy. Belonging to this category are such compounds as siloxanes, gas combustion salts, metal particles, oils, tar, etc.

Contaminants that corrode the engine components.

This category refers to those substances which, due to their chemical nature, are capable of attacking both the metallic parts and the fluids of an engine, and thus leading to engine failure or to a reduction of its life expectancy. Within this group are acids compounds,

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O&M_2.002262.810_10_2016

ammonia, and even condensation water that sometimes contributes to increasing the harmful effects of the contaminants, etc.

Although not explicitly referred to in this document, any gas constituent which has any of the described effects on the engine components, should be considered as included in the list of harmful contaminants and it will be the customer's responsibility to follow the engine manufacturer's recommendations specific to each case of application.

. Kohler SPECIFICATIONS FOR FUEL GASES

5.1. LOWER HEAT VALUE

Lower heat values of fuel gases may be within the following ranges:

NATURAL GAS:

30 / 43 MJ/m n

equal to 7165 / 10270 kcal/m n

(See IC-G-D-30-002)

DIGESTER GAS:

LANDFILL GAS:

LEAN LANDFILL GAS:

RICH SYNGAS:

LEAN SYNGAS:

23 / 30 MJ/m

17 / 23 MJ/m

14 / 17 MJ/m

7.0 / 14 MJ/m n

3 n n

4.6 / 7.0 MJ/m

3 n

equal to 5490 / 7165 kcal/m

equal to 4060 / 5490 kcal/m

equal to 3350 / 4060 kcal/m n

equal to 1670 / 3350 kcal/m

equal to 1100 / 1670 kcal/m n

3 n n n

(See IC-G-D-30-004) n

(See IC-G-D-30-003)

(See IC-G-D-30-004)

LOW METHAN NUMBER GAS:

40 / 47 MJ/m n

equal to 9560 / 11230 kcal/m n

(See IC-G-D-30-013)

VERY LOW METHAN NUMBER GAS:

40 / 93 MJ/m n

equal to 9600 / 22250 kcal/m n

(See IC-G-D-30-038)

PROPANE:

93 / 100 MJ/m n

equal to 22200 / 23900 kcal/m n

(See IC-G-D-30-018)

5.2. CONTAMINANTS OF FUEL GAS

Listed below are the contaminants that are normally found in gases used as fuel in Kohler engines.

Contaminants other than those listed are not allowed in the fuel gas.

The permissible amounts of those contaminants in each type of fuel are stated in the relevant Product Information sheets. Refer to IC-G-D-30-002e for natural gas, to IC-G-D-30-003e for digester and landfill gas, to IC-G-D-30-

004e for gases from thermochemical processes, IC-G-D-30-013 for low methane number gases and to IC-G-D-

30-018 for propane.

5.2.1. SULFUR COMPOUNDS LIKE H

Among the sulfur compounds present in fuel gases, hydrogen sulfide (H

S) is the most common one. Hydrogen sulfide is a corrosive compound that is normally contained in gases resulting from the decomposition of organic matter. There are limitations to its concentration in fuel gases because:

S attacks the metal parts of the engine - above all those containing copper - reducing their service life and performance.

S leads to premature degradation of lubricating oil. Indeed, an acidic constituent, H

S will attack the oil additives, reducing the life of oil, if its concentration is out of the specifications.

S generates sulfur oxide releases at the exhaust. Emissions of sulfur oxides are limited by law and also attack the exhaust gas piping, silencers, turbochargers, valves, etc.

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O&M_2.002262.810_10_2016

5.2.2. HALOGENATED COMPOUNDS ( F, CL, BR, I ) SUCH AS CL –

Halogenated compounds may be very harmful to the engine, if they are present in the form of acidic elements in the fuel gas or in the combustion products. They normally develop in landfill gases, and to a lesser extent, in digester gases and in gases from thermochemical processes. Due to their chemical nature, the acids of this type of constituents are extremely corrosive, they attack almost all the metallic parts of the engine and destroy the additives of lubricating oil, thus reducing its life.

5.2.3. SILICON COMPOUNDS

Silicon compounds appear in fuel gases in either of two type groups: a) inorganic silicon compounds, having their origin in mineral material introduced in the gas flow, such as silicates and silica, and which can be classified in the group of gas-borne solid particles; or b) organic silicon compounds, which include siloxanes as the most frequent ones, are hard to detect because they require special analysis techniques, generally have their origin in the degradation of the many siliconbased products used in the industry for manufacturing general-purpose products, paints, cosmetics, cleaning products, etc.

Those compounds are present in the form of gas or vapor in the fuel flow and, generally, are harmless to the engine until their combustion. Combustion transforms the silicon they contain into silicon dioxide, silicates and other crystalline compounds that precipitate, forming abrasive particles inside the engine and jamming valves, pistons and other parts essential to the operation of the engine.

Moreover, a portion of the silicon content migrates from the combustion chamber to the lubricating oil, reducing the oil properties, which in turn affects engine parts that are not in direct contact with the combustion chamber.

5.2.4. AMMONIA (NH

)

Ammonia is a chemical compound that can either attack different elements of an engine alone or combine with other more acidic constituents to form ammonia salts that will abrade the engine components. Also, the NO x emissions of the engine may increase, as ammonia compounds pass through the combustion chamber, where ammonia transforms itself into nitrogen oxides.

5.2.5. RESIDUAL OILS AND TAR

Oils and tar are usually carried along by the fuel gas. They are in the liquid phase or they condense when the gas temperature decreases. Their presence is attributable to lubricant leaks in the gas compression equipment.

However, they are also present in large quantities in gases from thermochemical processes. Their effects on the engine include plugging of filters and regulators, as well as a lower performance of the turbochargers and dirtying of air coolers, etc.

5.2.6. SOLID PARTICLES

Solid particles act as abrasives on the engine components and they also give rise to failure when they accumulate and block certain items of equipment impeding them to operate correctly. Solid particles are the major source of inorganic silicon entering the engine with the fuel gas.

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FUEL SPECIFICATIONS FOR GAS ENGINES. GENERAL

O&M_2.002262.810_10_2016

5.3. ENGINES WITH A CATALYTIC CONVERTER

The Kohler engines with a catalytic converter to reduce emissions deserve a special treatment within this document. Catalytic converters require the fulfillment of several special requisites in terms of fuel gas contaminants and lubricating oils used in the engine. This is why the fuel gas specifications must be checked by

Kohler in accordance with the type and brand of catalytic converter whenever one is installed on the engine. (See IC-G-D-45-001)

Catalytic converters may be reliably used only on natural gas-fueled engines. All other types of gas do not meet the specifications required by the catalytic converter manufacturers.

6. ENGINE LUBE OIL ANALYSIS AS AN INDICATOR OF THE FUEL GAS

CHARACTERISTICS.

On certain occasions, lubricating oil analysis may serve as a relative measure of the quantities of contaminants that may show up in a fuel gas fed to the engine.

Lubricating oil is one of the engine consumables that permit to rapidly notice a deterioration of their properties due to the increase in the amounts of contaminants in the fuel gas.

In those installations where there are no continuous sampling of gas contaminants and where it is thus possible to have periods of time in which the limits specified in this document could be surpassed, we recommend, for a reliable operation of the engine, that the lubricating oil of the engine should be analyzed frequently according to the criteria set forth in Product Information Sheet IO-G-M-25-001e. Those analysis would allow to predict the type of contaminants entering the engine or which components of the engine are getting deteriorated, before any breakdown occurs.

Depending on the oil analysis results, it might be decided to make a specific analysis of the fuel gas contaminants which might be affecting the engine, so as to be able to take any appropriate actions rapidly and effectively.

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May 2014

Dep. 8

FUEL SPECIFICATIONS – US NATURAL GAS

O&M_2.002262.810_10_2016

1. ANALYSIS OF FUEL GAS

Below are the basic parameters of the fuel gas which need be checked, according to the gas origin.

1.1. NATURAL GAS

Natural gas consists in a mixture of light hydrocarbons and inert constituents. It is of mineral origin. Its composition will be determined by analyzing at least the following parameters:

Description of the place where the analysis is conducted (within an installation or at a location)

Date/time of sampling

Date/time of analysis

Analysis procedures employed

Gas temperature and pressure

6. CH

concentration (Vol %)

7. C

concentration (Vol %)

8. C

concentration (Vol %)

9. C

concentration (Vol %)

10. C

concentration (Vol %)

11. +C

concentration (Vol %)

12. CO

concentration (Vol %)

13. N

concentration (Vol %)

14. O

concentration (Vol %)

15. CO concentration (Vol %)

16. H

concentration (Vol %)

17. H

S concentration (ppm or mg/m n

)

18. Gas relative humidity (%)

As a general rule, the above elements are the usual constituents of natural gas and their measurement is by gas chromatography. However, where there are doubts about the total gas composition, it will be necessary to check additionally for the presence of the following compounds:

19. Halides concentration (ppm or mg/m n

)

20. Siloxanes concentration (mg/m n

): at least TMOH, TMS, L2, L3, L4, D3, D4, D5

21. NH

concentration (ppm or mg/m n

)

22. BTEX concentration (ppm or mg/m n

)

23. Oils and tar concentration (mg/m n

)

24. Solid particles concentration (mg/m n

)

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2. Kohler SPECIFICATIONS FOR FUEL GASES

2.1. LOWER HEAT VALUE

Lower heat values of natural gas may be within the following range:



37.5 / 42 MJ/m n

equal to 950 / 1050 Btu/SFC natural gas

As for engines with a mechanical carburetion system, the maximum permissible variation in the gas LHV is ±5% with regard to the carburetion point. Greater variations would mean that carburetion must be readjusted.

Engines with an electronic carburetion system must be used where LHV variations can be as high as ±10%; above this limit, the gas composition has to be continually monitored with an analyzer.

LHV variation in excess of 1%/min. absolute value shall not be allowed over time.

2.2. METHANE NUMBER

The minimum value for the methane number (AVL) of natural gas

is fixed at 75. For lower values, contact

Kohler.

2.3. SUPPLIED GAS CONDITIONS

In this respect, the following applies:

2.3.1. SUPPLIED GAS PRESSURE AND TEMPERATURE

Since the acceptable gas pressure and temperature at the inlet to the engine depend on the carburetion system the engine is equipped with, refer to the following Product Information documents for the applicable ranges:

IC-G-D-30-007e: Engines with a TECJET 50+ type electronic carburetion system

IC-G-D-30-040e: Engines with a TECJET 52 type electronic carburetion system

IC-G-D-30-008e: Engines with a mechanical carburetion system

IC-G-D-30-015e: Engines with a ELEKTRA 50 type electronic carburetion system

IT-G-A-00-011e : Minimum room temperature for operating gas engines

2.3.2. GAS HUMIDITY

The gas relative humidity at the inlet to the gas ramp shall always be less than 80% and by no means shall water be allowed to condense over the engine components. Therefore, we recommend that gas is fed to the engine at a temperature exceeding the water dew point by at least 15ºC. Natural gas does not usually imply serious humidity problems.

2.3.3. OXYGEN IN GAS

For engines with a mechanical carburetion system, the maximum permissible quantity of oxygen (O

) in the gas is

2% vol. For higher values or fluctuations greater than ±1% in relation to the carburetion point, it will be necessary to use engines with an electronic carburetion system and continuous monitoring of the gas composition by an analyzer.

2.3.4. HYDROGEN IN GAS

The maximum permissible hydrogen (H

) content in a fuel gas is 12% vol. H

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2.3.5. HIGHER HYDROCARBONS IN GAS

The maximum permissible quantity of C4+ hydrocarbons (butane and higher) shall not exceed 2% of the total gas mixture volume. For greater percentages, contact Kohler.

Therefore, we recommend that gas is fed to the engine at a temperature exceeding the gas dew point by at least

15ºC.

2.4. CONTAMINANTS OF FUEL GAS

Listed below are the maximum permissible values of the contaminants that are normally found in natural gas used as fuel in Kohler engines. The stated limits may not be exceeded; neither are contaminants - other than those listed below - allowed in the fuel gas.

2.4.1. SULFUR COMPOUNDS STATED AS H

For Kohler engines, the maximum permissible limit of H

S equivalent* is set at:



300 ppm ---- 455 mg /m n



100 ppm------- 150 mg /m

3 n

ENGINES WITHOUT CATALYTIC CONVERTER

ENGINES WITH A CATALYTIC CONVERTER

*: In order to calculate the H

S equivalent in other sulfur compounds, the mass of S present in the sulfur compound may be taken as a basis for the mass of H

S, considering organic and inorganic compounds.

2.4.2. HALOGENATED COMPOUNDS ( F, Cl, Br, I ) STATED AS Cl

HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl

–

equivalent /m n

3 and the remaining constituents are considered as if they were chlorine, using the following equations:

Fluor = 2 Chlorine Bromine = 0.5 Chlorine Iodine = 0.25 Chlorine

Accordingly, for Kohler engines, the maximum permissible level of halides, expressed as chloride equivalent, is set at:



80 ppm ---- 100 mg Cl

equivalent* / m n



6.5 ppm ----8 mg Cl

equivalent* / m n

ENGINES WITHOUT CATALYTIC CONVERTER

ENGINES WITH A CATALYTIC CONVERTER

*: Organic and inorganic halides must be taken into consideration.

2.4.3. SILICON COMPOUNDS

Kohler has set the maximum permissible content of silicon in a fuel gas at:



7 mg / m n



NIL

* ENGINES WITHOUT CATALYTIC CONVERTER

ENGINES WITH A CATALYTIC CONVERTER

In calculating the proportion of silicon in siloxanes, it is reasonable to take an average of 37% of silicon per total siloxanes.

*: Given the difficulties in analyzing and quantifying the silicon compounds in a fuel gas (Contact

Kohler for information on reference laboratories), it is generally agreed that the silicon content in the oil of the engine should not exceed 75 ppm during the contracted maintenance period of the engine concerned. Accordingly, this value may also be deemed to be the maximum relative limit of silicon in the fuel.

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2.4.4. AMMONIA (NH

)

For Kohler engines, the maximum permissible content of ammonia in the fuel gas is set at:



60 ppm ---- 45 mg / m n

2.4.5. RESIDUAL OILS AND TAR

Condensation is not allowed.

Consult Kohler about analysis methods.

2.4.6. SOLID PARTICLES

Kohler has established the following limits in connection with the presence of solid particles in fuel gas:

Maximum permissible particle size: 5 microns (

 m)

Maximum concentration of particles 1 to 5

 m in size:



10 mg / m n

4.1.22

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3. SUMMARY TABLE

Symbol Parameter

LHV Lower heat value

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O&M_2.002262.810_10_2016



LHV



LHV

LHV variation

LHV gradient

Methane number

37.5 – 42 MJ/m n

<±5%

<±10%

>±10%

<1%PCI/min

>75

Engine/application Comments

All Natural gas engines Natural gas

Mechanical carburetion Readjust carburetion

Electronic carburetion

Continuous gas analyzer

Continuous gas analyzer required

All Natural gas engines

P & T



Gas humidity

WetDewT Wet gas dew point

Supplied gas pressure and temperature

Oxygen in gas

IC-G-D-30-008e

<2% vol.

<±1% carb. point

Mechanical carburetion Zero pressure regulator and screw

IC-G-D-30-015e

IT-G-A-00-011e

Electronic carburetion ELEKTRA 50

All Natural gas engines Minimum room temperature

<80% All Natural gas engines No condensation

>15º less than Tgas All Natural gas engines Recommended

Mechanical carburetion Readjust carburetion

>2% vol.

>±1% carb. point

<12% vol.

Electronic carburetion

Continuous methane meter for automatic setting of carburetion

All Natural gas engines

<2% vol. All Natural gas engines

>15º less than Tamb All Natural gas engines @ max. supplied gas P. Recommended

Hydrogen in gas

C4+ Higher hydrocarbons

DryDewT Dry gas dew point

Si hydrogen sulfide equivalent

Chlorine equivalent

Silicon and siloxanes

<300 ppm

<100 ppm

<80 ppm

<6.5 ppm

<7 mg/m n

Nil

<60 ppm

W/o catalytic converter

W/ catalytic converter

Total sulfur: H

S equivalent

W/o catalytic converter

F, Cl, Br, I organic and inorganic

W/ catalytic converter

W/o catalytic converter

W/ catalytic converter

All Natural gas engines

Analyze: TMOH,TMS,L2,L3,L4,D3,D4,D5

Besides, <75ppm of Si in engine oil

Ammonia

Tar Oils and tar

Condensations not allowed

All Natural gas engines Condensable oil vapors

 m All Natural gas engines

<10 mg/m n

(1-5

 m) All Natural gas engines

Summary table of natural gas fuel specifications for Kohler engines

Larger size not allowed.

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Dep. 2

INSTALLATION AND OPERATION MANUAL - GIS IGNITION UNIT

DISPLAY

O&M_2.002262.810_10_2016

1. INTRODUCTION

Once the display has been properly connected in accordance with the guidelines set out in IM-G-C-33-004, it is then ready for use.

This document lists the steps required to configure the display and also sets out the different features provided: data visualization, parameter settings.

2. DISPLAY CONFIGURATION

Configuration is divided into two steps:

- In order to connect the ignition unit to the display, first you have to configure the unit.

For both steps, you have to access the Device Menu display

Fig. 1 – Screenshot of Device

2.1. DEVICE CONFIGURATION

To configure the devices you wish to view, you have to access the Device Setup menu within the Device Menu view via the display.

The steps for including data related to the GIS ignition unit on the display are outlined below: the button displays the following window shown in Figure 2

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INSTALLATION AND OPERATION MANUAL - GIS IGNITION UNIT

DISPLAY

O&M_2.002262.810_10_2016

Fig. 2 – Selecting a new device

2. Then, select the device you want to connect. In this case, choose the MIC4 option.

3. The node number must be entered. All KOHLER GIS units have Node ID 30 set as default.

After completing these steps, press the Save button to save the settings on the display.

Once this has been done, the new device will be shown in the Device Menu (see the MIC4 icon in Figure 3)

Fig. 3 - Device Menu view, once the device has been configured

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2.2. SCREEN CONFIGURATION

By clicking the Display button in the Device Menu view, you access the next screen where you can configure the various display options.

Fig. 4 – Display settings

 Select language: Press the Select button to set German, English or French as system language.

 Adjusting the date and time: Click the Set button and change the date and time.

 Screen calibration: If the touch screen is not responding properly to touch, click the Display Calibration button. Then, tip the midpoint of the Xs displayed on the screen. This will automatically calibrate the screen.

2.3. ACCESS CONTROL CONFIGURATION

The display on the GIS ignition unit can be configured to assign different levels of access to different user types.

To access the access control configuration menu, simply click the button that appears on the left of the display:

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DISPLAY

By clicking this button, you can access the following menu:

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Fig. 5 - Access control

In the dropdown menu at the top left, select the access level you want to configure. Once you select the access level, several options are at your disposal:

- Login/Logout: Login/Logout to a specific operating level with the access level selected

- Change Pin: Change PIN access code. This can only be accessed at Master access level.

- Enable/Disable Control: Enable/disable access control. This can only be accessed at Master access level.

NOTE

As a default setting, all Pins for all users are set to 0000.

The following table describes the different user levels and rights available for each level:

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DISPLAY

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ACCESS PERMISSION

Read only Read access to all data provided

Operator Perimosos Read only

Display configuration

Recording of device data

GIS ignition

Reset errors

Reset warnings

Reset misfires

Service Operator rights

Configure Node ID

Configure device

GIS ignition

Energy adjustments

Ignition timing adjustments

Self Test

Operating hours adjustment

Spark plug operating hours adjustment

Enabling/Disabling access control

Reset all PINs

Firmware update

3. USE OF GIS UNIT DISPLAY

The following briefly describes each of the sessions related to the GIS ignition unit.

Once the devices have been configured, you can access the Main Menu for each one. To do this, select the icon for the device you wish to view in the Device Menu view.

The following screenshot shows the Main Menu of the GIS ignition unit.

Fig. 6 – Main menu on GIS ignition unit

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3.1. READING PARAMETERS

The following briefly explains each of the screen views where data is displayed on the ignition unit:

3.1.1. Overview

This view shows global operating parameters

Fig. 7 – Menu Overview

- Pick up : the green status display indicates that pickup signals are being recorded (engine running). If no signal is detected, the LED remains grey.

- Ignition Output : we get different information on the ignition outputs depending on the colour:Grey: the firing is not active o Green: There are no misfires. Everything is working correctly. o Yellow: There were previously misfires, but currently there are no more misfires. o Red: There are misfires.

Further details on the information this led provides can be found in the Ignition view.

- Ignition Enabled: This LED indicates whether the ignition unit has received a spark enabled command or not.

o Grey: the firing is not activated o Green. The firing is activated

- System : this LED displays the system status. Equivalent to Status LED on the front of the ignition unit: o Grey: the display is not communicating with the ignition unit (the ignition unit is not powered on, the unit-screen communication is not working...) o Green: the ignition unit is recording no errors.

o Yellow. The ignition unit is giving warnings/alerts (which do not lead to stopping the unit) o Red: There are errors, which lead to shut down.

- Speed: the pointer shows the engine speed.

- Ignition Time: shows the global timing of the engine.

Timing

This view provides information on how to calculate the ignition timing the engine operates on.

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Fig. 8 – Ignition timing display menu

The following parameters are related to the global timing of the engine:

- Base Timing : Shows the base ignition timing programmed in the unit. The value for this parameter is set to 21° in all KOHLER engines. This base timing is corrected in "Timing correction" depending on the engine balance

- Potentiometer Timing : Displays the correction applied by the potentiometers in the unit. The value for this parameter is always set to 0 in KOHLER engines as potentiometers are not used.

- Analogue Current Input Timing : Displays the correction applied by 4-20 mA signal from the Detcon.

- Analogue Voltage Input Timing: Displays the correction applied by an analogue voltage signal. The value for this parameter is always set to 0 in KOHLER engines as no analogue voltage signal is used to adjust the advance.

- Speed Curve Correction : Displays the correction applied based on the engine speed.

- Timing Correction : Displays the external correction the unit receives via communications (CAN, Modbus).

This timing correction can come from several devices: o From the display itself o From the PLC that controls the engine o From the ECU

NOTE

Depending on the engine balance, the required timing advance is entered via the display. Therefore, the timing correction value is always different to 0. (It is only set to 0 for disengaged engines with an advance of 21).

- Global Timing: Displays the currently set global timing which all cylinders are running on. This value is the result of the sum of all the above parameters.

The following parameters relate to the individual timings for each cylinder. There may be cylinders that are not working with the global timing because some kind of cylinder-specific individual correction is being applied:

- Minimum Relative Firing Angle: This is the lowest of the individual timings (the most retarded) of all engine cylinders.

- Maximum Relative Firing Angle: This is the largest of the individual timings (the most advanced) of all engine cylinders.

- Average Relative Firing Angle: Displays the average value of the different cylinder-specific advances in the engine. This value does not have to coincide with the Global Timing.

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3.1.3. Ignition

This view provides information related to the firing in each cylinder

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Fig. 9 – Screenshot of secondary voltage

- Secondary Voltage: it is an estimate value of the voltage required to generate the spark in the spark plug gap.

- Misfire Indicator: This LED gives information on where the misfires have occurred in the different cylinders: o Grey: There are no misfires.

o Yellow: has previously been misfiring but currently there are none. o Red: There are misfires.

3.1.4. Energy

This view displays cylinder-specific spark characteristics. The value of two parameters is shown for each cylinder:

- Spark Duration : spark duration in microseconds

- Energy Output : firing energy applied to each cylinder to generate the spark

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Fig. 10 – Screenshot of energy parameters

3.1.5. Firing

This view displays the individual timings per cylinder

Fig. 11 – Screenshot of ignition timing per cylinder

Log

This view displays a record of al alarms, warnings and errors. In addition, lines are also included reporting on how the on system status and operation.

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Fig. 12 – Screenshot of list of errors and warnings

Clicking the button, you can access the actions menu where you can perform the following functions:

Alarms

- Confirm Runtime Errors

- Activate and deactivate automatic scrolling

A list of errors and warnings are outlined below.

ERROR CODE DESCRIPTION

Trigger number Number of teeth does not coincide with the set number

Trigger missing

Trigger period

Reset number

Cycle signal missing

Number of teeth counted is smaller than expected number

Cam signal was not detected in time. More events were counted than expected per cycle.

Event period between two teeth was outside the expected range.

Number of reset signals per cycle is outside expected range

Pre-processor pickup

Overspeed

Output board missing

Output or HV error

Misfire rate

Low-power

General

Temperature

Reset by watchdog

Pre-processor pickup is causing an error

Overspeed

Output board could not be detected

Error occurred in output board Possible problems with primary high voltage generator (185 V)

Misfire rate exceeded

Voltage too low

General warning

The maximum permissible device temperature was exceeded

The device was restarted by the watchdog

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WARNING

Trigger number

Trigger missing

Cycle signal missing

Trigger period

Wrong trigger

Wrong reset

Reset number

DESCRIPTION

Number of teeth does not coincide with the set number

Number of teeth counted is smaller than expected number

Cam signal was not detected in time. More events were counted than expected per cycle.

Event period between two teeth was outside the expected range.

Tooth event recognised as fault

Reset event recognised as fault

Number of reset signals per cycle is outside expected range

Pre-processor pickup trigger number

Pre-processor trigger missing

Pre-processor pickup Index missing

Pre-processor pickup

Misfire rate

Overspeed

Low-power

General

Number of events detected in the pre-processor pickup is outside the expected range

Event period of pre-processor pickup is outside the expected range

The pre-processor pickup has not been able to detect the reset/cam signal

Pre-processor pickup causes warning

Limit of misfire events exceeded

Overspeed

Voltage too low

General warning

Configuration data CRC error The configuration could not be read due to a CRC error

NOTE

There are a number of errors and warnings that match the description. The difference is that when such failures occur below a rotation speed threshold, it is considered a warning and the unit continues firing. When failure occurs above this threshold, it is considered an error and the unit cuts out the ignition. This rotation speed threshold depends on the rated operating conditions the unit is configured to.

3.1.7. Information

This view displays an overview of the ignition unit

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Fig. 13 – Screenshot of device information

3.1.8. Diagnostics

This view includes further information on unit operation: board temperature, voltage.

Fig. 16 – Screenshot of the unit's operating parameters

3.2. ADJUSTING PARAMETERS

Adjusting and writing parameters is carried out in the "Adjustments" session in the Main Menu.

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3.2.1. Adjusting the ignition timing

You can adjust the ignition timing on the next screen. Adjustments can be made in

increments of +- 0,1 º o +- 0,5 º.

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3.2.2. Adjusting energy parameters

Fig. 14 – Adjusting the ignition timing

Both the spark duration and the level of intensity can be changed on the next screen.

Fig. 15 – Adjusting energy parameters

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WARNING

KOHLER recommends that you do not change the energy parameters previously configured in the ignition unit

Changing these can cause an engine malfunction.

3.2.3. Operational

The spark plug burn time duration and operating hours of the unit can be adjusted on the next screen.

Fig. 16 – Adjusting operating hours counter

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STARTING AND STOPPING OF EMERGENCY GAS ENGINES

1 AIM

O&M_2.002262.810_10_2016

The aim of this product information sheet is to define an SFGLD emergency gas engine starting and stopping procedure.

2 PREPARATIONS FOR STARTING UP FOR THE FIRST TIME

Before starting up for the first time, the following operations shall be carried out:

2.1 PRE-START INSPECTION

General checks:

Ensure that there are no power transmitting devices connected (clutches, brakes, etc.).

Also inspect drive belts. Examine for good condition and correct tension. If a cooling fan is used, be sure it is free to turn, the journal bearings are properly lubricated and the belt tension is correct.

Make certain that all guards and shields are secure on engine and equipment. Remove all loose tools, rags, fittings or other equipment, which may be picked up by external moving parts of the engine.

Use a starter bar to turn over the engine several revolutions to be sure that nothing will interfere with the turning of moving parts. Do not forget to remove the bar when this has been checked.

Ensure that there are no oil, fuel or coolant leaks on all joined surfaces.

Refrigeration (engine coolant circuit):

Check the coolant level and concentration. Add additional quantity if necessary. If the amount of coolant to be added is large, open the drainage valves to allow the removal of air bubbles. It is advisable to check the entire coolant circuit in order to find out the cause of any significant leaks of coolant.

Check the entire water circuit checking that all the control valves are open and all the drainage valves are closed.

Lubrication (oil circuit):

Check the lubricant oil levels daily; adding more oil is required to maintain the level above the minimum indicated with the dipstick, unless an automatic oil level regulator has been installed. It is advisable to check the oil level regulator periodically to make sure it works properly.

Start the prelube system (if any) until the indicator shows a positive oil pressure.

NOTE

The engines are supplied without oil. It is necessary to disassemble the drainage plugs to allow a small amount of oil and condensate to drip, accumulating in the bottom of the sump during the storage. Tighten the plugs firmly after this operation. Fill with oil in accordance with the instructions given in the chapter on maintenance.

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Fuel:

O&M_2.002262.810_10_2016

Make sure that the fuel is supplied at the right pressure. If the motor is equipped with fuel cut-off valve, ensure that it is active.

Air filter :

Check the status of the clogged air filter indicator. If the indicator is red, press the button at the top of the indicator to reset it. If the indicator turns red again when the engine reaches full load, change the main filter and the safety filter.

Batteries:

Check connections and batteries voltage.

2.2 OPERATION

Compliance with these regulations will have a decisive influence on the life of the engine:

Avoid sudden load increases when the engine is cold.

Avoid prolonged operations when the engine is running with no load or a very light load.

3 PRECAUTIONS TO BE TAKEN AT EACH START-UP

The procedure for starting up an engine is described below:

3.1 Before engine start-up

1. Before starting up, locate the manual stop lever, in order to operate this if necessary.

2. Activate engine pre-lubrication to distribute the oil to all parts of the engine, IT-C-A-25-040. When necessary, activate oil and coolant pre-heating as well. See IC-C-D-00-008.

3. Carry out the pre-start-up check: purge circuits, check levels and pressures.

3.2. Engine start-up

1. Initiate the start-up sequence.

2. Monitor the oil pressure gauge when the engine has started.

CAUTION

If, within a period of 10 seconds, no oil pressure has been indicated, stop the engine immediately. Never keep the engine in operation without an oil pressure indication.

NOTE

The oil pressure may reach 7 bar (100 psi) with cold oil at start-up

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3. The generator switch can be closed once the rated speed is ready. Normally, the idle speed can be get . in 20 or 30 seconds after pressing the start button. This time depends on the batteries conditions and ambient temperature mainly.

In case of generated connected to the grid, the synchronize process must be carried out to close the switch. The synchronization time will dependo n the stability of the grid parameters.

4. Load applications must be according to the product information:

IC-G-B-00-002 for engines at 1500 rpm

IC-G-B-00-003 for engines at1800 rpm

Minimum time between loads application of 5 seconds.

CAUTION

Do not operate a turbocharged engine for prolonged periods (fifteen minutes or above) at light load or idle.

Under this condition the turbocharger may be damaged by the accumulation of carbon, which does not have a chance to burn off completely.

5. Operating inspection: There are series of important aspects, which must be checked while the engine is in operation :

Examine the water, fuel and oil conduits in case of leaks, mechanical damage or corrosion.

Inspect the level and status of coolant. The presence of rust, foam or oil in the coolant indicates the need to overhaul the circuit.

Observe and note down the operating parameters. Variations with regard to the normal values may indicate that anomalies are occurring.

Listen to the sound of the engine. Some problems such an occasional false explosions, failures of the turbocharger bearings or problems with the water pumps, may be detected at the outset by unusual sounds from the engine.

3.3. Engine Shut-down

1. Reduce the load gradually.

2. Open the generator switch once the load is off.

3. Before stopping an engine after having been operating in severe loading conditions, you should make spinning without charge or idle for 5 to 10 minutes to stabilize at moderate levels the temperatures of the various components of the turbocharger, valves and other engine parts

CAUTION

Before doing anything to the engine, let it cool for at least ten minutes after shut-down.

4. Check the fuel supply has been cut off at the engine.

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5. Post-lubricate the engine during five minutes after shut-down (when fitted with a pre-lube/post-lubrication system),

The exhaust pipe must be blocked off when the engine is shut down for long periods of time, to prevent rainwater or condensation from getting into the engine should be exposed to these elements.

4 NORMAL START AND STOP PROCEDURE

During normal operation, the start-up procedure shall be as follows :

1. Start the engine with both the ignition system and the fuel supply off, in order to eliminate any residual fuel from the intake and exhaust lines.

2. First turn the ignition system on and next the fuel supply.

During normal operation, the shut-down procedure shall be as follows :

1. Turn the fuel supply to the engine off.

2. Allow the engine to turn over several times and then disconnect the ignition system. Any residual fuel will get out of the system or will burn in the cylinders before the ignition system is off.

5 EMERGENCY START AND SHUT-DOWN

In case of an emergency, shut down the engine by turning the fuel supply and ignition system off at the same time. Failure to comply with this rule may lead to irreparable damage, injury or death.

CAUTION

Before restarting the engine after an emergency shutdown, wait for 10 minutes until the engine temperatures have stabilised. Do not restart the engine, unless the causes of the shutdown have been completely identified and the problems solved. Failing to do this may lead to irreparable damage, injury or death. Once the problems have been identified and solved, you can restart the engine according to the normal start-up procedure described in point 4.

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GAS ENGINES AND ETHANOL ENGINES CARBURATION

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1. INTRODUCTION

Tuning of an engine in order to ensure its correct operation means that different elements or parameters of the same, namely ignition timing and the air/fuel ratio, are adjusted.

Depending on the application of the engine and on the specifications or regulations to be complied with, tuning will be the most appropriate to meet these requirements, e.g. maximum thermal efficiency, lowest emissions, etc.

As for compliance with the regulations on permissible emission levels, it is essential to determine the proper air/fuel ratio and to this effect, the Kohler engines include adequate tuning capabilities.

2. SPECIFICATIONS

The thermal balance-sheets of Kohler for gas engines and ethanol engines (lean burn in both cases) specify the NOx emission level that can be achieved for each engine, based on the preset ignition timing and the different cooling water temperature settings. The engine carburation is adjusted so that the specified NOx level is complied with in each case. Normally, the NOx value is related to 5% Oxygen (provided the applicable legislation does not specify another reference oxygen level for correction).

ATTENTION

Never carburet an engine, taking the percentage value of oxygen in the exhaust as a reference, but the NO x referred to above.

In rich burn engines, the target is to maximize the emissions’ reduction; therefore, a 3 Way catalyst is used. In these cases the carburetion must be done in order to get the conjunction of the minimum possible NOx and CO emissions.

NOTE

To calculate the emissions, refer to doc. IC-C-D-40-001e “Emission Units Conversion”.

3. REMARKS

1- Compliance with this specification is conditional upon correct tuning and adequate maintenance of the engine, in particular with regard to ignition timing and spark plugs.

2- On gas engines with mechanical controller, engine carburation faults may occur mainly due to any of the following circumstances:

Change in the gas supply conditions (pressure, temperature, humidity and composition of gas).

Change in room temperature or in the temperature of the intake manifold.

Plugging of air filters.

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As a result, it is necessary to increase exhaust emission controls with a view to making any correction of the air/fuel ratio that may be required to prevent the engine from running at risk.

3- Unusual emission values can denote any of different problems with the engine, according to the component of the exhaust gases which is out of standard and the engine behaviour. For instance:

High oxygen level: denotes ignition problems (old spark plugs, broken or defective spark plug, faulty connection of a wire, failure of the ignition unit...). It is associated with a high level of Total Hydrocarbons

(THC), if measured. Also, the exhaust temperatures will be lower on the affected cylinder bank and possible unbalance will be observed between the two banks of Vee engines.

The engine will not reach its rated power, although the emission levels show a good mixture: This can be caused by air filter plugging or by problems with the throttle valve.

The engine will not reach its rated power and the emission levels denote a very poor mixture: This is due to engine carburation faults or problems with the fuel system (low fuel pressure, dirty fuel filter, valves not opening correctly, ...). Also, the exhaust temperatures will be lightly lower and the throttle valve will be fully open.

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EMISSION UNITS CONVERSION

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1. EMISSION UNITS CONVERSION

For further information on emission computation and units conversion, refer to ISO 8178-1 (2006).

Exhaust emissions are usually stated in any of the following units:

Parts per million - ppm

(1)

Milligrams per cubic meter (normal) - mg/m n

3 (2)

Grams per kilowatt-hour - g/kWh

Generally analyzers measure volume, in ppm or %, in wet basis (considering the water of the exhaust gases) or in dry basis (water not considered). Some analyzers can give results in other units after making internal calculations.

In case of mg/m3 units, the pressure and temperature conditions as reference must be taken into account. This can suppose differences between the values from different equipments. To compare different equipments measurement in this unit, they have to reference to the same pressure and temperature conditions. Legislations use to indicate the reference conditions to be taken. In general normal conditions, 0ºC and 1013 mbar (100 KPa) are the usual reference.

Below are bases of unit conversion for a number of components:

1.1. Converting

ppm to mg/m

3 (

Multiply the ppm value by the density of the gas to be measured under normal conditions

(

, which is, in kg/m n

Nitrogen Oxides, NOx such as NO

2.053

Sulfur Dioxide, SO

Carbon monoxide, CO

2.85

1.250

Total Hydrocarbon, THC (C/H RATIO 1.85) 0.619 (0.716 in case of natural gas)

Methane, CH

0.716

Formaldehyde, CH

O 1.34

NMHC (Non Methane HydroCarbons) are calculated by subtracting CH4 (methane) from THC (Total

HydroCarbons).

When measuring ppm or mg/Nm

, the usual practice is to take a reference exhaust oxygen value; in this event, the result must be multiplied by:

20.95 - O

2 ref

(%)

-----------------------------

20.95 - O

measured (%)

Generally, the most frequent O

2 ref

(%) values are 3, 5, 7, 12 and 15, and they are specified by the applicable legislation.

(1) Parts per milion by volume, sometimes noted ppmv, 1 ppm = 0.0001%

(2) (Normal conditions: Temperature 273 K and Pressure 1013 mbar)

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1.2.

Converting ppm to g/kWh

The formula reproduced below is approximate; the exact computation method is defined in ISO 8178-1. q m gas

(g/h) = Emis (ppm) w

x factor gas x Flow rate of wet exhaust gas (kg/h) / 1000

Emis (g/kWh) = q m gas

(g/h) / Power (kW) where:

- factor

gas

is the relative density-to-air ratio (or molecular weight ratio):

Nitrogen Oxides, NOx 1.586

Sulfur Dioxide, SO

2.21

Carbon Monoxide, CO

THC (C/H ratio 1.85)

0.966

0.479

1.621

0.987

0.565

1.603

0.976

0.512

1,609

0.98

0.805

Methane, CH

0.553 0.565 0.559 0.561

Formaldehyde, CH

O 1.035 1.058 1.046 1.050

- the exhaust gas flowrate appears on the thermal balance sheets; it is a wet basis concentration value. The emission value in ppm used in the formulae must be a wet basis value (usually NOx, SO2 and CO are measured in dry basis) and the calculation of NOx requires correction to account for the ambient humidity, defined in ISO 8178-1 (2006).

For Kohler gas engines, the Qexh / Power factor normally lies between 5 - 6.

- To change from a dry basis concentration “Emis (ppm) d

“ to a wet basis concentration “Emis (ppm) w

“ use the following equation:

Emis (ppm) w

= Emis (ppm) d

x factor

W/D where factor

W/D

is in the order of:

Diesel engines: 0.92 (



0.03)

Lean gas engines: 0.88 (



0.03)

Rich gas engines: 0.81 (



0.01)

Methanol engines: 0.84 (



0.03)

(3)

The factor

W/D

in the above equation can be calculated accurately, by applying the definition in ISO

8178-1 (2006).

When using g/bHPh units, the equivalence is 1 bHP = 0.7457 kW.

In the case of ISO 8178-4 cycle performance, see paragraph 1.3

(3) Hydrated Ethanol, 5% of water

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1.3. ISO Cycles

On many occasions (e.g. Marine engines), emissions are calculated by taking measurements under various operating conditions of the engine and applying weighting factors for each checkpoint. Legislations specify which cycle must be applied to calculate the emissions. These are the most common cycles:

Speed Rated Speed Intermediate Speed Idling

Torque (%)

Weighting Factor

100

0.15

50 10 100 75 50 0

0.15 0.1 0.1 0.1 0.1 0.15

Torque (%)

Weighting Factor

100

0.3

0.5

0.2

Weighting Factor

100 75 50 25 10

0.05 0.25 0.3 0.3 0.1

Weighting Factor

100 75 50 25

0.2 0.5 0.15 0.15

100 91 80 63

100 75 50 25

0.2 0.5 0.15 0.15 Weighting Factor

100 75 50 25 0

Weighting Factor 0.08 0.13 0.17 0.32 0.3

Formula for the specific emissions calculation:

Emissions =

∑

Where q m gas i

is the pollutant flow (g/h) as 1.2 paragraph formula, P i

is the power and W i

is the weighting factor

4.1.47

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PRODUCT INFORMATION INDEX DATE

IO-C-M-25-006e G March 2015

Dep. 2

OIL LEVEL INDICATORS

O&M_2.002262.810_10_2016

1. DESCRIPTION

A level indicator is a device that combines an oil level display with high and low alarms. It provides protection against any high oil level due to possible water or fuel ingress as well as against a low level arising from high oil consumption or leakage. An oil level indicator with dial means the condition of the lubricant as well as the level can be checked without having to stop the equipment. When the float hits the high or low limit switch, it activates the alarm on the equipment.

2 3 5 9

MAX.

MIN.

8 7

Fig.1 – Oil level indicator

1 Oil level indicator

High level indicator

High level adjuster

Low level indicator

Low level adjuster

6 Float valve sump

9 Connecting rods inspection cover

In place of this oil level indicator with high and low alarms, and if UL certification is required, the engines may be equipped with another alarm system but without an oil level indicator. Refer to IT-G-A-25-009e.

4.1.49

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PRODUCT INFORMATION INDEX DATE

IO-C-M-25-006e G March 2015

Dep. 2

OIL LEVEL INDICATORS

O&M_2.002262.810_10_2016

1 High level alarm indicator

2 Low level alarm indicator

4 Venting

5 2-way

3 Oil controller hose to oil sump

Fig.2 – UL Oil level indicator

With the engine at rest, the oil level in the indicator may rise up to the high limit, occasionally indicating a situation of excess oil. This results from backflow, i.e. oil flows back from the lubricating circuit to the sump, when the engine has stopped.

2. MAINTENANCE

There have been cases reported when, due to a lack of cleaning, the oil level indicator showed a normal level, whereas the amount of oil in the equipment was above or below the permissible limits due to obstruction in the pipe that connects the oil level indicator to the oil sump in the engine.

Cleaning the oil level indicator is a simple process that requires little time and must be included in the engine maintenance programme. It is advisable to clean the equipment when the oil is being changed, and do so at least once a year. Cleaning involves removing the pipes, both the sump-venting pipe and the connection pipe to the oil sump, and checking to ensure they are not blocked.

4.1.50

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PRODUCT INFORMATION INDEX DATE

IO-C-M-25-005e D March 2015

Dep. 2

AUTOMATIC OIL LEVEL CONTROLLER

O&M_2.002262.810_10_2016

1. DESCRIPTION

In engine-driven facilities that operate 24 hours a day or similar, it is advisable to mount an oil level controller.

Diesel engines for industrial applications usually incorporate such a device, while engines for marine applications are not normally equipped with one.

The oil level controller is a mechanical actuator fitted on the oil sump in the lower part of the engine. It is equipped with a floater inside a small reservoir which opens or closes the oil flow into the engine crankcase based on the oil level in the oil sump at that time.

KOHLER engines do not use this latter function of the actuator, since they incorporate another system that monitors the high and low oil levels in the crankcase (Refer to IO-C-M-25-006e, IT-C-A-25-002e or

IT-G-A-25-009e)

For CSA-certified engines, the filling unit is equipped with sensors, a maximum and a minimum sensor, in order to send alarm signals and/or stop signals to a control panel. (Refer to IT-G-A-25-008e)

CONNECTION TO CRANKCASE

OIL TO SUMP

OIL SUPPLY

Automatic oil level controller

CONNECTION TO CRANKCASE

OIL TO SUMP

OIL SUPPLY

Automatic CSA oil level controller

4.1.51

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PRODUCT INFORMATION INDEX DATE

IO-C-M-25-005e D March 2015

Dep. 2

AUTOMATIC OIL LEVEL CONTROLLER

O&M_2.002262.810_10_2016

When the engine is running, the oil level in the display must be within the normal operating range.

With the engine at rest, the oil level will go beyond this range due to oil flow back from the oil circuit, causing overfills. However, after restarting the engine, the oil level will lie again in the normal range.

2. MAINTENANCE

Cleaning the controller indicator and checking correct operation thereof is a very simple process. It is advisable to clean the equipment when changing the oil, doing so at least once a year. Cleaning involves removing both the venting hose and the connection hose to the oil sump, and checking that they are not blocked.

4.1.52

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PRODUCT INFORMATION INDEX DATE

Dep. 2

EMISSIONS - RELATED INSTALLATION INSTRUCTIONS

1. INTRODUCTION

O&M_2.002262.810_10_2016

According to the United States Environmental Protection Agency (EPA) Ref. code of Federal Regulations

1048.130, these instructions are intended to give the installer of the engine all of the information that is necessary to properly install the engine.

SFGLD series engines are stationary engines that fulfill the requirements described in 40 CFR 60 subpart JJJJ.

The SFGLD series engines are constant speed only engines, and no variable speed applications are allowed.

The maximum mechanical power is the value defined in the corresponding Heat Balance sheet as nominal power (100% Load) and no overloads are allowed. The mechanical power is given without mechanical water pumps. If the mechanical pumps are installed in the engine the corresponding power required by pumps must be subtracted from the nominal value.

V engines. Water pumps power: 7 kW.

Line engines Water pumps power: 4 kW.

In order to obtain the best engine performance and maintain the engine emissions levels the maintenance schedule for each application and engine configuration must be followed.

Failing to follow these instructions when installing a certified engine in a piece of non road equipment violates federal law (40 CFR 1068.105(b)), subject to fines or other penalties as described in the Clean

Air Act.

If you install the engine in a way that makes the engine's emission control information label hard to read during normal engine maintenance, you must place a duplicate label on the equipment, as described in

40 CFR 1068.105.

2. INSTRUCTIONS FOR INSTALLATION OF THE EXHAUST PIPE

The maximum backpressure allowed is defined in the Heat Balance sheet and to exceed this value is not allowed.

The exhaust pipeline shall be made up of as few bends as possible and no unnecessary pipe lengths, in order to reduce pressure losses to a minimum.

Below are some aspects to be borne in mind when designing the installation:

- Insert the appropriate number of expansion joints into the exhaust pipeline, as will enable free expansion and contraction of the pipes under temperature changes.

- The rigid fixing of the exhaust pipes to the engine room structure usually is a source of noise and vibrations. Additionally, it may be the cause for exhaust pipeline breakage.

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PRODUCT INFORMATION INDEX DATE

Dep. 2

EMISSIONS - RELATED INSTALLATION INSTRUCTIONS

O&M_2.002262.810_10_2016

- The exhaust pipeline shall be secured by means of collars through which it can slide and properly distributed fixed anchorage points.

- The exhaust pipeline and silencer shall be protected and heat-insulated to avoid big heat radiations into the engine room and the subsequent reduction in the engine performance.

- The exhaust pipeline must be laid for each engine individually. Never put together the gas outlets of various engines in a single collector.

- For completion of the exhaust pipeline, there must be a condensate trap installed at the lower end of the last vertical run of exhaust pipe as well as one draining valve ( see Figure 1 ).

FLEXIBLE

ALTERNATIVES TO PREVENT

WATER INFILTRATIONS

SLIDING FIXING

POINT

SILENCER

FLEXIBLE

DIAMETER AS PER TABLE 1

CONDENSATE

TRAP

DRAINING VALVE



A Inner Diameter



B Exhaust Flexible Diameter

C 20 mm (0.78 inch)

D n

10 mm (0.39 inch)



Fig. 1 – “V” Engine Installation of Exhaust Pipeline

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PRODUCT INFORMATION INDEX DATE

Dep. 2

EMISSIONS - RELATED INSTALLATION INSTRUCTIONS

O&M_2.002262.810_10_2016

Although there is no problem for installing expansion joints or flexible exhaust pipes, the following should be taken into consideration:

- The expansion joints are basically designed to make good any longitudinal extension of the exhaust pipes.

- To prevent exhaust pipes from moving crosswise, the pipes should be guided and attached to the engine room structure in such a way that their longitudinal movement only is permitted to avoid damage to the expansion joints.

- The expansion joints have one single assembly position in accordance with the direction of the exhaust gas.

- The number of joints to be installed is determined by the length and layout of the exhaust pipeline.

Figures 2 and 3 show the admissible axial shift and cross travel as well as the direction of exhaust gas escape for standard Kohler flexible pipes.

“A” Max. (mm)

“B” Max. (mm)

INNER

LINING

DIRECTION OF

EXHAUS GAS

Fig. 3 – Axial Shift (Compression) Fig. 4 – Cross Travel

The dimensions of the engine exhaust connections for V engines are given in IT-G-A-40-002e. In line engines don’t require special connections.

3. INSTRUCTIONS FOR INSTALLATION OF THE FUEL PIPE

In order to control emissions efficiently the elements and dimensions of the pipes and components must be in such way to comply the gas specifications for the fuel supply described in IC-G-D-30-007e (TECJET 50+ gas injector) or IC-G-D-30-012e (TECJET 110 gas injector).

The gas ramp must include, at least, the following elements in the same order: manual shutoff valve, filter, pressure regulator (if required) and valve train.

The fuel gas must comply with the specifications described in IC-G-D-30-002e (Gas Natural) or IC-G-D-30-003e

(Biogas) or IC-G-D-00-04e (syngas). Other gas qualities or failures in the specifications meeting can affect emissions levels, being out of the emissions levels according to the 40 CFR 60 subpart JJJJ standards.

Kohler is not responsible for the emission level compliance in these situations

Check leakages before engine first start.

4.1.55

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PRODUCT INFORMATION INDEX DATE

Dep. 2

EMISSIONS - RELATED INSTALLATION INSTRUCTIONS

O&M_2.002262.810_10_2016

4. ENGINE-ROOM VENTILATION

The correct ventilation of the engine room allows the correct engine performance; especially in the case the engine takes the air from the room.

In designing a ventilation system, the same importance should be given to the necessary volume of air as to the flow direction.

The ventilation system must be able to provide sufficient combustion air and to remove radiation heat from the rest of the facility.

For an estimated thermal difference of 5ºC (9ºF) between inlet and outlet air temperatures, the air inflow must be in the region of 70 m

/h per 1kW installed power. See the following table for air flow rates.

AIR FLOW RATE

ENGINE TYPE

EXHAUST MANIFOLD

AIR INTAKE ENGINE

ENGINE ROOM

VENTILATION

TOTAL ft

/hHP m

/hkW ft

/hHP m

/hkW ft

/hHP m

/hkW

WATER-

COOLED

EXTERNAL FILTER 0 0 1580 60 1580

INTERNAL FILTER 263 10 1580 60 1843

TURBOCHARGED

EXTERNAL FILTER 0 0 1580 60 1580

DRY

INTERNAL FILTER 263 10 1580 60 1843

Generally, the air flow direction in an engine room will match the following pattern:

The entry of air in the engine room should be from the area furthest away from any sources of heat.

The fresh air should be able to flow freely from the point of entry to the sources of heat, in its circulation towards the point of exit.

The expulsion of hot air should be at a point directly above the most important sources of heat, avoiding the intake of the exhaust gas.

Where the temperature of the engine room or, in particular, of the crankcase gases return lines to the intake manifold is too low, the said lines must be heat-insulated so as to prevent condensation in the said piping section.

In all cases, the hot air should be forced out of the engine room by means of an outlet duct, without allowing it to mix with the fresh ventilation air.

5.2 INSTALLATION OF AIR FILTERS

The filters should be installed in every case in the most optimum place according to the layout of the engine room.

A sufficient quantity of combustion air should be guaranteed.

In case of an external air inlet, avoid any risk of water entering into the filter.

The minimum cross section area (S) of air flow through the filter protector derives from the following equation:

S = S1 x 2

(where S1 = developed area of the filter)

The air duct between the filter and the engine should be made of metal with a circular or rectangular section.

The maximum admissible pressure drop after filter, measured in the air intake duct, should not be bigger than 381 mm.w.c. relative to external atmosphere. It is recommended to keep approximately 81 mm.w.c. in reserve, that is to say that with clean filter the maximum pressure drop shouldn’t exceed 300 mm.w.c.

4.1.56

4/5

PRODUCT INFORMATION

IT-G-A-00-008e

INDEX

DATE

February 2010

Dep. 2

EMISSIONS - RELATED INSTALLATION INSTRUCTIONS

O&M_2.002262.810_10_2016

The fitting of the air intake duct should be studied by the installer and should eliminate all the abnormal forces due to the sheer weight of the air intake duct and all the vibrations which could be produced, as both these factors could result in problems for the correct functioning of the engine.

The air intake duct connection to engine should be made by means of a flexible rubber hose.

Fit a drain cock at the lowest point of the air intake duct. This point is generally as near as possible to the turbochargers. It is important and necessary that, if the air intake duct were over hot parts it would be well isolated. (See fig.4)

HOT AIR

OUTLET

AIR FILTER

TURBOCHARGER

DRAIN COCK

MT -90

Di g ita l T ac ho me ter

100

110

120

AIR

INLET

Fig 4

In any case, the air temperature for combustion should not exceed in general 25°C (77ºF) at the filter entry point, otherwise it will be necessary to reduce the engine power.

6. ENGINE INSTRUMENTATION

The instrumentation is defined in IO-G-M-60-002e. In this Product Information sheet you can find the engine running parameters that must be monitored, the limit values for this parameters and the alarm logic operation.

7. IN USE TESTING

The U.S. EPA certification regulations for LSI engines require the engine manufacturer (Dresser -Rand A

Siemens Business ) to notify the equipment manufacturer that sampling of exhaust emissions must be possible after engines are installed in equipment and placed in service. If this cannot be done by simply adding a 20centimeter extension to the exhaust pipe, you, as the equipment manufacturer, must demonstrate to Dresser-

Rand A Siemens Business how to sample exhaust emissions in a way that prevents diluting the exhaust sample with ambient air.

8. ADJUST FUEL AIR RATIO

The carburetion control systems are designed to maintain the emissions level during all typical operating conditions. Under extreme or unusual operating conditions (gas quality, gas pollutant, dusty ambient, extreme season temperatures) carburetion settings need to be confirmed and potentially adjusted. To “check / adjust fuel air ratio” the exhaust emissions and actual A/F ratios are confirmed. If adjustments are necessary, they are performed using Kohler proprietary software interface and only performed by

Kohler authorized service technicians.

4.1.57

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2.002262.810

10-2016

INDEX Chapter 5

MAINTENANCE INSTRUCTIONS

OPERATION & MAINTENANCE MANUAL SFGLD “L”

KOHLER CO – PRIME / STAND BY

O&M_2.002262.810_10_2016

CHAPTER 5 – MAINTENANCE INSTRUCTIONS

5.1 Maintenance Procedures

IO-G-M-00-060e_B

General maintenance of gas engine

IO-G-M-00-061e_C

Maintenance of natural gas engine SFGLD 1800 rpm prime

IO-G-M-00-019e_G

Maintenance of natural gas engine SFGLD stand-by

5.2 Description of Maintenance Operations Type E

IO-G-M-25-001e_G

Gas-fueled engine oil servicing instructions

IO-C-M-25-001e_A

Oil sampling procedure

IO-C-M-25-004e_A Kohler

engine oil change instructions

180/240 engines centrifugal oil filter maintenance instructions

IO-C-M-25-011e

Maintenance of the crankcase gas recirculation system

IO-C-M-25-012e_A

Cleaning the oil separator filter of the crankcase gas breather

IO-C-M-00-006e_A Kohler

engine cylinder compression test

IO-G-M-33-001e_C

Conventional spark plug changing and maintenance instructions

IO-G-M-33-002e_F

Conventional spark plug replacement criteria in Gas engines

IM-G-C-33-001e_D

Conventional spark plug installation instructions

IO-G-M-33-003e_B

Check of ignition coils and spark plug wires

IO-G-M-33-007e_L

Maintenance of spark plugs. Overview

IO-G-M-33-009e_A

Checking the ignition timing

IT-G-E-10-001e_G

Adjustment of Gas and Ethanol engine valves

IO-C-M-35-001e_E

Air filters. Maintenance

IO-C-M-15-001e_B

Damper condition monitoring

IO-C-M-20-002e_G

Maintenance of the cooling system

IO-C-M-45-001e_B

Maintenance of turbocharger

IO-C-M-20-010e_A

Maintenance of intercoolers

IO-C-M-60-004e

IO-C-M-15-003e

IO-C-M-55-001e

Maintenance of pick-ups

Maintenance of flexible coupling

Maintenance of batteries

5.1.1

5.1.5

5.1.13

5.2.1

5.2.5

5.2.7

5.2.11

5.2.13

5.2.17

5.2.19

5.2.23

5.2.27

5.2.31

5.2.33

5.2.35

5.2.37

5.2.41

5.2.45

5.2.51

5.2.55

5.2.61

5.2.65

5.2.69

5.2.71

5.2.73

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PRODUCT INFORMATION INDEX DATE

IO-G-M-00-060e B February 2016

GENERAL MAINTENANCE OF GAS ENGINES

Dep. 2

O&M_2.002262.810_10_2016

MAINTENANCE INTERVALS

The satisfactory performance of engines depends on many factors, the most significant being:

Mode of operation

Humidity, barometric pressure and air temperature

Number of hours operating at full load

Number of hours operating at full speed

Engine parameters: ignition timing, cooling temperatures, water flows,…

Fuel and lubrication oil quality

Proper loading of engine after start sequence

Oil and filters changes intervals

Use of Kohler products and original spare parts

Care taken to ensure that engines are adjusted to factory settings in inspections and maintenance operations

Because of these as well as other similar factors not mentioned, it is difficult to set a precise number of hours of operation for each engine, before normal servicing becomes necessary.

The maintenance intervals listed in this section do not in any way imply an obligation on behalf of Kohler , and are given only as a guide to users for maintenance scheduling. Users must take into account operating conditions and demands to determine the maintenance operations that should be carried out more frequently than stated on the schedule. In all cases, the number of hours specified are reasonable limits, which should not be exceeded in order to ensure that the engine works correctly. If the engine maintenance schedule is not adhered to then the warranty of the same may be cancelled. This document should be studied carefully before the engine is started up for the first time.

These circumstances can modify the intervals of maintenance operations:

Excessive exhaust back-pressure

Insufficient air supply to intake. Air quality

High crankcase pressure

Low oil pressure

Over heating of the jacket water system (boiling)

Changes in fuel quality

High air temperature

Sudden stops and alarms

Incorrect realization of maintenance operations

Deficient installation or ventilation

Incorrect air/fuel ratio

Use of non-approved oil

5.1.1

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PRODUCT INFORMATION INDEX DATE

IO-G-M-00-060e B February 2016

GENERAL MAINTENANCE OF GAS ENGINES

Dep. 2

O&M_2.002262.810_10_2016

DAILY MAINTENANCE

2.1.

CONTROL OF COOLANT LEVEL

The coolant level must be checked daily. It is necessary to ensure that there aren’t air or steam bubbles in the system. In that case the system must be purged by hand or automatic vent valves must be installed in the top of the circuit.

The quality of the cooling water must comply with

IO-C-M-20-001

, which specifies not only the water quality but recommends the percentage of glycol to be used.

NEVER USE DIRTY, HARD OR SALT WATER. COOLANT NOT ONLY PRESERVES ENGINE AGAINST

FREEZING, BUT ALSO PRESERVES ENGINE AGAINST CORROSION AND OXIDATION. SEE

IO-C-M-20-001.

2.2.

CONTROL OF OIL LEVEL

Check the engine oil level every day under identical conditions. This is to be done with the engine idling, after running for several minutes.

The oil level should never be below the lower indicator mark, nor above the high limit on the dipstick.

Note: If the engine has crankcase gases recirculation system, the oil level on the dipstick could be erroneous because the pressure in the crankcase is not at atmospheric pressure. Therefore, the oil level must be checked when crankcase pressure is at atmospheric pressure or the reading must be done in the devices not influenced by these pressure differences: lubrication oil level indicator or oil level regulator (with the filling valve closed).

2.3.

DAILY RECORDING OF THE ENGINE DATA

It is necessary to record pressures, temperatures, levels, energy outputs... in order to be able to detect possible engine operation failures by analysing the evolution of the aforementioned parameter values.

Note: Daily records may help you to solve performance problems before they arise, because of that, it is recommendable to record a high number of parameters of engine performance.

2.4.

CLEANING OF THE ENGINE

Several reasons make it desirable to keep the exterior of the engine clean. Dirt from the outside can be drawn into the intake filters. Further, exterior dirt can get into the engine during normal maintenance in cylinder heads, crankcase…

A number of products for cleaning the engine exterior can be used, such as pressurized steam or degreasing agents. It is necessary to be extremely careful with the electrical components of the engine.

2.5.

CLEAN AND KEEP WATCH OVER ELECTRICAL CONNECTORS

Clean the electrical connectors if necessary, but before be sure that there is no tension on them.

5.1.2

2/3

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-060e B February 2016

GENERAL MAINTENANCE OF GAS ENGINES

Dep. 2

O&M_2.002262.810_10_2016

NEVER BRING A FLAME OR MAKE SPARKS NEAR THE BATTERIES. FLAMMABLE STEAM CAN BE

PRODUCED.

2.6.

LUBRICATION OIL LEAKS

Inspect plant lubrication piping for oil leaks. Tighten hardware or change seals and gaskets if necessary.

In addition, make sure the dipstick and filling plug on the inspection cover are tight.

2.7.

COOLANT LEAKS

Inspect plant water piping for water leaks. Tighten hardware or change seals and gaskets if necessary.

Verify that the drain holes on the water pumps are unobstructed, as their plugging could lead to serious damage.

2.8.

GAS LEAKS

Inspect gas piping for leaks using a gas detector or water with soap. Tighten hardware or change gaskets if necessary.

NEVER USE A FLAME TO DETECT GAS LEAKS BECAUSE THIS CAN PRODUCE AN EXPLOSION AND

PERSONS CAN BE HURT.

2.9.

SPEED CONTROL LINKAGE (NOT NECESSARY FOR ELECTRONIC CONTROL ENGINES)

It is necessary to check the ball joints of the speed control linkage for clearances (greased and readjusted where appropriate).

2.10.

CHECK FOR SENSORS

Temperature and pressure measures must be checked in order to detect deviations or broken sensors on engine. It is also necessary to inspect pressure and temperature sensors of the control system.

2.11.

INTAKE AND EXHAUST LEAKS

Check that there are no leaks in the intake and exhaust circuits.

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PRODUCT INFORMATION INDEX DATE

IO-G-M-00-061e C January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE

SFGLD 1800 RPM PRIME

O&M_2.002262.810_10_2016

1. MAINTENANCE PROGRAM

The information in this maintenan ce program is complemented with product information document

IO-G-M-00-060e

, General Maintenance Guidelines for Ga s Engines. This maintenance program have been defined for Prime application, as indicated in the product information IC-C-D-00-002.

KOHLER has developed this maintenance program to ensure optimum performance of your engine. Given that strict adherence to thi s program will benefit you, it is es sential that you follo w the in structions detailed in this manual. Failure to do so may not only jeopardize KOHLER ’s warranty, but also restrict you from obtaining the best performance for equipment.

The maintenance intervals listed in this section do not in any way imply an obligation on behalf of KOHLER , and are given only as a guide to use rs for mai ntenance scheduling. Users will take into account op erating conditions and demands to determine the maintenance operations that should be carried out more frequently than stated on the schedule. In all cases, the number of hours specified are reasonable limits, which should not be exceeded in order to ensure that the engine works correctly. If the engine maintenance schedule is not adhered to then the warranty of the same may be cancelled. This document and product information document

IO-G-M-00-060e

should be studied carefully before the engine is started up for the first time.

IMPORTANT

The maintenance jobs described below (identified with as an “E” type task) must be regarded as “additive” to each other.

Accordingly, the performance of every “E i

” job implies that all previous “E i-1

”, every time as the frequency indicates it.

This will require the availability of such materials and labour as may be necessary at each stage.

NOTE Any Check-Inspection may require a corrective operation if the element in question requires one.

5.1.5

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PRODUCT INFORMATION INDEX DATE

IO-G-M-00-061e C January 2016

Dep. 2

1.1. Basic maintenance operations:

MAINTENANCE OF NATURAL GAS ENGINE

SFGLD 1800 RPM PRIME

O&M_2.002262.810_10_2016

NEW ENGINE OR MAJOR SERVICE WORK START-UP MAINTENANCE

Jobs to be done during the initial start-up of a new engine or during the break-in phases following major overhauls (change of cylinder liners, pistons, piston rings, cylinder heads,...). They must be carried out by KOHLER authorized Repair Shop.

(Operation before starting up the engine) h

- General inspection and set-up of the engine

(Operations after starting up or break-in phase)

- Change oil KOHLER MOTOROIL (oil sump and cooler)

- Change oil filters

- Analyze waste oil

- Clean the oil centrifuge filter and change the paper filter

- Inspection of the gas ramp filter

- Adjustment of rocker arms and valve lifters. Measure valve height

- Adjust air/fuel ratio to full load, if necessary

- Measure the exhaust back-pressure

- Check damper temperature

- Inspect for leaks in all coolant, oil, gas and exhaust gases system

- Check the cleaning of carburetion system and admission (compressor, intercooler and inlet manifold)

- Inspection and retightening of flanges and clamps, battery terminals, connectors, flexible couplings, air filter supports, exhaust piping, oil pipes, etc.

5.1.6

2/7

Minor Jobs

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-061e C January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE

SFGLD 1800 RPM PRIME

O&M_2.002262.810_10_2016

ROUTINE MAINTENANCE (Type "E")

(Operations to be performed with the engine stopped)

- Vent the coolant circuit. Check automatic vent valves

- Drain condensates out of the exhaust Y-pipe

- Check oil pressure and temperature during the pre-lubrication phase

- With the dipstick, check for a possible increase of the oil level in the oil pan due to coolant leaks

- Verify oil heating with the pre-heater, if necessary

- Check the oil level of the pneumatic starter lubricator, if necessary

- Clean the engine and its surrounding

(Operations to be carried out with the engine idling)

(Operations to be carried out with the engine stabilized)

- Check coolant level / pressure. Vent circuits

- Check oil pressure

- Inspect the air filter plugging level (reset the pilot first)

- Check oil, coolant and exhaust gases temperature

- Check the filter cleaning state pilot of the crankcase gases recirculation system.

Control the crankcase pressure (* A *)

- Record engine parameters on a regular basis

- Revision of the operational stability and unusual noise

- Inspect for leaks in fuel, coolant, oil and exhaust gases

5.1.7

3/7

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-061e C January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE

SFGLD 1800 RPM PRIME

O&M_2.002262.810_10_2016

- Analyse waste oil

- Change oil filters

- Change oil KOHLER MOTOROIL (oil sump and cooler)

- Clean the oil centrifuge filter, film-thickness measurement and change the paper filter

- Clean the metallic sponge of the oil purifier

- Measure crankcase pressure

- Check air/fuel ratio

- Adjust air/fuel ratio to full load (*), if necessary h

- Inspect the air filters

- Adjustment of rocker arms and valve lifters. Measure valve height

- Check safety devices and connections: temperature and pressure switches and probes

- Check battery acid level

- Check battery and starter connections

- Inspection of high voltage wires of the ignition system

- Change the filter of crankcase gases recirculation system and clean this circuit (* A *)

- Verify the ignition timing

- Check damper temperature

- Change air filters

- Check gaskets in the rocker arm covers

4,800 h or once a year

- Disassemble, clean and adjust all the speed and ignition pick-ups

- Measure the exhaust back-pressure

- Change coolant

- Verify the tightening torque of knocking sensors on stud head (20 Nm)

- Check the axial clearance, radial clearance and condition of the turbocharger vanes

NOTE

- The spark plugs change must be made attending the IO-G-M-33-007 product information*.

*It’s recommend to carry out a borescope inspection and do a compression test when changing spark plugs

- Ask Kohler to use another oil that it is not KOHLER MOTOROIL.

5.1.8

4/7

major interventions

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-061e C January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE

SFGLD 1800 RPM PRIME

O&M_2.002262.810_10_2016

Periodic interventions (Type "R")

- Recondition cylinder heads.

- Clean pistons, cylinder liners and cylinder head seating on block

- Check valves driving system: valve lifters, rocker arms, push-rods, roller rocker arms and cams

- Measure cylinder liners wear

- Clean oil sump

- Check and clean the cooling system. Clean pipe bundles and change gaskets on heat exchanger and coolers

- Change oil thermostat (only V engine)

- Test thermostats of coolant circuit.

- Clean filters of coolant circuit. Change filter cartridge

- Retighten connections in knocking detection system unit.

- Check-up of electric or pneumatic starting motor.

- Check-up of battery charging alternator

- Change hoses and clamps.

- Check safety valves in intake manifold

- Check and clean the intake circuit, from the air filters outlet to the intercooler (* A *)

- Test control and safety devices: temperature and pressure switches and probes

- Change high voltage wires of the ignition system

- Recondition turbochargers

5.1.9

5/7

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-061e C January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE

SFGLD 1800 RPM PRIME

O&M_2.002262.810_10_2016

- Change complete pistons (Piston, piston rings, pin, circlips)

- Change cylinder head springs

- Change cylinder liners

- Change flexible coupling condition engine-alternator

- Inspection of elastic suspensions and alignments

- Check connecting rods

- Change conrod bearings

- Change the connecting rod bolts (maximum of 3 retightenings). Mark number of retightenings on the bolt

- Change thermostats of coolant circuit

- Recondition water pumps of main coolant circuit

- Engine Overhaul, including its major components and systems:

Inspection of Cylinder block, change main crankshaft bearing shells, camshaft thrust drive discs and bushings

Inspection of Crankshaft

- Inspect camshafts

- Inspect timing gears and change ball-bearings

- Recondition oil pump: check gears and change bushings

- Change crankshaft counterweights fixing screws and washers

- Change damper

- Overall inspection and cleaning of coolant, oil, fuel, intake air, exhaust gas, automation systems, wiring.

- Change turbochargers

- Change connecting rods

- Change coils

- Change engine gaskets

5.1.10

6/7

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-061e C January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE

SFGLD 1800 RPM PRIME

O&M_2.002262.810_10_2016

This maintenance program is specified for dry natural gas. The natural gas specifications are detailed in the last version of P roduct Information Sheet

IC-G-D-30-002e: “Fuel specifications – natural gas”

. Minimum methane number is specified in the Power Rating of the engine for this application. If methane number is less than the specified, consult with KOHLER .

(*)

For installations where the gas composition is variable, it’s recommended to reduce the periods between carburetion adjustments

(* A *) Make this maintenance job only if the engine has crankcase gases recirculation system

2. ENGINE LONG TERM STORAGE

When a customer has specified in advance that the engine is going to be stored, the instructions contained in

Product Information Sheets

IM-C-C-00-001e

(storage for less tha n 6 months) and

IO-C-M-00-001e

(storage for more than 6 months) apply.

In that case, the engine is supplied perfectly packed and sealed against external agents.

It is however very important that the temperature in the warehouse used for storing the engine should remain at all times above the outside temperature to prevent condensation.

5.1.11

7/7

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-019e G January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE SFGLD

STAND-BY

O&M_2.002262.810_10_2016

1. MAINTENANCE PROGRAM

The information in this maintenan ce program is complemented with product information document

IO-G-M-00-060e

, General Maintenance Guidelines for Gas Engines.

IO-G-M-00-060e

should be studied carefully before the engine is started up for the first time.

IMPORTANT

The maintenance jobs described below (identified with as an “E” type task) must be regarded as “additive” to each other.

Accordingly, the performance of every “E i

” job implies that all previous “E i-1

”, every time as the frequency indicates it.

This will require the availability of such materials and labour as may be necessary at each stage.

NOTE Any Check-Inspection may require a corrective operation if the element in question requires one.

5.1.13

1/6

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-019e G January 2016

Dep. 2

1.1. Basic maintenance operations:

MAINTENANCE OF NATURAL GAS ENGINE SFGLD

STAND-BY

O&M_2.002262.810_10_2016

NEW ENGINE OR MAJOR SERVICE WORK START-UP MAINTENANCE

(Operation before starting up the engine) h

- General inspection and set-up of the engine

1.2 Daily maintenance:

ROUTINE MAINTENANCE (Type "E")

Minor Jobs

- Check oil pressure and temperature during the pre-lubrication phase

- Verify oil heating with the pre-heater h

- Check battery acid level

- Verify water heating with the pre-heater

1.2.1 Continuous Pre-lubrication

In order to ensure perfect lubrication of all circuits of the engine, it is necessary to operate the pre-lube pump in the correct conditions, see IT-C-A-25-040.

1.2.2 Continuous Pre-heating

In order to guarantee a suitable oil viscosity before the start up of the engine preheating must be used according to instruction IC-C-D-00-008. The use of water preheating improves the engine start conditions, see IC-C-D-00-

008.

1.2.3 Battery Charger

The correct function of the battery charger must be checked every day.

2/6 5.1.14

1.3 Monthly maintenance

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-019e G January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE SFGLD

STAND-BY

O&M_2.002262.810_10_2016

(Operations to be performed with the engine stopped)

- Vent the coolant circuit. Check automatic vent valves.

- Drain condensates out of the exhaust Y-pipe

- With the dipstick, check for a possible increase of the oil level in the oil pan due to coolant leaks

- Check the oil level of the pneumatic starter lubricator, if necessary

- Check battery acid level

- Clean the engine and its surrounding

EM Monthly

- Check coolant level / pressure. Vent circuits.

- Check oil level / pressure

- Inspect the air filter plugging level

- Check oil and coolant temperature

- Check exhaust gases temperature

- Record engine parameters on a regular basis

- Revision of the operational stability and unusual noise

- Inspect for leaks in fuel, coolant, oil and exhaust gases

1.3.1 Engine Start-up

Every month, the engine must be started and correct performance of the following items should be checked:

Start-up process and increase in speed.

Loading of the engine.

Switch: making and breaking.

The start-up test must be made with a load equal to at least 40% of the engine's rated power. The engine shall run during a minimum of one hour.

These recommendations figure in the ISO 8528-12 standard on standby sets for security duty.

3/6 5.1.15

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-019e G January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE SFGLD

STAND-BY

O&M_2.002262.810_10_2016

250 h or

6 months

500 h or once a year

- Analyse waste oil

- Check and refill additive level in coolant

- Change oil KOHLER MOTOROIL (oil sump and cooler)

- Change oil filters

- Clean the oil centrifuge filter, film-thickness measurement and change the paper filter

- Clean the metallic sponge of the oil purifier

- Measure crankcase pressure

- Check air/fuel ratio

- Adjust air/fuel ratio to full load (*), if necessary

- Inspect the air filters

- Adjustment of rocker arms and valve lifters. Measure valve height

- Verify the ignition timing

- Check battery and starter connections

- Inspection of high voltage wires of the ignition system

- Change the filter of crankcase gases recirculation system and clean this circuit (* A *)

1,500 h or

3 years

- Check gas filters

- Change hoses and clamps.

- Test thermostats of coolant circuit.

- Test control and safety devices: temperature and pressure switches and probes

- Check damper temperature

- Change air filters

- Check gaskets in the rocker arm covers

- Disassemble, clean and adjust all the speed and ignition pick-ups

- Measure the exhaust back-pressure

- Change coolant

- Verify the tightening torque of knocking sensors on stud head (20 Nm)

- Check axial and Radial allowance of turbochargers

NOTE

- The spark plugs change must be made attending the IO-G-M-33-007 product information.

*It is recommended cylinder endoscope revision and compression test when the spark-plug change

- Ask Kohler to use another oil that it is not KOHLER MOTOROIL.

4/6 5.1.16

major interventions

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-019e G January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE SFGLD

STAND-BY

O&M_2.002262.810_10_2016

Periodic interventions (Type "R")

6,000 h or

12 years

- Recondition cylinder heads.

- Clean pistons, cylinder liners and cylinder head seating on block

- Check valves driving system: valve lifters, rocker arms, push-rods, roller rocker arms and cams

- Measure cylinder liners wear

- Clean oil sump

- Check and clean the cooling system. Clean pipe bundles and change gaskets on heat exchanger and coolers

- Change thermostats of oil(only V engine)

- Change thermostats of coolant circuit

- Clean filters of coolant circuit. Change filter cartridge

- Retighten connections in knocking detection system unit.

- Check-up of electric or pneumatic starting motor.

- Check-up of battery charging alternator

- Check safety valves in intake manifold

- Change high voltage wires of the ignition system

- Recondition turbochargers

- Check and clean the intake circuit, from the air filters outlet to the intercooler (* A *)

- Change flexible coupling condition engine-alternator

- Inspection of elastic suspensions and alignments

- Recondition water pumps of main coolant circuit

- Change damper

5.1.17

5/6

PRODUCT INFORMATION INDEX DATE

IO-G-M-00-019e G January 2016

Dep. 2

MAINTENANCE OF NATURAL GAS ENGINE SFGLD

STAND-BY

O&M_2.002262.810_10_2016

This maintenance program is specified for dry natural gas. The natural gas specifications are detailed in the last version of P roduct Information Sheet

IC-G-D-30-002e: “Fuel specifications – natural gas”

. Minimum methane number is specified in the Power Rating of the engine for this application. If methane number is less than the specified, consult with KOHLER .

(*)

For installations where the gas composition is variable, it’s recommended to reduce the periods between carburetion adjustments

(* A *) Make this maintenance job only if the engine has crankcase gases recirculation system

2. ENGINE LONG TERM STORAGE

When a customer has specified in advance that the engine is going to be stored, the instructions contained in

Product Information Sheets

IM-C-C-00-001e

(storage for less tha n 6 months) and

IO-C-M-00-001e

(storage for more than 6 months) apply.

In that case, the engine is supplied perfectly packed and sealed against external agents.

It is however very important that the temperature in the warehouse used for storing the engine should remain at all times above the outside temperature to prevent condensation.

5.1.18

6/6

PRODUCT INFORMATION INDEX DATE

Dep.2

GAS-FUELED ENGINE OIL SERVICING INSTRUCTIONS

O&M_2.002262.810_10_2016

1. DESCRIPTION

This Product Information document clearly explains an oil monitoring procedure in order to determine oil change intervals for gas-fueled engines whose specifications are defined in Product Information IC-G-D-25-003e and

IC-G-D-25-002e.

2. OIL CONSUMPTION

A small amount of lube oil is consumed in the combustion process. In general, oil consumption decreases with the operation of the engine or any rise in temperature. After the first 600 hours of operation, the oil demand should be considered constant. From then on, it is advisable to check the oil consumption, which should be as follow:

Engine Standard consumption g/kwh Maximum consumption g/kwh

FGLD/SFGLD/SFGM/HGM 180/240/360/480 0.35 < 0.5

SFGLD 560 0.20 <0.3

SFGM/HGM 420/560 0.15 <0.2

In order to calculate an engine's oil consumption, the following formula applies:

Specific consumption (g/kWh) = [ 897 x Consumption (liters) ] / [ Power (kW) x Hours of operation ]

3. OIL ANALYSIS

As a reference, Kohler recommends that oil analysis should be conducted as specified in the maintenance instructions in respect of lubricant for use in gas engines.

Product Information sheet IO-C-M-25-001e describes the oil sampling procedure for its subsequent analysis, while document IO-C-M-25-004e deals with the oil change procedure.

NOTE

Changing oil from an engine does not only consist in draining the crankcase and cooler, but it also implies changing the oil filters.

Oil change intervals should not exceed the recommendations (due to the deterioration of the additives), unless there is a careful oil analysis program established. Even in this latter event, however, remember that rather than predicting the exact moment additives will fail, laboratory analyses normally aim at detecting engine malfunctions.

It is therefore important to inspect the engine before deciding on any modification of the oil change intervals.

Besides on oil consumption, the useful life of oil is highly dependent upon the thermal and mechanical stress oil is subjected to, the volume of circulating oil, the engine wear and tear, and most importantly the fuel gas composition and quality, since the oil change intervals will vary as a function of the quality of the biogas or biomass gas used as fuel.

With those analyses, wear and tear of the engine can be efficiently monitored and actions taken in order to ensure good performance at a minimum cost, before serious and costly failures occur.

5.2.1

1/4

PRODUCT INFORMATION INDEX DATE

Dep.2

GAS-FUELED ENGINE OIL SERVICING INSTRUCTIONS

O&M_2.002262.810_10_2016

When requesting an oil analysis, always state the type of oil used as well as the time (number of hours) the oil charge has been in service, and the engine specific oil consumption. We recommend the following properties are checked:

- Viscosity - Insoluble substances

- TBN / TAN - Metals

- Oxidation / Nitration - Chlorine

- Water content - Observations

4. INTERPRETATION OF RESULTS

Oil degrades throughout its useful life due to oxidation, loss of effectiveness of the additives, and pollution by combustion products, fuel, water or solids. This can be checked by reviewing the evolution of the periodical test results.

Those analyses serve to check the oil contamination levels and to detect potential ill performance of oil. The most significant test results may be interpreted in the following manner:

Viscosity

Oil viscosity is a very important feature, since it gives an idea of the working conditions of the oil that coats the bearings with a lubricating film ensuring the lowest friction and leakage.

An increase in oil viscosity is generally attributable to the presence of oxidation products, dirt, insoluble substances or wear elements.

Generally, the established oil change frequency prevents reaching the point where oil can no longer accept any increase in contaminants.

TBN

It is the function of the alkaline additives contained in oil to neutralize the acidic products that develop during combustion (mainly strong sulfuric and nitric acids) as well as weak organic acids resulting from oil oxidation through aging.

TBN is a measure of the oil capacity to neutralize strong acids produced by the fuel combustion. It does not measure the oil alkalinity, but the alkaline reserve of oil or its acid-neutralizing capacity.

A sharp fall of the TBN may occur due to a low consumption of oil, the use of a fuel rich in sulfur or a small volume of the oil pan. Oil with a low TBN does not have enough capacity to neutralize the acids which corrode the engine parts.

TAN

By measuring the oil acidity, it is possible to prejudge and determine the quantity of products of an acidic nature contained in the oil. Such acidic products may originate both in the natural oxidation of oil and in its contamination by sulfur compounds or halogen acids formed during combustion.

Chlorine

Halogenated compounds, if present in the form of acidic components, may prove very harmful to the engine.

Given their chemical nature, acids of this type of elements are very aggressive, attack almost all the metallic components of an engine and shorten the working life of lube oil by destroying its reserve of additives.

5.2.2

2/4

PRODUCT INFORMATION INDEX DATE

Dep.2

GAS-FUELED ENGINE OIL SERVICING INSTRUCTIONS

O&M_2.002262.810_10_2016

Oxidation / Nitration

Oxidation is a chemical reaction of oil with oxygen. Oil oxidation can be fought by adding inhibitors, however, it will always develop when oil is mixed with air and it will accelerate under the effect of the combustion gas temperature, contaminants and oxidizing agents. As oxidation grows, the oil loses its lubricating properties and thickens, organic acids build up, forming deposits and gum.

Nitration occurs in all engines, but reaches high levels in natural gas engines. Nitrogen compounds, formed during the combustion, make oil thicken and lose its lubricating properties.

Water Content

The presence of water in oil means there is contamination either through the cooling circuit or due to combustion steam condensation. Any small amount of water - in particular from the cooling system - which has been treated with chemical inhibitors will have a harmful effect on oil. It will bring about a reduction of the oil lubricating capacities and the build up of sludge; also it may induce corrosion.

If Na or B is found in a metals analysis, this means water an/or anti-freeze is present. This will be the case, if water has leaked out of the cooling system. Both sodium silicate and potassium metaborate are typical inhibitors and responsible for introducing Si, K or N and B into oil. Another way of detecting the presence of coolant consists in determining the glycol level in oil.

Insoluble Substances

A check for insoluble substances will indicate if there are carbonaceous matter, powders, wear-induced particles and oxidation products present in oil.

The presence of solids in oil affects the oil detergency and dispersancy, giving rise to a fast-growing tendency of deposit formation in several engine components. Generally, the quantity of insoluble substances is greater when wear intensifies.

A high content of solids leads to an increase in oil viscosity, wear of bearings and moving parts, and clogging of filters.

Content of Metallic Particles

The test includes a measurement of oil-borne metal particles, like:

- Fe: Iron - Pb: Lead

- Cr: Chromium

- Al: Aluminium

- Cu: Copper

- Na: Sodium

- Sn: Tin

- Si: Silicon

Other elements may be added to the above list. It is essential to compare the test results with previous ones before drawing final conclusions on their meaning.

Metal concentrations in oil are initially low and increase with the operating time of the engine. A sudden rise would mean abnormal wear and operating conditions. Consequently, it is important to take into account not only the metals content but also the engine operating conditions and the mechanical interventions carried out on the engine.

5.2.3

3/4

PRODUCT INFORMATION INDEX DATE

Dep.2

GAS-FUELED ENGINE OIL SERVICING INSTRUCTIONS

O&M_2.002262.810_10_2016

An increase in the content of any metal indicates wear or damage of an engine component. The metal present in oil can identify the engine part concerned. For example:

An increase in the content of lead and copper should lead to an inspection of the bearings, bushings...

An increase in the iron content should bring about an inspection both of the cylinder liners and of the timing gears.

A higher content of aluminium may be caused by an incipient peeling of the piston material.

The presence of silicon is, generally, due to poor filtering of inlet air; however, in biogas applications, this element originates in the gas fuel itself.

For all those reasons, in determining the oil service life, it will be necessary to implement an analysis program that provides information on the oil performance tendency or specific details on its evolution.

Initially and until the oil change frequency has been fixed, it is advisable to take oil samples for subsequent analysis by a specialist laboratory every 100h. Depending on the test results, sampling intervals may then change. Based on our knowledge and experience, for natural gas fuelled engines, we would recommend sampling oil at least at the oil's half-life and at oil change.

The high limits of acceptability of an oil for natural gas, biogas or biomass gas engines have been established from a database obtained through the use of the lubricant in real operating conditions and tests of waste oil.

These are the properties to be analyzed and their high limits of acceptability:

Property Oil from natural gas engines Oil from landfill or digester gas engines

Viscosity + - 25% + - 25%

TBN -50% fresh oil -50% fresh oil

TAN +2 mgKOH/g fresh oil pH 4,5

Oxidation 20 Abs/cm

+2 mgKOH/g fresh oil

4,5

20 Abs/cm

Nitration

Water content

Insoluble substances

20 Abs/cm

Max. 0.5%

Max. 1.0%

20 Abs/cm

Max. 0.5%

Max. 1.0%

Metals

Fe<100 ppm

Cu<40 ppm

Cr<25 ppm

Sn< 25ppm

Al<20ppm

Pb<40ppm

Na<40ppm

Fe<100 ppm

Cu<40 ppm

Cr<25 ppm

Sn< 25ppm

Al<20ppm

Pb<40ppm

Na<40ppm

Silicon Si< 30 ppm Si<75, provided it comes from the gas *.

Chlorine < 800 ppm

* Reaching this limit before the time interval specified in the oil servicing Instruction Sheet will probably be due to a poor quality of the gas.

The frequency of analysis and the test results determine the oil changing requirements in each individual case.

When altering the oil change intervals, bear in mind not only the test results, but also the engine condition and operating temperature. If oil and water temperatures are kept within the manufacturer-specified range, in particular during lengthy periods of operation at low load, the probability of corrosive vapor condensation will be minimized. This, in turn, will reduce the TBN depletion rate and consequently increase the time oil can be used.

5.2.4

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PRODUCT INFORMATION INDEX DATE

Dep.2

OIL SAMPLING PROCEDURE

1. OBJECT

O&M_2.002262.810_10_2016

This Product Information sheet clearly specifies a procedure for collecting oil samples from all Kohler engines, for their subsequent analyses.

2. SAMPLING ROCEDURE

The oil sample for analysis must be representative of the entire operating load. Therefore, always do the sampling when oil is circulating in the engine, since this ensures product homogenization.

When collecting oil, take great care to avoid external contamination. In particular, check that the sample containers are perfectly clean and dry.

You may sample oil during an oil change, but bear in mind that you should not take samples at the beginning or end of the oil sump draining process.

To take samples for analysing the oil condition when there is a sampling valve (unit ref. 31.25.920) available, remove the cap from the sampling valve.

Where there is no such sampling valve available, we recommend sampling on a pressure oil line or, failing this, direct from the oil sump.

NEVER take samples from the first jet of oil coming out when you open the sampling valve; always drain about 400ml of oil to eliminate any contaminating residues present in the circuit. When done, reset the valve cap.

Finally, stick a label on the sample, stating all the relevant data: date, engine, type of oil, operating time of engine, operating time of oil, engine oil consumption.

In-line engines V-engines

5.2.5

1/1

PRODUCT INFORMATION INDEX DATE

IO-C-M-25-004e A

May 2008

Dep.2

KOHLER ENGINE OIL CHANGE INSTRUCTIONS

O&M_2.002262.810_10_2016

1. INTRODUCTION

The useful life of a lube oil charge depends on many and varied factors. Determinants are the oil working time, engine oil consumption, type and grade of fuel, volume of circulating oil, lubricant quality, engine condition, oil temperature, etc.

Oil change frequencies should not exceed the recommendations (due to the degradation of the additives) unless a careful oil analysis programme is previously implemented. But, even in this event, remember that lab analysis are normally intended to detect troubles with the engine, rather than predicting the exact time additives will fail. It is therefore important to inspect the engine before making a decision of modifying the oil change intervals.

Accordingly, when determining the oil life, it is necessary to make a series of analysis in order to obtain information on the oil performance tendency or specific details on its evolution.

Changing the oil charge must be made either in accordance with the maintenance instructions for each type of engine and application or when the values of the tested parameters have reached their maximum permissible limits as specified in the oil maintenance instructions in respect of each application, or else when the operating conditions require that oil be changed before the limit values are reached.

Check the sump oil level daily to detect possible contamination by water or fuel and to make yourself an idea of the oil condition.

If this visual inspection reveals that oil on the dipstick has lost consistency, flows quickly, is muddy, milky or thick, then oil must be changed.

Changing the oil of an engine is not limited to draining oil from the sump and cooler, but also implies changing the oil filters.

2. OIL CHANGE PROCEDURE

The oil change procedure is identical for all types of engines and must always be performed after stopping the engine, with the oil still hot, since in this state, oil drains better and faster.

Procedure:

1. Drain the sump. To do so, open the oil sump drain plug or use a draining pump.

If the engine incorporates a the pre-lubricating pump, you can use it as a draining pump.

Line Engine V Engine

5.2.7

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PRODUCT INFORMATION INDEX DATE

IO-C-M-25-004e A

May 2008

Dep.2

KOHLER ENGINE OIL CHANGE INSTRUCTIONS

O&M_2.002262.810_10_2016

It is essential that the amount of oil which remains in the sump be as small as possible, since the useful life of the next oil charge may be shortened due to the presence and quality of this oil quantity.

CAUTION

Contact with hot oil may cause severe burns.

2. Open the drain plug of the oil cooler and remove the waste oil. Make sure the cooler body is drained.

3. Clean the oil sump through the inspection cover provided for this purpose on one side of the sump.

CAUTION

Do not use any cleaning product likely to leave residues.

4. Set and tighten the drain plugs thoroughly.

5. Now, through the filling plug pour new oil, according to Kohler specifications, until the oil level is two centimetres

above the maximum limit on the dipstick .

6. Perform a pre-lubrication cycle, idle the engine and check that the oil level is between the maximum and minimum marks on the dipstick.

7. Inspect for possible oil leakage in the engine.

8. Check the oil level every day. With the engine at rest and cold oil, the level must reach the maximum mark on the dipstick. When the engine is idling, the level must be within the max. and min. marks on the dipstick. If necessary, add oil as per Kohler specification for each application.

On engines with an automatic oil level controller, oil makeup is continuous.

WARNING

Dispose of waste oil in a controlled manner in compliance with the prevailing legislation on waste oil collection and management.

We do not recommend adding extra additives because the oils used in Kohler engines have been formulated and produced with state-of-the-art technology so that nothing need be added to the original formulation.

Besides, the use of additives other than those contained in a given oil is likely to modify its balance, resulting in an unfavourable performance of oil.

If you cannot use any of the recommended types of oil for the application concerned, you should consult

Kohler before choosing another type of oil.

5.2.8

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PRODUCT INFORMATION INDEX DATE

IO-C-M-25-004e A

May 2008

Dep.2

KOHLER ENGINE OIL CHANGE INSTRUCTIONS

O&M_2.002262.810_10_2016

3. CHANGING OF THE OIL FILTER CARTRIDGE

The oil filter cartridges must be replaced each time you change oil

in the engine or when the filters are clogged, a condition that generates such a low oil pressure in the gallery that the oil pressure alarm is near the setting value.

To dismount the filter:

1. unscrew the filter body with your hand or with the special-purpose spanner;

2. make sure the old gasket comes out with the filter cartridge..

Mounting the filter:

1. Oil the gasket.

2. Screw on the filter and tighten it slightly. Once the filter is in contact with the sealing gasket, give it 3/4 of a turn.

3. Start the engine and check the filter tightness.

4. Tighten further where applicable.

FILTER COUPLING ADAPTER

Fig. 1 - Oil filter

5.2.9

3/3

PRODUCT INFORMATION INDEX DATE

IO-C-M-25-002e

April 2004

Dep. 2

1. CLEANING OF FILTER

KOHLER 180/240 ENGINES

CENTRIFUGAL OIL FILTER MAINTENANCE INSTRUCTIONS

O&M_2.002262.810_10_2016

After stopping the engine completely or isolating the filter from the lubrication system by means of a valve:

1.1.

Loosen and remove clamp ( 8 ).

1.2.

Remove the cover and check the top bearing for wear or damage. Check the O-ring ( 17 ) and replace it if necessary.

1.3.

Lift the rotor unit and allow oil to flow out through the nozzles before removing the rotor from the filter body. Hold the rotor body securely and back off the rotor nut ( 15 ). Separate the rotor cover from its body and remove the central support tube ( 9-11 ).

1.4.

If there is a sheet of paper at the bottom of the rotor, remove it, since it contains accumulated impurities. If there is no sheet of paper, remove sludge from the rotor inside with a wooden spatula or an adequate wooden object and clean the interior of the rotor with a cloth. Put a new filtering paper ( 14 ).

1.5

Clean the nozzles with a bronze wire to verify that oil can circulate freely. Make sure the inside of the shaft is free from impurities. Check the shaft bearings for damage and excessive wear. Check the O-ring ( 12 ) and replace it if necessary.

1.6.

Clean and wash the central support tube and make sure the filter holes are unobstructed.

1.7.

Re-assemble the whole rotor and torque the nut ( 15 ) to 9.5 to 10.8 Nm (1 to 1.10 kg).

1.8.

Check the bottom bearings housed in the filter body for wear or damage.

1.9.

Remove the cap of the shutoff valve ( 3 ) and take out the whole unit. Verify that the spring and valve are not damaged and move freely. Inspect the seal ( 4 ) for good condition. Replace it if necessary.

1.10.

Re-assemble the shutoff valve.

1.11

. Re-assemble the whole filter, check for free rotation of the rotor unit and then place the filter cover and fix it with the clamp.

Fig. 1 - Centrifugal filter

Fig. 2 - Quartering

5.2.11

1/1

PRODUCT INFORMATION INDEX DATE

IO-C-M-25-011e

May 2006

Dep. 2

MAINTENANCE OF THE CRANKCASE GAS

RECIRCULATION SYSTEM

O&M_2.002262.810_10_2016

1. MAINTENANCE OF THE RECIRCULATION SYSTEM

Maintaining the crankcase gas recirculation system basically consists in changing the filtering cartridge, inspecting the installation and performing the start-up procedure after changing the cartridge.

The filtering cartridges must be changed when the hours of operation specified in the maintenance guidelines have been reached or when the filter is clogged (the red indicator at the top of the filter being completely extended), whichever first occurs.

NOTE

Make sure you use spare filtering cartridges of model reference: .

Check to see that, with the cartridge, you receive one O-ring for the top of the filter cartridge and another for the upper part of the body.

1.1. Changing the filtering cartridge

Release the 4 filtering cartridge locks (1).

Pull the lower body (3) slightly downwards and the upper body (2) upwards to separate them. Take care of possible oil splashing.

Remove the waste filtering cartridge (4) pulling downwards smoothly; again oil splashing may occur.

Remove the O-ring (5) from the top of the external body of the filter and set a new one.

Set another O-ring (5) into the upper body and the new filtering cartridge in the same position as the used one was.

Slightly push the new cartridge upwards for a perfect fit into its housing.

Replace the external body of the filter, taking care that the locks match.

Tighten the locks, fastening all the parts together.

5.2.13

1/3

1.2. Inspecting the installation

PRODUCT INFORMATION INDEX DATE

IO-C-M-25-011e

May 2006

Dep. 2

MAINTENANCE OF THE CRANKCASE GAS

RECIRCULATION SYSTEM

O&M_2.002262.810_10_2016

Detach the hose clamps and wash any oil condensate and water out of the hose.

Clean the pressure control valve.

1.3. Performing the start-up procedure

Carry out the operations of a normal start-up (see IT-C-A-25-024e). If the red indicator is fully extended, push it down with your finger, before starting the engine.

Record the crankcase pressure with the engine on load and the time (number of hours of operation) for the next filter change. Set the control valve at an initial crankcase pressure of minus 4mbar. This valve shall not be readjusted until the filtering cartridge is changed again; therefore, we recommend removing its operating lever.

°C

1 00

°F

1 20 14 0 160

°C

° F

1 20 1 40 160

° C

1 00 11 0

BAR S

ALTRONIC CPU-95

IGNI TI ON SYSTEM

PART NO.

S /N

U.S . PA TENT NO.5.623.209

MUST B E I NSTA LLE D P ER FORM CP U-95 II

INST ALLECONFORMEMA NT CP U-95 II

WAR NIN G:KEEP COVE R TIGHT WH ILE C IRC UITS ARE LI VE.

AVER TISSE ME NT:GAR DER LE COUVE RCLE BIE N FERME

CER TIFIED LORS QU E LES.

CLASS I, GROUP D, DIV .2T4

ALTRON IC,INC YOU NGSTOWN,OHIO

Crankcase

Blow-by gas breather

Pressure control valve

Oil return line

3 Gas recirculation filter 6 Connecting hoses

The graph below shows the crankcase pressure variation in relation to the hours of operation of the filtering cartridge.

+3 mbar

0 mbar

-4 mbar

5.2.14

2/3

PRODUCT INFORMATION INDEX DATE

IO-C-M-25-011e

May 2006

Dep. 2

MAINTENANCE OF THE CRANKCASE GAS

RECIRCULATION SYSTEM

O&M_2.002262.810_10_2016

2. TROUBLESHOOTING

At times, the filter clogging indicator will rise when starting the engine after a certain period shut down. This occurs because the cooling of oil in the outside of the filter leads to an increase in head losses. Once warm, oil drips and the system operates correctly again.

To check that the filter works alright, remove the cap from the indicator and push the indicator downwards with your finger, when the engine has warmed up. If the indicator does not rise again, the filter is in good condition. If after pushing the indicator down, it rises again, change the filtering cartridge even if the specified hours of operation for maintenance have not been reached.

When the engine is fitted with a crankcase gas recirculation system, it is advisable to measure the crankcase pressure periodically (every 200 hours). This pressure, being indicative of the balance between the amount of engine-generated blow-by gas and the exhausted quantity, may denote the occurrence of a failure.

The following table shows the relation between the crankcase pressure and the engine components, suggesting corrective actions.

Crankcase pressure CAUSE ACTIONS from –4 to +3 mbar

System ok. Pressure varies from -4 to +3 mbar in time

None

Greater than +3 mbar

Filter clogged.

Possible high blow-by (rings and liners)

Less than –4 mbar

Pressure control valve wide open.

High exhaust of blow-by gases.

Check clogging indicator. Change filtering cartridge. Check to see if the valve has been closed by mistake.

Inspect the pipeline of the system to detect any plug or undesired throttling of the gas flow.

Measure the crankcase pressure level, after disconnecting the recirculation system, i.e. at atmospheric pressure (by opening the oil filling plug). See IT-C-A-25-016.

Check the valve condition.

Check the air filters for good condition.

Many fluctuations Condensate build-up in the system.

Make sure the entire run of pipes of the system is free from spots where condensates could gather.

Verify if the hoses of the system are subject to excessive ventilation, leading to large amounts of condensate developing in the hoses. If yes, lag the cold spots.

5.2.15

3/3

PRODUCT INFORMATION INDEX DATE

IO-C-M-25-012e A June 2014

Dep. 2

CLEANING THE OIL SEPARATOR FILTER OF THE CRANKCASE

GAS BREATHER

O&M_2.002262.810_10_2016

1. DISASSEMBLY

Follow the instructions referring to Figure 1 that shows the different parts of the crankcase gas breather.

1. Remove the bolts and nuts nº10 & 4, taking care that the O-ring nº8 does not fall out.

2. Separate the hose from the upper body.

3. Undo nut nº6 and remove washer nº7. Next, detach the lower body nº1 from the upper body nº5, taking care that the O-ring nº2 does not fall out.

2. CLEANING AND INSPECTION

1. Remove wire mesh nº3 from its housing and clean it with a solution of water, detergent and rust-preventer, eliminating all accumulated dirt and residues. If the wire mesh is badly damaged, change it.

2. Clean bodies nº 1 & 5 and check to see if the O-rings nº2 & 8 are in perfect condition, flexible and free from cracks. Otherwise, fit new O-rings.

3. ASSEMBLY

1. Set O-ring nº2 in its seat on lower body nº1. Next, set wire mesh nº3 surrounding the stud that lies inside the lower body nº1.

2. Fit the upper body nº5 onto the lower body nº1, fixing them with washer nº7 and nut nº6. Take care that the

O-ring does not come off its seat.

3. Connect the outlet of upper body nº5 to discharge pipe nº9, fitting O-ring nº8 in-between and fastening them with bolts nº4 and nuts nº 10.

4. CHECK FOR LEAKS

1. After starting the system, check there are no leaks; if there are, repair them.

7 8

1 3

4 10

Fig. 1 – Crankcase Gas Breather

5.2.17

1/2

PRODUCT INFORMATION INDEX DATE

IO-C-M-25-012e A June 2014

Dep. 2

CLEANING THE OIL SEPARATOR FILTER OF THE CRANKCASE

GAS BREATHER

5. ALTERNATIVE FOR FV GAS ENGINES

O&M_2.002262.810_10_2016

In cases where the upper body nº5 cannot be removed, due to interference with the air filter bracket (gas FV engines), remove the full gas vent and follow the instructions in point 1 to open it and then clean the metal mesh following the instructions in point 2.

Loosen the nuts on the cap and remove the complete assembly to open it

Photo. 1 – Crankcase Gas Breather

Once the outside of the engine has been cleaned, mount the gas breather assembly as per instructions in point 3 before mounting the entire assembly on the engine.

5.2.18

2/2

PRODUCT INFORMATION INDEX DATE

Dep.2

KOHLER ENGINE

CYLINDER COMPRESSION TEST

O&M_2.002262.810_10_2016

1. AIM

For a correct measurement, you will need both the special tool that fits into the injector or spark plug hole and a pressure gauge, which is a commercial product (Moto Meter, Facom, etc.), adapting to the said tool.

Whenever you measure the compression pressure of one cylinder, always check all the remaining cylinders as well. If the fault diagnostic indicates that only one cylinder should be compression-tested, then you can perform the test, by removing the spark plug from the cylinder and operating the starter motor without turning on ignition.

Compression pressure gauge

2. TEST PROCEDURE

Compression pressure recording card

Before starting the test, make sure the engine is warm and

Diesel and Dual Fuel Engines: all the injection pipes are loose and all the rocker covers removed, thus preventing the engine from starting while measuring the pressure. Moreover, cut off the fuel supply.

Gas and Ethanol Engines: disconnect all of spark plug wires, so that the engine will not start while checking the compression pressure. For safety’s sake, close the gas supply valve and disable the ignition system. Also, remove all the spark plugs, so the engine can rotate easily.

Next, do the following:

Diesel and Dual Fuel Engines: Insert the tool ( Kohler ref.: 19.75.065) with a copper washer in the place of the jet, to ensure adequate cylinder sealing.

Special tool - Kohler

Ref.: 16.75.065

5.2.19

1/3

PRODUCT INFORMATION INDEX DATE

Dep.2

KOHLER ENGINE

CYLINDER COMPRESSION TEST

O&M_2.002262.810_10_2016

Gas and Ethanol Engines: Insert the tool ( Kohler ref.: 19.75.014) with a copper washer in the place of the spark plug, to ensure adequate cylinder sealing (Fig. 1).

RG ¼” – 19 threads

Fig.1 - Special tool - Kohler Ref.: 19.75.014

Mount the compression pressure gauge on the tool in the cylinder.

Rotate the engine with the starter, until the line marking on the pressure-recording card stops (normally this takes 4 to 6 seconds). If unsure, repeat this step. We recommend writing down the number of the cylinder tested.

Press the discharge valve of the pressure gauge until the pointer indicates zero.

Test the remaining cylinders similarly, in correlative order.

ATTENTION

The table below shows compression test values for Kohler engines: These values are for guidance only, since compression checks differ if performed on a hot or cold engine; therefore what really matters is the reading variation among all the cylinders. So, if the compression pressure difference of one cylinder is 2-3 kg/cm

lower than for the rest of cylinders, then this cylinder needs servicing.

GAS ENGINES

FGLD

SFGLD

SFGM

HGM

ETHANOL SFE

DIESEL

DUALFUEL ENGINES

TA Y TAB

F180

14-18 kg/cm

21-24 kg/cm

2 kg/cm

14-18

19-23 kg/cm

5.2.20

2/3

PRODUCT INFORMATION INDEX DATE

Dep.2

KOHLER ENGINE

CYLINDER COMPRESSION TEST

O&M_2.002262.810_10_2016

Pay special attention to the starter motor, to prevent overheating after a number of operations. Also, ensure that the rotational speed is similar, during the test.

3. CONDITIONS CAUSING LOW ENGINE COMPRESSION

The following conditions principally can cause low engine compression:

Scratched liner; which also implies high oil consumption

Damaged

Insufficient valve-to-seat sealing due to:

dirt between valve head and seat;

abnormal wear of the seat caused by worn / stuck valve guide / rod;

deposits resulting from combustion problems.

5.2.21

3/3

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-001e C

June 2013

Dep.2

CONVENTIONAL SPARK PLUG CHANGING AND

MAINTENANCE INSTRUCTIONS

O&M_2.002262.810_10_2016

1. INTRODUCTION

Changing spark plugs correctly is extremely important, because otherwise ignition failure would take place, affecting the performance of the engine or influencing the engine overhaul routine.

This document thus describes the basic procedure for changing spark plugs in conformity with

Kohler recommendations.

2. PRELIMINARY CHECKS

Before installing a new set of spark plugs in an engine, check the following points:

The spark plugs you are going to install are those specified by Kohler for the application concerned.

You have the appropriate tools, i.e. socket wrench, torque wrench.

Handling of the parts was correct, no hitting or fall having occurred, which would have damaged the new elements.

Each plug has been visually checked and found free from imperfections and mill defects which could impair its proper operation. You can measure and adjust only some of the Kohler

-referenced spark plugs. In particular, the spark gap will be measured against the values tabulated below, using thickness gauges (in the event of one-electrode spark plugs) and a special gap setting tool ref. 19.75.016 (in the event of four-electrode spark plugs).

ATTENTION

It may happen that the actual spark gap differs from the specified value even on new spark plugs. In this event, adjust the gap with the special tool by separating or approaching the electrodes. Refer to

Kohler for spark gap for each spark plug.

3. CHANGING THE SPARK PLUGS

Having completed the above preliminary checks, change the spark plugs of the engine according to the following steps:

1. Stop the engine, then disconnect all the wires of the secondary, taking care to soil the Teflon section of the same as little as possible and clean this section with an absorbent degreasing paper if stained with oil or any other substance. Check for electric continuity of any wire suspected of being damaged. If any of the wires is so damaged or soiled that it would not operate correctly, change it for a new one.

5.2.23

1/3

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-001e C

June 2013

Dep.2

CONVENTIONAL SPARK PLUG CHANGING AND

MAINTENANCE INSTRUCTIONS

O&M_2.002262.810_10_2016

WARNING

Under certain circumstances, the failure of a spark plug to operate properly may be due to problems with the wire: either dirt on the wire deviates the spark to earth or the wire contacts are cracked or sulphated, impeding the electric potential to reach the spark plug.

2. Remove the used spark plugs from the engine with a socket wrench.

3. Insert the new spark plugs (dry, without MOLIKOTE) into their housings in the engine, avoiding as far as possible to touch the ceramic portion of the same and remove any residual dirt from the surface of this portion, using an absorbent paper. You can start screwing on the spark plugs manually, making sure the washer is correctly placed in its seat. Finally, use the torque wrench to fasten the spark plug to the appropriate nominal tightening torque, i.e. 4.8kgm.

4. Reconnect the wires of the secondary to the spark plugs, using light pressure to click them in place. Now, you can restart the engine.

5. To prevent the formation of corrosion or sulphation, apply silicone grease onto the connectors and terminals, which prevents moisture from getting in. Such types of grease include: Dow Corning

DC-4, G.E. G-623 or GC Electronics Z5. Also apply a small amount of grease onto the wire connector and coil.

0.3 mm.

Fig.1 - Disposición de Bujía de un electrodo.

Fig.2 - Disposición de Bujía de 4 electrodos.

5.2.24

2/3

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-001e C

June 2013

Dep.2

CONVENTIONAL SPARK PLUG CHANGING AND

MAINTENANCE INSTRUCTIONS

O&M_2.002262.810_10_2016

5. VISUAL INSPECTION OF THE SPARK PLUG CONDITION

ID CONDITION POSSIBLE CAUSE

1 Small deposits of white ashes on the electrodes NORMAL

2 Electrodes or casing fused

PREMATURE DETONATION OR IGNITION

(Possible faulty carburetion, ignition timing or poor quality of the gas used)

3 Orange-colour residues on spark plug end

ANTIFREEZE RESIDUES

(Possible entry of cooling water into the chamber)

Granular red deposits on insulator or spark plug end

White-yellowish deposits on the electrodes

IRON OXIDE DEPOSITS

SILICON DIOXIDE DEPOSITS

(Possible content of silicon in the fuel gas or intake air)

6 Rough white deposits on spark plug end

DEPOSITS OF CALCIUM OR BARIUM

(These elements normally proceed from oil, but calcium also exists in water)

7 Hard whitish deposits on the spark plug

DEPOSITS OF BURNT OIL

(Possible wear or scratching of cyl. liner and/or piston rings.

Generally associated with high blow-by)

8 Black specks on the spark plug end

CINDER DEPOSITS

(Probably due to incomplete combustion or problems with oil in the chamber)

In many occasions, the forming of those deposits on the spark plugs is associated with the contamination of a given motor oil component. It is therefore recommended that oil analysis should be made in order to determine the oil components out of tolerance.

ID Representative oil component ID Representative oil component

1 Normal 5 Silicon

2 Aluminium

3 Water,

6 Water

7 Total solids, iron

4 Iron 8 Total solids, iron

When detecting any of the above mentioned conditions, eliminate the root cause before installing a new spark plug.

5.2.25

3/3

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-002e F May 2016

Dep. 2

CONVENTIONAL SPARK PLUG REPLACEMENT CRITERIA IN

GAS ENGINES

O&M_2.002262.810_10_2016

1. INTRODUCTION

This document describes the various methods for detecting spark plug failure to set usable criteria for determining when the spark plugs in the engine should be replaced.

2. SCOPE OF APPLICATION

Fuel: Gas

Spark plugs: Spark plugs without prechamber (4 electrodes, J-type, circular electrode, etc).

See IO-G-M-33-007e: Spark plug maintenance. Overview.

Coils:

High voltage ignition leads:

Extenders:

Any change to the spark plug, wire or coil may involve a change to the values used in this document.

Either criterion can be used depending on the engine’s ignition system.

3. USE OF THE CPU 95 IGNITION UNIT DIAGNOSIS CAPABILITY

There are values in the CPU 95 for the voltage needed to produce a spark in each of the engine’s spark plugs with a dimensionless number called the “spark plug reference voltage.” Its usefulness lies in how it changes according to spark plug wear.

The reference values in the CPU95 increase as the electrodes wear. High values mean greater electrode wear.

These values can be used as a reference to determine when the spark plugs fail.

The "spark plug reference voltage" value has an initial value which basically depends on the coil used, but may also vary according to the types of wires and spark plugs.

This value is typically about 100 when the spark plug is new and increases as the spark plug wears (its gap growing wider). This “spark plug reference voltage” increases slowly to values of nearly 130 – 135, above which the spark loses consistency, causing misfiring in the engine.

There is a maximum CAVG (average cylinder value) value above which the CPU 95 issues a HI SPARK VOLT warning to replace the spark plugs.

There are other limits in the CPU-95 for detecting problems in a specific cylinder:

Minimum CAVG (average cylinder value) limit: most probably due to a short circuit in the spark plug

(centre electrode and ground joined). In this case, readjust the gap.

Difference between the EAVG (average engine value) and CAVG (average cylinder value) readings. If the difference is much less than the EAVG value, this may be due to a short circuit in the spark plug in that cylinder. If the difference is greater, this may be the result of too large a gap or a fault in the spark plug lead. In the event of a fault in the spark plug, readjust the gap or change the spark plug. If the fault is in the spark plug lead, replace the lead.

5.2.27

1/3

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-002e F May 2016

Dep. 2

CONVENTIONAL SPARK PLUG REPLACEMENT CRITERIA IN

GAS ENGINES

O&M_2.002262.810_10_2016

The values set in the CPU-95 unit program for the engines to which this document applies are:

Energy level: E3

Minimum CAVG value: 90

Maximum CAVG value of the high voltage level in the secondary circuit: 130 (alarm on display: HI SPARK

VOLT).

Limit CAVG value setting for detecting an ignition failure in the secondary circuit: 135 (alarm on display: NO

SEC. SPARK).

Maximum CAVG-EAVG difference: 15

Maximum EAVG-CAVG difference: 15

The remaining values that refer to changes in energy levels are not necessary, since the system does not use them.

4. USE OF THE GIS IGNITION UNIT DIAGNOSIS CAPABILITY

The GIS ignition unit has secondary voltage values (kV) which are used to determine if the spark plugs are reaching the end of their service life. The secondary voltage value increases as the spark plug gap increases and greater electric arc to generate the ignition spark is required.

The limit values may vary in different engines.

Fig. 1 - Secondary voltage values on the GIS ignition unit screen

5.2.28

2/3

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-002e F May 2016

Dep. 2

CONVENTIONAL SPARK PLUG REPLACEMENT CRITERIA IN

GAS ENGINES

O&M_2.002262.810_10_2016

5. USE OF THE GCS UNIT DIAGNOSIS CAPABILITY

The GCS unit displays estimated secondary voltage values (kV) for determining if the spark plugs are reaching the end of their service life. The secondary voltage value increases as the spark plug gap increases and a greater electrical arc is needed to generate the ignition spark.

The limit values may vary in different engines. If the values are near to 30 – 35 kV, this means that the spark plugs must soon be changed.

If the engine is misfiring and the estimated secondary voltage value in a cylinder is very high or very low, this may mean an ignition failure (in some cases a spark plug failure).

Fig. 2 - Secondary voltage values on the GCS unit screen.

6. USE OF EXHAUST TEMPERATURES PER CYLINDER

After a stoppage due to engine misfire, measuring the exhaust temperature of each cylinder can reveal which one is failing. A much lower temperature than the rest of the cylinders and a much lower temperature for the cylinder than when in normal operation means a combustion failure.

In some cases the failure is due to an ignition failure and, more specifically, to the spark plug.

This method is recommended for engines with exhaust thermocouples on each cylinder. On engines without these, the exhaust temperature for each cylinder can be measured with a potable laser thermometer.

5.2.29

3/3

PRODUCT INFORMATION INDEX DATE

IM-G-C-33-001e D

June 2013

Dep.2

CONVENTIONAL SPARK PLUG INSTALLATION INSTRUCTIONS

O&M_2.002262.810_10_2016

1. FITTING THE SPARK PLUGS

This document describes the basic procedure for fitting spark plugs and connectors in conformity with the criteria established by Kohler.

To prevent the formation of corrosion or sulphation, apply silicone grease onto the connectors and terminals, which prevents moisture from getting in. Such types of grease include: Dow Corning DC-4, G.E. G-623 or GC

Electronics Z5. Also apply a small amount of grease onto the wire connector and coil.

2. You can measure and adjust the spark plug gap of some of the Kohler - referenced spark plugs. Check the spark gap for each spark plug reference.

Measure the spark plug gap using thickness gauges.

0,3 mm.

Fig.1: Example: 0.3mm gap 1-electrode spark plug Fig.2: Example: 4-electrode spark plug.

In the case of four-electrode spark plugs, a special spark gap setting tool as shown in figure 3 ref. 19.75.016 is used.

3. The tightening torque should be 4.8 Kgm.

Fig. 3

5.2.31

1/1

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-003e B May 2016

Dep. 2

CHECK OF IGNITION COILS AND SPARK PLUG WIRES

O&M_2.002262.810_10_2016

1. INTRODUCTION

This Product Information Sheet aims to establish a procedure for checking Kohler gas engine ignition components, namely the ignition coils and spark plug wires.

The coils and spark plug wires are the following::

Coils:

Spark plug wires:

A quick coupling system is very easy to fit, but is subject to oxidation/sulfation in the contact area between coil and high-voltage wire.

A screwed coupling system is not so easy to fit as a quick coupling, but it ensures improved ignition due to a stronger electrical connection.

2. COILS

The ignition coil is an electric transformer that transforms a low voltage into a high voltage impulse. The coil is a component of the engine that barely needs any maintenance. In case of failure, it is necessary to change the coil for a new one, since it is beyond repair.

Checking consists in measuring the resistance of the primary and secondary windings with a multitester before fitting the coils into the engine. For references and , resistance must be in the range of

0.3 to 0.9  for the primary and between 4 and 8 k  for the secondary winding.

With reference , the value of the primary winding must be in the range of 0.45-0.65

 and the secondary winding must lie between 9 and 11 k  The photos show how to measure resistance properly, indicating its value as an example.

We do not recommend making this test on coils already fitted in the engine.

When checking the coils, sulphated compounds may develop and must be removed.

Fig. 1 - Measuring the resistance of the primary winding of an ignition coil ref. 76.64.302

5.2.33

1/2

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-003e B May 2016

Dep. 2

CHECK OF IGNITION COILS AND SPARK PLUG WIRES

O&M_2.002262.810_10_2016

Fig. 2 - Measuring the resistance of the secondary winding of an ignition coil ref. 76.64.302

3. SPARK PLUG WIRES

The high voltage or spark plug wire conveys the high-voltage impulse produced by the coil to the spark plug.

The spark plug generates the spark between its electrodes. For proper operation, the contacts between the high-voltage wire from the coil and the high-voltage wire to the spark plug must be perfect.

During the inspection according to the maintenance guidelines, check the following before fitting new wires into the engine:

The condition of the connection between the high voltage wire and the coil, removing sulphated compounds if any.

The tightening torque of the coil fixing screws in the event of a screwed coupling.

The resistance of the high voltage wire is 5k  ; therefore, it must be in the range of 4 to 6k  .

Otherwise, change the wire for a new one.

Fig. 3 - Measuring the resistance of a spark plug wire ref. 76.64.303

5.2.34

2/2

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-007e L

Dep. 2

MAINTENANCE OF SPARK PLUGS. OVERVIEW

O&M_2.002262.810_10_2016

1. INTRODUCTION

This document establishes the maintenance intervals for the spark plugs fitted into the different KOHLER engines.

It is worth reminding that spark plug performance, like the behaviour of other components, depends on a number of factors, including without limitation:

Engine

Full load running time

Full rate running time

Fuel

Accordingly, it is hard to specify a rigorous number of hours a spark plug can be in service before needing replacement.

Average intervals stated below shall by no means commit Kohler to any liability. They are provided only as a guide to the servicing needs. According to the operating conditions, requirements, and fuel properties, user has to define whether replacing the spark plugs is necessary before or after the working times suggested in this document.

2. OPERATIONS SIMULTANEOUS WITH SPARK PLUG REPLACEMENT

Changing spark plugs will take place at the same time as other operations, namely:

Boroscoping of cylinders to check for absence of polish, scratch, unusual coloration or deposits on the components of the combustion chamber (liner, cylinder head, valves, pistons and piston rings).

Check of cylinder compression.

Inspection of high voltage wires of the ignition system and replacement if necessary. See IO-G-M-33-003.

Verification and cleaning of the spark plug extender (for engines with the coil on the rocker arm cover - ignition system defined for explosive environments).

5.2.35

1/2

PRODUCT INFORMATION INDEX DATE

IO-G-M-33-007e L

Dep. 2

MAINTENANCE OF SPARK PLUGS. OVERVIEW

O&M_2.002262.810_10_2016

3. GUIDELINES ON SPARK PLUG REPLACEMENT

1200rpm 1500rpm 1800rpm

FG/ FGLD natural gas

FG/ FGLD biogas (*)

REF HOURS

REFERENCE

DOCUMENT

HOURS

1250

5000

1250

5000

REFERENCE

DOCUMENT

IO-G-M-00-073

HOURS

1000

4000

1000

4000

REFERENCE

DOCUMENT

IO-G-M-00-074

IO-G-M-00-074 natural 4500 IO-G-M-00-067 3750 IO-G-M-00-065 3000 IO-G-M-00-066

SFGLD natural gas ISLAND

SFGLD natural gas PRIME

7500 IO-G-M-00-057 6000 IO-G-M-00-038 4500 IO-G-M-00-058

1000 IO-G-M-00-061

SFGLD natural gas STAND-BY

SFGLD biogas (*)

1000 IO-G-M-00-019

1250

IO-G-M-00-067

1000 1000

IO-G-M-00-065 IO-G-M-00-066

4500 3750 3000

SFGLD natural gas LCR 9,3:1

SFGLD natural gas LCR 9,3:1 ISLAND

SFGLD natural gas LCR 8:1

2500

IO-G-M-00-034

2000 1600

IO-G-M-00-024 IO-G-M-00-035

5000 4000 3200

2500 2000

IO-G-M-00-079 IO-G-M-00-078

7500 6000

2000 IO-G-M-00-024 1600 IO-G-M-00-035

SFGLD natural gas LCR 8:1 ISLAND

SFGLD syngas (**)

2500 IO-G-M-00-079 2000 IO-G-M-00-078

800

IO-G-M-00-042

700 600

IO-G-M-00-003 IO-G-M-00-043

4000 3500 3000

SFGRD natural gas

SFGRD natural gas PRIME

1000 IO-G-M-00-062

1200 IO-G-M-00-063

SFGRD natural gas STAND-BY

HGM natural gas 3500 IO-G-M-00-072 3500 IO-G-M-00-070

1000 IO-G-M-00-064

3500 IO-G-M-00-071

HGM 3500 IO-G-M-00-072 3500 IO-G-M-00-070 3500 IO-G-M-00-071

SFGM natural gas

SFGM natural gas ISLAND

SFGM biogas

3000

IO-G-M-00-068

4800 IO-G-M-00-051 4800 IO-G-M-00-059

IO-G-M-00-068

3000 IO-G-M-00-069

SFGM propane 3000 IO-G-M-00-040 3000 IO-G-M-00-041

SFE ethanol 4800 IO-L-M-00-001

NOTE: In most cases, the times specified in this document have been defined to coincide with maintenance activities E.

In the cases of engines operating at variable speed, it must be apply the value of the highest speed.

(*) If the variation of biogas (LHV) is higher than 10%, it is recommended use the spark plug reference

(**) If the gas is very dirty, it is recommended use the spark plug reference

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PRODUCT INFORMATION INDEX DATE

IO-G-M-33-009e A

April 2013

Dep. 2

CHECKING THE IGNITION TIMING

O&M_2.002262.810_10_2016

1. DESCRIPTION

This document describes how to check the engine ignition timing.

The timing gun can be connected with the engine running or stopped.

2. CHECKING THE IGNITION TIMING

The cylinders of Line engines and those from 1 to 8 for 16V (or 1 to 6 for 12V) are on the opposite side of the engine to the timing measurement port. In such cases, the strobe timing gun cables are laid over the engine. In order to avoid any risk due to moving parts, the strobe gun cables should not be passed from one side to the other with the engine running.

The following explains how to connect the strobe gun with the engine stopped or running.

2.1. Engine stopped

For Line and V-Engines

1. Connect the gun earth to the ignition rail, engine block or coil earth.

2. Connect the clamp to the secondary of the cylinder where the timing is to be measured. The clamp must be connected in the right way (See photo)

Image 1 – Strobe gun earth and measurement clamps.

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IO-G-M-33-009e A

April 2013

Dep. 2

CHECKING THE IGNITION TIMING

O&M_2.002262.810_10_2016

3. Connect earth to the negative terminal of the battery

Image 2 – Earth clamp on battery negative terminal

4. Start engine and go to the operating point chosen to measure the ignition timing.

5. Connect to the + terminal of the battery to make the strobe gun work.

Image 3 – Red clamp on positive terminal of the battery

6. It is normal to connect and disconnect so as not to drain the batteries.

7. Check with the timing gun in the flywheel window.

Image 4 – Measuring the timing

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Dep. 2

CHECKING THE IGNITION TIMING

O&M_2.002262.810_10_2016

8. Disconnect everything when the engine has stopped. Once the engine has stopped the coils are not active. In addition, the coils discharge very quickly so there is no risk of them being live as long as they are well earthed.

2.2. Engine running

1. Only for measuring the timing with V-Engines in cylinders 9 to 16 (16V) or 7 to 12 (12V). These cylinders are on the same side as the measurement port. This means that you do not have to pass the strobe gun cables from one side to another. Connect the gun earth to the ignition rail, engine block or coil earth.

2. Stand on an insulated stool, wearing a high voltage glove and helmet with electrical protection screen, connect the clamp to the secondary of the cylinder where the timing is to be measured.

Image 5 – Connecting the clamp wearing high voltage gloves

3. Connect the earth to the battery

4. Connect to the + terminal of the battery. It is normal to connect and disconnect so as not to drain the batteries.

To disconnect everything:

1. Disconnect from the + terminal of the battery.

2. Using the insulated stool , wearing a high voltage glove and helmet with electrical protection, disconnect the clamp from the secondary of the cylinder.

3. Disconnect the timing gun earth.

4. Disconnect the battery earth.

5.2.39

3/3

PRODUCT INFORMATION INDEX DATE

IT-G-E-10-001e G

Dep. 2

ADJUSTMENT OF GAS AND ETHANOL ENGINE VALVES.

VALVE CLEARANCE

O&M_2.002262.810_10_2016

1. ADJUSTING THE VALVES

This operation aims to set the clearance between the valve lifter and the overhead-valve rocker.

With the engine cold and the cylinder being adjusted at TDC (Top Dead Center) in the compression stroke, the clearance between the rocker arms and the valve lifters must be:

ENGINE

180/240/360/480 - HGM 240

SFGLD/SFGM/SFGRD 560

HGM420 / HGM 560

Intake 0.3 mm / 0.012 in. 0.3 mm / 0.012 in.

Exhaust 0.8 mm / 0.031 in. 0.5 mm / 0.02 in.

Adjustment procedure sequence:

1. Use the barring device to rotate the engine until cylinder #1 in the firing order is at Top Dead Center

(TDC) of the compression stroke. Watch the flywheel marks through the hole in the flywheel housing (see page 3 for location marks on the flywheel).

NOTE: Rotate until cylinder #1 is in the position corresponding to maximum compression, provided that the rocker arms do NOT act on the lifters (cylinder is not in valve crossover position). Otherwise, rotate the crankshaft one complete revolution and set the cylinder in the compression stroke.

2. At the cylinder #1 rocker arm, loosen the ball joint nut (2) and the rocker arm ball joint (3) until the rocker arm (1) moves freely (see figure 1 on page 2).

3. Loosen the valve lifter lock nut (6) and adjusting screw on the valve lifter (7) (see figure 1 on page 2).

4. Check for proper contact between the valve lifter and the valve stems. The valve lifter should contact both valves at the same time.

5. While applying pressure on the fixed side of the lifter, carefully rotate the adjusting screw clockwise until it contacts the valve stem. Tighten the valve lifter lock nut (6) while keeping the adjusting screw from turning. Be sure the valve lifter is contacting both valves evenly.

6. Inset the proper size feeler gauge between the valve lifter (5) and the rocker arm (1) (see table above).

The valve lifter should contact both valves at the same time.

7. Tighten the ball joint (3) of rocker arm (1) until it contacts the push rod socket (4) and produces a slight drag on the feeler gauge when it is slid back and forth between the valve lifter and rocker arm.

8. Hold the push rod socket (4) with a screwdriver and tighten the ball joint nut (2).

9. Repeat the same procedure for the other set of valves.

10. Repeat the same procedure for all other cylinders by rotating the engine to bring the next cylinder to the

TDC, in the compression stroke.

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PRODUCT INFORMATION INDEX DATE

IT-G-E-10-001e G

Dep. 2

ADJUSTMENT OF GAS AND ETHANOL ENGINE VALVES.

VALVE CLEARANCE

O&M_2.002262.810_10_2016

5 1 3 2

Fig. 1 - Valve Adjustment

1 Rocker arm

2 Ball joint nut

3 Rocker arm ball joint

4 Rocker arm pushrod

5 Valve lifter

6 Valve lifter lock nut

7 Adjusting screw

8 Valves

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3-4

PRODUCT INFORMATION INDEX DATE

IT-G-E-10-001e G

Dep. 2

IGN

ADJUSTMENT OF GAS AND ETHANOL ENGINE VALVES.

VALVE CLEARANCE

PMS

1-6

FLYWHEEL ROTATION

IGN

O&M_2.002262.810_10_2016

PMS

1-8

FLYWHEEL ROTATION

0°

6-3

90°

4-5

120°

90°

5-2

Marks on flywheel

180

2-7

Marks on flywheel

240

180

240

360

7-12

(PMS)

480/560

3-4

IGN

60°

PMS

1-6

FLYWHEEL ROTATION

60°

8-11

60°

5-2

16-9

(PMS)

6-3

IGN

60°

PMS

1-8

12-13

FLYWHEEL ROTATION

30°

60°

30°

4-5

30°

60°

30° 60°

10-15

14-11

2-7

Marks on flywheel

480/560

10-9

Marks on flywheel

360/420

Pairing of Cylinders at Top Dead Center

1 5 3 6 2 4 - - - - - - - - - -

6 2 4 1 5 3 - - - - - - - - - -

1 4 2 6 8 5 7 3 - - - - - - - -

8 5 7 3 1 4 2 6 - - - - - - - -

1 8 5 10 3 7 6 11 2 9 4 12 - - - -

6 11 2 9 4 12 1 8 5 10 3 7 - - - -

1 12 4 10 2 14 6 16 8 13 5 15 7 11 3 9

8 13 5 15 7 11 3 9 1 12 4 10 2 14 6 16

In all cases, when both valves of one cylinder are depressed (open, crossing stroke), the valves of the paired cylinder are released (closed, on compression stroke) and can be adjusted.

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Dep. 2

ADJUSTMENT OF GAS AND ETHANOL ENGINE VALVES.

VALVE CLEARANCE

O&M_2.002262.810_10_2016

2. VALVE CLEARANCE

The valve clearance control allows assessment of wear on the contact points between valve and seat.

The operation is explained below.

Valve clearance: use the caliper to measure the distance between the upper disk face and the mechanized upper face of the cylinder head.

Evaluation: the reference value is the initial measurement after 100 hours of operation of the cylinder head. If this value increases over time by more than 1 mm, the wear should be carefully monitored. If this value increases by more than 1.5 mm, it indicates excessive wear and the valve and seat should be replaced.

Valve clearance

Maximum: Initial value + 1.5 mm

Measurement of valve clearance

The guiding reference values of initial valve clearance are:

Engine / cylinder head type

Initial reference valve clearance

(+0.3/-0.2) (mm)

Diesel F/SF

Gas FG/SFG/HGM240

Gas HGM420/HGM560

Intake Exhaust

52.90 51.90

52.1

43.6

5.2.44

4/4

PRODUCT INFORMATION INDEX DATE

IO-C-M-35-001e E

Dep. 2

AIR FILTERS. MAINTENANCE

O&M_2.002262.810_10_2016

1. MAINTENANCE OF AIR FILTERS

For higher efficiency, it is essential that air filters be always in perfect conditions. Therefore, it is necessary to clean or change the filtering cartridges when the appropriate maintenance schedule so specifies or when static pressure loss at filter outlet exceeds 38mbar.

2. DOUBLE-STAGE AIR FILTER MAINTENANCE OPERATIONS

Servicing double-stage air filters imply the following commonest operations.

Inspection, cleaning and (where appropriate) substitution of the core components of the air filters.

Generally, the main filter cartridge can be cleaned three times before its replacement. By contrast,

NEVER clean the safety component, but replace it, as a rule, at the same time as the main cartridge.

Replacement of the core components of air filters. This operation shall be performed in accordance with the specified maintenance programme or if found damaged or when cartridge cleaning has reached the a.m. limit.

Substitution of safety components of air filters. This operation shall be performed according to the specified maintenance programme or in case of cartridge damage or fouling. NEVER clean the safety cartridge, always change it when fouled or specified in the maintenance schedule.

2.1. INSPECTION OF THE MAIN FILTER CARTRIDGE

The parameter that determines the fouling level of an air filter is the airflow restriction at the air filter outlet. On

Kohler engines, the maximum permissible air flow restriction or pressure loss is 38 mbar and it is measured with the engine running at rated power and load.

For monitoring their fouling level, the Kohler engines' double-stage filters include either a mechanical air flow restriction detector or an electric detector. The mechanical detector has a red-coloured indicator showing up completely when the maximum permissible pressure drop has been reached. The electric detector consists of a normally open contact that closes when the airflow restriction reaches the a.m. specification and indicates the fouling condition of the filters by means of a light signal or by transmitting an electric signal to the PLC. The system shall be serviced, when the membrane indicator is completely red or the fouling alarm is given. After servicing a filter with a mechanical fouling indicator, it is necessary to push the "Reset" button on the indicator to relocate the membrane at its initial position.

Other signs can help detect the plugging of the air filters. A gas engine may be unable to reach its rated power, or will see its efficiency decrease or even can present carburetion problems (fuel-air mixture becoming richer), if the air filter does not work properly. A diesel engine with failing air filters will have greater specific fuel consumption and darker exhaust gases.

Always perform filter maintenance with the engine at rest.

For tangentially sealed filters , inspecting the main filtering cartridge will imply the following sequence of operations:

1. Back off the air filter locknut and remove the front sealing ring. Also, remove the washer from the main cartridge.

2. Extract the main filter cartridge from engine's filter, avoiding impacts of the cartridge against the casing.

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Dep. 2

AIR FILTERS. MAINTENANCE

O&M_2.002262.810_10_2016

3. Inspect the inside of the filter casing and clean it with a moistened rag. Also check the exhaust valve at the bottom of the filter and eliminate possible dirt build-ups or condensates

4. Verify the condition and appearance of the main filter cartridge: the filtering paper should be free from excessive dirt or breakage. Check the paper folds for homogeneous distribution and absence of deformation.

Clean the filter cartridge in case of high dust concentration or if specified by the maintenance programme

(see point 2.2).

Intake cap

Fouling detector

Clamp

Safety cartridge

Front sealing ring

Main cartridge

S.C. washer

Filter casing

Integrated axial sealing gaskets

Locknut

M.C. washer

Fig. 1 - Exploded view of a tangentially sealed air filter

For radially sealed filters , inspecting the main filtering cartridge will imply the following sequence of operations:

1. Release the metal latches and remove the cover.

2. Extract the main filter cartridge from the filter, avoiding impacts of the cartridge against the casing.

3. Inspect the inside of the filter casing and clean it with a moistened rag. Also check the exhaust valve at the bottom of the filter and eliminate possible dirt build-ups or condensates.

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PRODUCT INFORMATION INDEX DATE

IO-C-M-35-001e E

Dep. 2

AIR FILTERS. MAINTENANCE

O&M_2.002262.810_10_2016

Clean the filter cartridge in case of high dust concentration or if specified by the maintenance programme

(see point 2.2).

Main filtering element

Air filter casing

Safety filtering element

Fouling detector

Fig. 2 - Exploded view of a radially sealed air filter

Both tangentially and radially sealed filters shall undergo other checks of their main cartridge, as follows:

1. Check the elasticity of the sealing gaskets, mounted on the cartridge, by pressing with your finger and watching the gaskets recover their original form. Wipe the gaskets clean with a moistened cloth.

2. After checking the condition of the cartridge and cleaning or changing the filter if necessary or specified by the maintenance programme, reassemble the filter, proceeding in reverse order of its disassembly.

3. Reset the mechanical fouling detector and check the general performance of the engine when restarted. For gas engines, also check for correct carburetion, since the mixture could be leaner.

2.2. CLEANING THE MAIN FILTER CARTRIDGE

Before cleaning the main cartridge of air filters, the inspection process described in the previous section should have been carried out.

Only the main cartridge may be cleaned (up to three times according to the maintenance schedule). The safety cartridge has to be changed as and when specified in the maintenance programme; it may not be cleaned using the procedures described below because they would damage the safety cartridge.

There are two methods for cleaning the main filter cartridge: Blow-through and Washing.

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IO-C-M-35-001e E

Dep. 2

AIR FILTERS. MAINTENANCE

O&M_2.002262.810_10_2016

2.2.1. BLOW-THROUGH

NEVER clean the filter cartridge mounted in the filter or on the engine or in the engine room. Moreover, it is advisable to carry out this operation at a safe distance from any object susceptible to be damaged by blown out dust. Wear respiratory mask, eye and hand protection.

Maximum recommended compressed air pressure to avoid damage to the cartridge: 6 kg/cm 2

Blow through in the direction opposite the cartridge's use, from inside out and from top to bottom, turning the cartridge. Keep the gun nozzle at least 5cm away from the internal perforated plate.

2.2.2. WASHING

Washing is recommendable only if the filter cartridge has been fouled by contaminants mixing with dust to form dirt that compressed air will be unable to remove.

This method should not be used more than twice before replacing the cartridge.

1. Detach the major portion of dirt with compressed air or a water jet.

2. Soak the cartridge in water with a solvent for not less than 15 minutes.

3. Rinse with a water jet until clear water comes out. Maximum recommended pressure: 2.5 kg/cm

4. Let the cartridge dry

Do not use compressed air for drying.

Do not re-assemble the filter until the cartridge is completely dry and has been checked again.

2.3 SUBSTITUTION OF FILTER CARTRIDGES

Changing the cartridges of air filters must take place, with the engine at rest, in a ventilated room, following these instructions:

1. For tangentially sealed filters, back off the air filter locknut and remove the front sealing ring. Also, remove the washer from the main cartridge. For radially sealed filters, release the metal latches and remove the cover.

2. Extract the main filter cartridge from the engine's filter, avoiding impacts of the cartridge against the casing.

3. For tangentially sealed filters, remove the washer from the safety cartridge, if this has to be changed, and take out the safety cartridge.

4. Inspect the inside of the filter casing and clean it with a moistened rag. Also, check the exhaust valve at the bottom of the filter and eliminate possible dirt build-ups or condensates.

5. Check the elasticity of the sealing gaskets, mounted on the cartridges, by pressing with your finger and watching the gaskets recover their original form. Wipe the gaskets clean with a moistened cloth

6. Change old cartridges by new ones, making sure their references coincide.

7. Reassemble the filter, proceeding in reverse order of its disassembly. For tangentially sealed filters, verify that the axial sealing gaskets lean correctly against the filter casing. Take special care when fitting the front sealing ring, to ensure total tightness. For radially sealed filters, insert the main and safety cartridges into the casing, as you would put a cork into a bottle; the two cartridges will centre and align themselves automatically.

8. Make sure that all fittings and ducts close hermetically.

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Dep. 2

AIR FILTERS. MAINTENANCE

O&M_2.002262.810_10_2016

9. Reset the mechanical fouling detector and check the general performance of the engine when restarted. For gas engines, also check for correct carburetion.

3. MAINTENANCE OF GHF AIR FILTERS

The parameter that determines the fouling level of an air filter is the air flow restriction at the air filter outlet. On

Kohler engines, the maximum permissible airflow restriction or pressure loss is 38 mbar and it is measured with the engine running at rated power and load.

The GHF air filter on Kohler engines includes either a mechanical airflow restriction detector or an electric detector. The mechanical detector has a red-coloured indicator showing up completely when the maximum permissible pressure drop has been reached. The electric detector indicates the fouling condition of the filters by means of a light signal or by transmitting an electric signal to the PLC.

Always service the GHF filter, i.e. replace the two filtering cartridges, with the engine at rest.

3.1 CHANGING THE GHF FILTERING CARTRIDGES

Changing the cartridges of a GHF filter must take place with the engine at rest, in a ventilated room, following these instructions:

1. Undo the clamp form one side of the filter.

2. Remove the cover.

3. Disassemble the fouled cartridge.

4. Install a new filtering cartridge. Do this operation as fast as you can to prevent dust and/or particles from entering the engine.

5. Fit the cover correctly, observing the direction specified on it.

6. Secure the clamp.

7. Repeat the same operation for the second cartridge of the filter, depending on whether the filter has 1 or 2 cartridges.

8. Reset the mechanical fouling detector and check the general performance of the engine when restarted. For gas engines, also check for correct carburetion, since the mixture could be leaner.

NEVER clean a filtering cartridge

5.2.49

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PRODUCT INFORMATION INDEX DATE

IO-C-M-35-001e E

Dep. 2

AIR FILTERS. MAINTENANCE

O&M_2.002262.810_10_2016

COVER

CLAMP

FILTERING CARTRIDGE

CASING

FOULING

DETECTOR

Fig. 3 - Exploded view of Kohler High Flow two-cartridge air filter

CASING

CLAMP

FILTERING

ELEMENT

COVER

Fig. 4 Exploded view of Kohler High Flow one-cartridge air filter

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PRODUCT INFORMATION INDEX DATE

Dep.2

DAMPER CONDITION MONITORING

O&M_2.002262.810_10_2016

1. INTRODUCTION

It is the damper's function to minimize the impact of the torsional vibrations developing in the crankshaft. These vibrations originate in the successive explosions that take place in the combustion chambers and are transmitted to the crankshaft through the pistons and connecting rods.

Damping is achieved as a viscous fluid (silicone) contained in a housing or idle flywheel spreads between the internal plates secured to the end of the crankshaft. As silicone oil deteriorates in time, servicing becomes necessary.

There are two methods for monitoring the condition of a damper:

controlling temperature

analyzing the silicone oil.

Whatever the method used, the control frequency shall be established in accordance with the specifications contained in the Engine Maintenance Guidelines.

2. DAMPER TEMPERATURE CONTROL

Dampers have been fitted with a self-adhesive temperature indicator (ref.16.15.369) for controlling their operating temperature.

Self-adhesive temperature indicator

This indicator enables an approximate control of the maximum permissible temperature on the damper surface. It is to be noted, however, that this indicator only records discrete jumps of temperature. The self-adhesive indicator has ten graduations between the two temperature limits that, in our case, are fixed at 71°C and 110°C. When the temperature reaches or exceeds a reference value, the colour of the corresponding section or graduation changes and turns black.

Temperature should be measured at least after one hour of operation at full power. Ideally, the equilibrium operating temperature of the damper should not exceed 100°C

. Above this temperature, silicone loses its dampening properties and, consequently, the damper stops to operate correctly, which may give rise to an increase in torsional vibrations, finally leading to severe failures of moving components, including the breaking of crankshaft, gears, couplings, etc.

Damper Temperature Condition

T = Room Temperature Damper inoperative. Silicone in bad condition: solid.

40ºC < T < 100ºC Ok.

T > 100ºC Overheating. Possible failure of the engine.

It is important that the indicator does not come into contact with such elements as oil, grease, water, etc. Also, it may happen that the indicator looses its thermal properties and the reagent turns grey after a certain time of operation. This is why, for permanent temperature monitoring, the indicators should be changed from time to time.

An alternative of this monitoring system consists in measuring the temperature with an infrared thermometer that permits measurements of the existing or instantaneous temperature.

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PRODUCT INFORMATION INDEX DATE

Dep.2

DAMPER CONDITION MONITORING

3. SILICONE SAMPLING METHOD

O&M_2.002262.810_10_2016

An analysis of the damper silicone is essential to determine whether its properties are optimum or not. The sampling kit to be used for this purpose is Kohler part number .

The filling plugs will be found, diametrically opposed, on the damper cover. If there is a reasonably easy access to one of those plugs, sampling can be done with the damper installed on the engine. Otherwise, put the damper in a normal vertical position during the sampling process. As for engines with double damper, both dampers must be checked.

NOTE

For HGM series it is not necessary to take a periodical silicone sample for analysis. The damper must only be changed when the schedule program sets it.

It is recommended to place the damper so that both filling plugs are roughly in a horizontal position and to leave it in that position for at least one hour before starting to take samples. Depending on the damper model, any of various thread sizes are used for the filling holes and, consequently, the threads vary at either end of the sample container.

The silicone fluid sampling procedure is described below:

Assuming you know the thread size of the damper plug hole, prepare a sample container and remove its screw-on cap from the end to be introduced into the damper .

Remove the filling plug from the damper cover, while holding the container ready to be inserted immediately .

Screw the container totally into the hole of the filling plug .

Remove the second screw-on cap from the container .

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Dep.2

DAMPER CONDITION MONITORING

O&M_2.002262.810_10_2016

Allow silicone fluid to reach the open end of the sample container.

This may take a few seconds or hours depending on the fluid conditions and other factors: the higher the temperature, the shorter the time required.

As soon as the fluid flows out through the open end of the container, replace the screw-on cap.

Warning!

In order to perform the analysis of a silicone sample, at least 3/4 of the container must be filled up.

Having a filling plug ready for its relocation on the damper cover, unscrew the sample container.

Immediately replace the filling plug and torque to 2.5kg (18lb/ft), and seal it with a punch mark. It is advisable to insert a new O-ring (included in the kit) and to tighten the plug until matching the previously existing marks.

Screw the cap on to the end of the container and check that both caps are fully screwed on, but not forced. (Do not use any wrench.)

IMPORTANT

Cleanness of sample container, filling plugs and areas around the filling hole is essential. It is very important to limit fluid spillage as much as possible during this process. Excess loss would alter the characteristics of the damper as well as reduce the possibilities of taking more samples in future. If fluid spillage is null, at least 10 samples can be taken, when using 'Standard' 1cc containers.

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PRODUCT INFORMATION INDEX DATE

Dep.2

DAMPER CONDITION MONITORING

3.1. On-site analysis of the silicone sample

O&M_2.002262.810_10_2016

A rapid analysis of the silicone condition can be made by observing the color of the sample. The meaning of possible colors is defined below.

Normal Condition

: The original fluid is completely clean and free from impurities.

Intermediate Condition

: The sample has a lightly darkened color and may contained particles.

Critical Condition

: The sample has a dark brown or black color and has been contaminated by metallic particles.

3.2. Silicone sample analysis performed by the manufacturer

If there is any doubt about the silicone condition, it is recommended to perform a more exhaustive analysis. In this case it must send a sample to Kohler in order to perform that analysis.

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PRODUCT INFORMATION INDEX DATE

IO-C-M-20-002e G June 2016

Dep. 2

COOLING SYSTEM MAINTENANCE

O&M_2.002262.810_10_2016

1. PROCEDURE FOR FILLING AND DRAINING THE COOLING CIRCUIT WITH ANTIFREEZE

This section describes the method of filling the cooling circuits in Kohler engines, and is suitable for engines and containerized units.

Prior to filling, the bleed valves on the water circuits have to be opened. On the engine side, the purge in the main circuit is located in the thermostat housing or on the inlet pipe to the latter. If there is no thermostat housing, look for it at the highest point of the circuit. In general, for the auxiliary circuit, it is fitted to the highest part of the dry-cooler or at a high point on the pipe.

Fig. 1 - Air bleed valve in thermostat housing

For the HGM 420/560 it should be purged both in the thermostat housing and at the highest point of the main circuit, which is in the cylinder head water outlet manifold.

Fig. 2 - Air bleed valve in thermostat housing and cylinder head water outlet manifold, HGM 420/560

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PRODUCT INFORMATION INDEX DATE

IO-C-M-20-002e G June 2016

Dep. 2

COOLING SYSTEM MAINTENANCE

O&M_2.002262.810_10_2016

The main and secondary circuits on dry-coolers, radiators or heat exchangers, are usually equipped with automatic air bleed valves.

Some come with a shut-off valve for overriding, but you must ensure they are open during operation. To fill quickly, leave the shut-off valve open and remove the automatic bleed valves until only liquid begins to flow out with no air, at which point you have to close the valve, without forgetting to refit the automatic bleed valves and open said shut-off valve.

Fig. 3 - Automatic air bleed valve

It is, in turn, both important and necessary that automatic bleed valves are installed at the highest, intermediate points on the circuit, where there is a probability that air pockets (loops in the circuit) may occur. This way, purging air pockets located at different points throughout the installation is ensured.

Fig. 4 - Diagram and fitting of automatic air bleed valves at high, intermediate points on the circuit

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There are two ways to fill the circuit :

1. Fill with water previously mixed with antifreeze.

This is the best system to use for filling the cooling circuits. Water with antifreeze in the right proportion is premixed in a tank ( refer to IP IO-CM-20-001 ), so what we feed into the engine is a homogeneous mixture of water and glycol. Filling is done using an electric pump or by gravity until the right pressure is achieved.

2. Fill with water and subsequently add antifreeze . This method is not recommended because the mixture will not be homogeneous until the water pumps are started, which if after adding antifreeze we do not operate the pumps at specific points in the circuit, we only have water that can freeze after a certain period of time. Therefore, when filling it is important to make sure that after starting the engine, we reach a sufficient load to open the thermostats and recirculate water and antifreeze around the circuit, such that after stopping the circuit, it is full and there is no risk of freezing.

In both cases ensure that the ratio of water to antifreeze is correct (refer to IP IO-C-M-20-001).

A hydrometer is used to determine the concentration of glycol in the water, which will give the density of the water/antifreeze mixture. The supplier of the antifreeze is required to provide the table that correlates density and concentration.

A refractometer can also be used to get an immediate reading for the concentration value. IP IO-C-M-20-001 displays a graph indicating, based on the concentration and, if the antifreeze is ethylene glycol or propylene glycol, the temperature at which the mixture freezes, in addition to the recommendations on the additive to be used.

The air bleed valves must be opened until no further air bleeds out. For closed, pressurized circuits, the circuit is filled to a pressure slightly above 1 bar.

Fig. 5 - Typical hose/circuit connection for filling and draining the cooling system

During the first engine start-up and when the water is a little hot again, open the purge valves to ensure only water flows out. If air comes out, leave them open until the air is completely released. If the pressure in the circuit has lowered a lot, it has to be filled up sufficiently.

It is very important to ensure that there is no air in the circuit, since this greatly reduces the cooling capacity, causing explosions in the cylinders, cavitation in the water pumps and a considerable decrease in the flow of water that is circulating through the engine circuits.

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This is particularly true for engines that operate with water in the main circuit 120ºC when this temperature is reached, it is necessary to re-purge the circuit as the capacity to dissolve air in water decreases significantly with temperature, such that on filling the circuit with cold water, we may not have air and have significant air pockets in the entire circuit at the operating temperature. The same occurs in engines where the secondary circuit water is at 80°C.

To drain the cooling circuits, water intakes for filling and emptying should be at the lowest point of the circuit. If not, release a flange in the lower area to completely empty the circuit by placing a container underneath to collect the water with antifreeze. Emptying can be done by gravity or by using an electric pump. The hose is connected to the water intake and after starting up the pump, once the pressure permits, open all the purges in the circuit that are being emptied, so the water allows the air to flow through after it has been discharged. If the circuit is equipped with another water intake on the side of the dry-coolers, radiators or heat exchangers, we connect the hose or pump to that intake after draining the water from the engine and check whether water still comes out. Then, close all the bleed valves.

Since antifreeze is a pollutant, it must be collected in a suitable container for subsequent treatment or reuse.

To fully drain the dry-coolers, radiators or heat exchangers (as may occur in the case of containerized units), they have to be separated from the rest of the circuit by disconnecting the associated piping. A number of covers that have been designed for draining are fitted to the pipes: the one at the highest pipe have an outlet for compressed air and located on the lowest pipe to connect a hose that after injecting compressed air discharges all water with antifreeze into a suitable container.

Before draining, wait for the water contained in the circuits to cool, as the temperatures reached in the engine after it has been operating are dangerous if they come into contact with the body.

2. COOLING SYSTEM MONITORING AND CLEANING

The cooling system has to be regularly monitored, paying particular attention to any leaks that may occur in the hoses, clamping flanges, seals, etc.

To prevent any overheating of the engine, the cooling system must be kept clean. All conduits in the engine and in the heat exchanger (if any) must be free from deposits and impurities contained in the cooling water (refer to

IP IO-C-M-20-001e).

A chemical is used to clean the circuit (usually dilute hydrochloric acid), recirculating it by using an auxiliary pump to eliminate all possible scaling in pipes and component ducts in the system.

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Particular attention should be paid to the specifications of this product and the supplier's recommendations as excessive recirculation may damage some components. In addition, before refilling the circuit, it must be cleaned with water to remove all traces of hydrochloric acid in the installation.

This cleaning product should be used with the appropriate security measures to avoid contact with any part of the body because it can be very dangerous.

If you notice a decrease in the thermal efficiency of the intercooler or when the operating hours set out in the guidelines for maintenance are reached, it can be disassembled for cleaning. The tubes are thoroughly cleaned using a nylon brush that has been dampened. They are then rinsed with plenty of water until no further deposit exits. The water seals have to be changed before assembling the intercooler. Cleaning can be done using high pressure water and using equipment designed for it, like the rest of the cooling system, by recirculating a suitable cleaning. We can do the same with the oil cooler.

The water thermostat is another component that has to be checked, which is built in to the corresponding casting housings. To verify proper operation, they are periodically placed into a bowl of water, heating it and controlling the temperature from the start and end of opening. The opening start temperature is marked on the base of the capsule in which the wax is enclosed which enables the thermostat to operate, while the opening end temperature is 13ºC greater than the previous temperature. If the data obtained deviates significantly from the specified values, the thermostat needs to be changed.

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IO-C-M-45-001e B

June 2008

Dep.2

MAINTENANCE OF TURBOCHARGER

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1. INTRODUCTION

This Product Information Sheet aims to provide guidance on how to maintain the turbocharger of Kohler engines.

2. INSPECTION OF THE TURBOCHARGER

The inspection and possible repair of turbochargers must be carried out by one of Kohler

official or authorised Repair Shops.

A turbocharger is a critical component to ensure correct operation of the engine. If the turbocharger does not work correctly, the engine will not perform as initially specified. Therefore, the turbocharger must undergo a simple inspection consisting of four checks (that do not require removing the turbocharger), namely:

Check for axial play : Apply force axially on the shaft and check that there is no axial clearance.

Check for radial play: Apply force radially on the shaft and check that there is no radial clearance.

Rotation : Push one of the wheels inwards, while turning it with your hand at the same time in order to detect friction or seizure. Repeat this process on the opposite side. The wheels must rotate freely, without touching the casing, turbo plate or turbine insert.

Blade condition : Visually inspect the blades of compressor and turbine, with a lamp, to see if they are very dirty or contain foreign materials. Check the wheels, casings and turbine inserts for scratches. Verify if there are blade edges bent, cracked or indented. Check clearance between blade and casing.

Compressor Turbine Compressor Turbine

Step 1: Axial Clearance Step 2: Radial Clearance

Compressor Turbine Compressor Turbine

Step 3: Rotation Step 4: Visual Inspection

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ATTENTION

If you find any fault during this inspection, you will have to check the turbocompressor completely in order to solve the problem. In this event, ask Kohler for the instruction manual specific to the turbocompressor that needs overhauling or have the turbocompressor checked by one of Kohler official or authorised Repair Shop.

After assembling the turbocompressor, do the following:

Check the turbo assembly and connections for security problems and air or lubricant leaks.

Check the manifold connections to the turbine as well as the exhaust manifold gasket.

Remove the oil drainage tube from the turbo. Look if there is oil inside and check the oil circuit for proper operation (if your engine comes with a pre-lubrication system, you can use it). Once you have finished the inspection, refit the drainage tube.

Lubricate the new turbos before starting them. To do so, add oil into the oil inlet and turn the turbo by hand a few revolutions.

Verify that lube oil is clean and that the oil strainers are in good working conditions.

After starting the engine, do the following:

Refrain from increasing the load excessively, while the coolant temperature in the fresh water circuit remains below 37ºC.

Test the engine under full loaded conditions.

Inspect all air, oil and exhaust gas pipes for leaks.

Check the turbochargers for unusual noise or vibration when the engine runs at rated load and output. If noting any excessive noise or vibration, stop the engine immediately and contact your local Kohler

Technical Assistance Service.

Keep the engine idling for 3 or 4 minutes before shutting it off.

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3. CLEANING THE TURBOCHARGER

Dust particles entering the intake air pipe may cause damage to the compressor of the supercharging system.

Bearing in mind that even the most efficient air filter allows a small amount of dirt to pass through, dirt will adhere to the compressor blades if there is oil or similar substances on them.

This will unbalance the blades and reduce the efficiency of the turbo. Therefore, it is advisable to set up a compressor cleaning plan based on the operating conditions and to remove periodically any dirt particles adhering to the blade surface. To eliminate dirt, avoid inadequate methods like scraping with a screwdriver, sandpaper, emery cloth or steel wool.

To clean the turbocharger effectively, proceed as follows:

Disassemble the turbocharger following the instructions in its maintenance manual. The parts to be cleaned are: the compressor housing, the turbine casing, the shaft with compressor wheel, turbine runner, central bearing body, and the turbine plate.

Dip the components in a container with a solvent (e.g. trichloroethylene) until they are free from grease or oil residues. Neutral household soap can be used instead of solvent, provided it has no chemical effect on the components.

Dry the components thoroughly with compressed air. There should be no traces of solvent on the parts.

Remove any dirt or scale left with a non-metallic brush or plastic scraper. Next, dip the components again into the solvent.

After cleaning the components, apply clean motor oil to the friction areas: shaft and bearing body.

ATTENTION

Handle the turbocharger components with great care while cleaning and drying them to avoid any damage.

4. TURBOCHARGER FAILURE ANALYSIS

Due to high pressure and high temperature working conditions, the turbocharger wheels are made very sensitive to abrasive and other specific operating environments.

Some of the most frequent causes of turbocharger failure include:

Presence of foreign material in the intake system

, causing damage to the compressor blade profile. Foreign materials can be of such nature as:

- Weld slag that failed to be removed from the pipes.

- Particles that detach from air filters.

- Nuts, bolts, washers, etc.

- Compressor wheel fixing nut loose and moving along the threaded shaft.

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Presence of foreign material in the exhaust system

, resulting in breakage, deformation or knocking of the turbine impeller blades. Such material can be:

loose items in the exhaust manifold, namely nuts, bolts, washers and parts that were not removed when the turbo was last overhauled,

fragments of broken parts of the engine (valves, valve guides, seats, piston rings…).

Inadequate part clearance

leading to collision of the compressor wheel or turbine wheel with their respective casing. Incorrect play may result from damaged axial bearings that permit shaft movements beyond normal limits.

Damage to the bearings can originate in:

lubricant

a lack of lubrication

improper balance of a rotating unit

high negative pressure at compressor inlet due to air filter clogging

high back-pressure at exhaust gases oultet.

Abrasion or erosion develop under the action of sands that bite and thin the leading edges of the blades. Sands and other particles impacting on the blade surface at high speed also produce severe erosion. The presence of such materials may be due to defective air filtration.

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MAINTENANCE OF INTERCOOLERS

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1. INTRODUCTION

This document describes the correct maintenance procedure for Kohler intercoolers.

2. CLEANING THE INTERCOOLER

Kohler has designed and manufactured its intercoolers with a view to minimising the necessary maintenance operations.

Therefore, no special maintenance process other than cleaning is necessary for operating the intercooler.

Cleaning specifically implies:

- cleaning the set of plates

- cleaning the water pipes

- plugging the water pipes

Different intercooler models

2.1. Cleaning the set of plates

Excessive dirt build-up on the plate surface reduces the performance of the intercooler considerably. Dirt on the plates also leads to a pressure drop in the air stream that flows through the cooling core.

To clean the intercooler, it is necessary to remove the cooling core from the air pipework (see section 3). Next, clean the plates with a jet of warm water.

PRECAUCION

When performing this operation, take care not to damage the plates. Direct the water jet parallel to the plates.

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Then, dry the plates with compressed air. If any plate gets damaged during this process, you can repair it with long-nose pliers or a special-purpose tool.

If the dirt is not removed by the above procedure, use a solvent, as outlined below, to get a deeper clean.



Firstly, insert the bundle of plates into a tank where they are completely covered. Add a benzene

(minimum 75%), hydrocarbon (minimum 10%) and alcohol (minimum 2.5%) based solvent, leaving it to stand for 24 hours. After this time, visually inspect the plates for cleanliness obtained.



If the previous step does not thoroughly clean the plates, a closed cycle recirculating a cleaning solution is applied, wherein the flow of solvent through the bundle of plates is strengthened by means of a transfer pump. The pump should impel 6m3/h at a pressure of 1 bar.



As a final step, compressed air is used to dry the plates.

Finally, reassemble the cooling core as explained in section 4.

2.2. Cleaning the water pipes

For chemical cleaning of the water pipes inside, it is not necessary to remove the intercooler from the engine or the cover from the water system. If cleaning is by mechanical means, it will be necessary to remove the water system covers in order to reach the pipes.

Chemical cleaning is suitable when the parts are not excessively dirty. To clean the pipes, circulate a mixture of water and special cleaner in the system for at least one hour. Next, check the pipes cleanliness through the water inlet/outlet. Finally, flush the system with clean water.

In the event of a mechanical cleaning process (after removing the covers), clean the inside of the pipes with a special brush and then flush the system with water to remove dirt. Finally, reassemble the cooling core as explained in section 4.

2.3. Plugging the water pipes

If any pipe leaks or is broken, both ends can be plugged with special covers to repair the leak.

NOTA

When the number of plugged pipes exceeds 5% of the total, it is necessary to replace the entire intercooler.

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3. REMOVING THE INTERCOOLER

Here is the procedure for removing the intercooler:

- Stop the engine; allow water to circulate for several minutes until it cools down.

- Close the coolant supply (where appropriate) and remove the drain plugs and bleeders to empty the cooling circuit.

- Release the connectors of the inlet and outlet coolant pipes, taking care not to damage the pipes and seals In the contact areas. Unscrew the air circuit adaptors and remove the intercooler.

- After removing the intercooler, remove the side covers from the intercooler, taking care not to damage the surface of the gaskets.

4. FITTING THE INTERCOOLER

Here is the procedure for fitting the intercooler:

- Check and clean the seals contact areas. Change old seals with new ones.

- Set the sealing gaskets in the side covers of the intercooler.

- Fit the side covers and tighten the fixing screws alternately diagonally (top left, bottom right...) to avoid stress in the covers. The following tightening torques apply:

Screw M6 M8

Tightening torque (Nm) 8,6 21

- Set the intercooler between the two air circuit adaptors and fix it.

- Fit the connectors of the in and out coolant pipes.

- Close the circuit-draining plug and open the coolant supply, with the circuit bleeder still open. After filling the circuit, close the coolant supply and circuit bleeder.

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IO-C-M-60-004e

June 2007

Dep. 2

MAINTENANCE OF PICK-UPS

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1. INTRODUCTION

This document describes the procedure for correct maintenance of speed pick-ups on Kohler engines.

2. MAINTENANCE OF PICK-UPS

The magnetic pick-ups serve as instant input of the engine speed or cycle (expansion or compression) to the engine control, carburetion, injection and other systems.

Pick-up maintenance is a simple process that shall take place according to the engine maintenance schedule.

Concretely, the maintenance operations consist in:

- Removing the pick-up: disconnect the cable from the top and unscrew the pick-up from its housing.

- Cleaning the pick-up: wipe the pick-up head with a damp cloth to remove sticking dirt. Do not use any solvent or other aggressive products that would damage this device.

Also, clean any waste oil, dust, etc. off the two connectors (cable and pick-up) with an electrical circuit cleaner.

ATTENTION

If you observe any impact, wear or other defect on the pick-up, change it for a new one.

- Adjusting the pick-up: the gap between the pick-up sensor and the moving component must be from 0.5 to 0.8 mm. To adjust the pick-up, screw it in to a stop and then back it half a turn. Next, secure the pick-up with the locknut and plug the signal cable.

Other pick-ups are available, which permit a greater clearance between pick-up and moving part (0.25 and

1mm). However, we recommend you adjust the gap to the abovementioned values.

0,5-0,8 mm

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IO-C-M-15-003e

June 2007

Dep. 2

MAINTENANCE OF FLEXIBLE COUPLING

1. INTRODUCTION

This document provides information for appropriate maintenance of flexible couplings on KOHLER engines.

2. INSPECTING THE FLEXIBLE COUPLING

The flexible coupling on KOHLER engines consists of three major elements: fixing flange to engine, fixing plate to driven shaft and elastic elements.

Fixing plate to driven shaft

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Elastic elements

Fixing flange to engine

According to the hours of operation and operating conditions (temperature, dirt, power variations…), it will be necessary to check the elastic elements of the coupling. The maintenance schedule specifies the inspection frequencies for each specific application.

NOTE

Sometimes, a visual inspection of the elastic elements may be difficult due to the peculiarities of the generating set or propulsion system. Under those circumstances, it will be necessary to carry out this visual inspection with an endoscope.

When inspecting a coupling visually, pay special attention to the following points:

Excessive deformation of the circular section

: if you notice that one of the elastic elements deviates from its original diameter in more than 10%, change it.

New elastic element Deformed elastic element

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Presence of cracks or indents

: change el elastic element if there is any type of crack, indent, and sign of corrosion… on it.

Indent in elastic element

To avoid this type of indents, make sure the elastic elements fits completely into its housing.

Wear of the element

: Change the element when the edges of the cylinder are worn, even if the element still has its original shape.

Change in the element hardness

: Change the element if its hardness varies from the nominal value in more than 10%.

A sticker on the elastic element shows its Shore hardness. Example: if the element is SM70, its Shore hardness is 70; therefore, the permissible hardness range is 63 to 77 Shore.

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Dep. 2

MAINTENANCE OF BATTERIES

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1. INTRODUCTION

This document specifies instructions and recommendations for correct inspection and maintenance of batteries in service on KOHLER machines.

2. MAINTENANCE

2.1. ROUTINE INSPECTION

It is necessary to carry out the inspection and servicing tasks described below within the time intervals specified in the application-specific maintenance programme. Those tasks are:

- Adjusting terminal caps and vents.

- Removing dirt from the top of the battery with hot water and drying thoroughly.

- Checking voltage across the battery terminals with a voltmeter or similar tester. The measured voltage must be equal to or greater than 12.5V (6.25V for 6V batteries). Otherwise, the battery needs recharging (section

2.2).

NEVER PUT A FLAME OR MAKE SPARKS NEAR A BATTERY. FLAMMABLE VAPOURS COULD BE

ISSUING.

2.2. CHARGING THE BATTERY

- Do not charge a battery if the room temperature is below 3ºC. The electrolyte may have frozen.

- It is best to remove the battery from the engine or set for its charging (see section 2.4).

- Always make sure the charger is off.

- Connect the battery, taking account of the terminals' polarity.

- Switch the charger on.

- Stop charging the battery if a lot of gas comes out or if the battery temperature rises above 50ºC.

- Observe the charging time specified for the type of charger used.

- After charging the battery, switch the charger off and wait for 20 minutes, until flammable gas has dispersed.

When disconnecting the terminals, sparks may fly out.

- Check the acid levels (section 2.3) and refill as appropriate.

- Fit the battery on the engine. Connect the terminals and vents.

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2.3. ADJUSTING THE ACID LEVELS

- If the battery does not operate once recharged, check and complete the acid level. If the battery remains flat, then you have to change it.

- Never fill electrolyte up to the maximum level of a battery that you are going to charge, since the level will rise during the charging process. However, if the acid level is under the separators, add distilled or deionised water until it covers the separators.

- Set electrolyte to the maximum level, once you have charged the battery.

- Do not overfill a battery: acid would flow through the vents during the charging process.

- Always use distilled or deionised water to refill the batteries. The use of acid liquid is restricted to the initial filling of the battery.

- After putting the battery in service again, recheck the acid level and adjust to the maximum level identified on the battery with a line or mark.

2.4. CHANGING THE BATTERY

- Detach the clips from the terminals, starting with the negative one.

- Do not short-circuit the loose connections.

- Remove the waste battery.

- In the event of 24V battery systems, both 12V batteries need a change. If you change only one of them, the service life of the new battery could be shorter.

- Check that clips and seat are free from corrosion and dirt. If necessary, clean with hot water.

- Remove the caps from the new battery terminals and put them on the old battery to prevent short-circuits.

- Set the new battery and do routine inspection (section 2.1.).

- Adjust and tighten the connection clips, starting with the positive one. DO NOT TIGHTEN TOO MUCH.

These recommendations are of a general nature and users must follow the battery manufacturer's instructions.

KOHLER shall accept no liability for troubles originating in the batteries.

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INDEX Chapter 6

TROUBLESHOOTING

OPERATION & MAINTENANCE MANUAL SFGLD “L”

KOHLER CO – PRIME / STAND BY

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CHAPTER 6 – TROUBLESHOOTING

IO-G-T-00-001e_B

Gas engines troubleshooting 6.1.1

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GAS ENGINES TROUBLESHOOTING

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1. INTRODUCTION

These instructions are intended as a guide to quick troubleshooting in Kohler gas engines.

The layout SYMPTOM / PROBABLE CAUSE / REMEDY leads to the solution of many minor engine problems.

At all times, an after-sales technical service is at our customers' disposal for any help to diagnose failures.

2. TROUBLESHOOTING GUIDE

SYMPTOM PROBABLE CAUSE REMEDY

Engine-driven machine in gear

Coolant inside cylinder:

2. Damaged exhaust manifold gasket

Disengage the driven machine

NOTE: Remove spark plugs to vent cylinders of accumulated coolant.

1. Change head gasket

2. Change manifold gasket

Crankshaft will not rotate, using manual barring device.

Seized piston

5. Repair crack or change crankcase

Change piston, rings and sleeve, as appropriate.

Bearing stuck to crankshaft Change bearings, check crankshaft.

Engine does not turn when pressing the start button

1. Worn or faulty starter batteries

(1)

2. Air valve closed or low air pressure

(2)

3. Defective starter motor

4. Drive pinion blocked

5. Emergency stop on

1. Check batteries and change, if necessary

2. Open air valve or wait until there is enough air pressure

3. Change starter motor

4. Unblock the pinion

5. Release emergency stop

(3)

6. Check system alarms and reset after solving the failure

(1)

Electric starter

(2)

Pneumatic starter

(3)

First check that there is no risk for people or equipment and then solve the fault, if any.

CAUTION

Before operating the starter motor or the barring device, make sure the starter air valve is closed or the starter batteries off in order to avoid personal injuries in case of unintentional start.

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SYMPTOM

The engine rotates, but does not start

GAS ENGINES TROUBLESHOOTING

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PROBABLE CAUSE

Ignition fails

1. Pickup broken, faulty, dirty or in wrong position

2. Incorrect pick-up wiring, loose or broken wire

3. Reset pickup and hall-effect pickup are not synchronised (1) .

4. Pick-up wrong positioned

REMEDY

1. Check, clean or change pickup as appropriate

2. Check and change wiring as appropriate

3. Synchronise with an oscilloscope

4. Change ignition module

5. Adjust the position of pick-up

6. Change or regap spark plugs

7. Check coils and high-voltage wires

(IO-G-M-33-003e)

8. Measure and correct angle

6. Faulty spark plugs

7. Failure of high-voltage wires or coil

8. Incorrect programmed angle of reset pin

(1)

Fuel system fails

1. Manual gas valve closed

2. Insufficient gas supply pressure

3. Emergency solenoid valve closed

4. Pressure controller off, incorrectly set or defective

6. Fouled gas filter

7. Mechanical carburetion screw closed

(2)

8. Zero pressure regulator broken or set incorrectly

(2) (4)

9. Electronic gas valve closed

(3) (4)

Insufficient compression

1. Broken or worn piston rings

1. Open gas valve

2. Check line or contact supplier

3. Check power supply and opening

4. Reset, adjust or change controller

5. Readjust carburettor mixture valve.

6. Clean or change filter

7. Open screw and carburet again

8. Change or set regulator correctly

9. Check shaft movement and supply

1. Change piston rings

3. Overhead valves do not close correctly

4. Defective cylinder head gasket

Dirty air filters

Throttle valve does not open

1. Power supply failure

3. Problems with the control system

(3)

3. Repair or change cylinder head

4. Change cylinder head gasket

Change air filters

1. Check power supply, batteries and battery-charger

2. Check bearings and shaft bend

3. Check control system and change parts where appropriate

Reset alarms Alarm on

(1)

Engines with CPU95, GIS and GCS-e ignition system

(2)

Engines with mechanical carburetion

(3)

Engines with electronic carburetion

(4)

Engines with NOx sensor or lambda sensor carburetion

6.1.2

2/10

PRODUCT INFORMATION INDEX DATE

Dep. 2

SYMPTOM

Emergency stop

Engine alarm:

GAS ENGINES TROUBLESHOOTING

PROBABLE CAUSE

O&M_2.002262.810_10_2016

REMEDY

Note: Check sensors to see if problem is due to measurement failure

1. Check lubricating system and reset

2. Check coolant system and reset

3. Check control system and reset

4. Check equipment and reset

3. Control program alarm

4. Overspeed

5. Knock detection system

6. Mixture temp. in intake manifold

(1)

9. Emergency stop button depressed

6. Check coolant system and reset

7. Check carburetion, spark plugs, highvoltage wires, coils, control system, fuel system, piston compression, valves adjusting

8. Check control system, lambda sensor and carburetion

9. Check equipment and release

Faulty ignition system

1. Spark plug failure

2. Ignition module failure

3. High-voltage wires or coils failure

4. Power supply failure

1. Change or regap spark plugs

2. Change ignition module

3. Check wires and coils

4. Check wiring, batteries or charger

5. Change faulty pickups

Excessive load swing

(2)

Seized piston

Bearing rotation

(1)

Rich burn engines

(2)

Island-mode generation or compressor applications

Reset and restart.

Change piston, rings and liner, as appropriate

Change bearings and check crankshaft

6.1.3

3/10

PRODUCT INFORMATION INDEX DATE

Dep. 2

SYMPTOM

Engine does not reach rated speed

GAS ENGINES TROUBLESHOOTING

O&M_2.002262.810_10_2016

PROBABLE CAUSE

Overload due to wrong reading of power signal

REMEDY

Calibrate power signal

Fuel system fails

1. Low gas pressure

2. Misadjusted pressure regulator

4. Clogged gas filter

Fuel leaks

Inadequate speed setting

Clogged air filter

Fuel system fails:

1. Low gas pressure

2. Misadjusted pressure regulator

4. Clogged gas filter

1. Check supply line or contact supplier

2. Readjust or change spring

3. Readjust carburettor mixture valve

Check MAP and MAT signals

(1)

Check NOx sensor or lambda sensor

(2)

4. Clean or change filter

Repair leaks

Adjust rated speed setting

Change air filter

1. Check supply line or contact supplier

2. Readjust or change spring

3. Readjust carburettor mixture valve

Check MAP and MAT signals (1)

Check NOx sensor or lambda sensor

(2)

4. Clean or change filter

6. Shut-off electric valve closed

6. Check valve power supply

Engine stops

No spark produced

2. Lead or connector loose

3. Pickup damaged or dirty, inadequate spacing, wire detached or hall effect pickup not synchronised

4. Power supply failure

Stop caused by GKCS (knocking)

PLC alarm

Control system alarm

Overspeed

Running instability

Line dropping or micro-cut

2. Check connectors and wires

3. Check and replace pickups if necessary.

Check synchronisation of reset and hall effect pickups with an oscilloscope

4. Check voltage, batteries and chargers.

Boroscope engine

See knocking paragraph in next sheet

Identify alarm and assess its importance before resetting

Check equipment and reset alarm

Carry out a general check of engine to determine the cause of instability.

Reset power supply

6.1.4

4/10

PRODUCT INFORMATION INDEX DATE

Dep. 2

SYMPTOM

GAS ENGINES TROUBLESHOOTING

O&M_2.002262.810_10_2016

PROBABLE CAUSE

Fuel system fails

1. Low gas pressure

2. Misadjusted pressure regulator

3. Clogged gas filter

Clogged air filter

Dirty air cooler

Leaks in intake or exhaust system

Turbocharger malfunction

1. Low oil pressure

REMEDY

1. Check supply line or contact supplier

2. Readjust or change spring

3. Clean or change filter

Replace filters

Clean air cooler

Check and repair leaks

2. Clean or replace turbocharger

4. Turbo seized up

Output power decreases or cannot reach preset value

Ignition failure

Insufficient compression

1. Piston rings broken or worn

Check spark plugs, high-voltage wire and coils

1. Change piston rings

Engine does not accept sudden changes in power

3. Overhead valves do not close

4. Defective cylinder head gasket

Problem with throttle

1. Speed PID misadjusted

2. Low voltage

3. Problem in program

Carburetion problem

1. Carburetion dailure

2. Failure in MAP sensor

(1)

3. Failure in MAT sensor

(1)

4. Failure in NOx sensor or lambda sensor (2)

Too lean air-fuel mixture

With hydraulic controller, speed PID misadjusted

With electronic controller, speed PID misadjusted

3. Rework cylinder head or change

4. Change cylinder head gasket

Check throttle with engine stop

1. Adjust speed PID

2. Check batteries or chargers

3. Check program

1. Readjust carburettor

2. Change sensor/check wiring. Check gas leaks in conections

3. Change sensor/check wiring.

4. Change sensor/check wiring

Readjust carburettor mixture valve.

Adjust PID potentiometers correctly on controller board.

Adjust speed PID. You need to have advanced knowledge of programme

Check wires, coils, spark plugs and connectors

Ignition system failure

(1)

Engines with electronic carburetion

(2)

Engines with NOx sensor or lambda sensor carburetion

6.1.5

5/10

PRODUCT INFORMATION INDEX DATE

Dep. 2

SYMPTOM

GAS ENGINES TROUBLESHOOTING

PROBABLE CAUSE

Too lean air-fuel mixture

Engine shows signs of ignition failures

Spark plug failure

Coil or high-voltage wire failure

Ignition module failure

High temperature of intake air

Oil jet broken or bent

Intake or exhaust valve drop

Excessively advanced ignition

High water temperature in main circuit

1. Not enough coolant

2. Air in the main circuit

O&M_2.002262.810_10_2016

REMEDY

Readjust carburettor mixture valve.Check

NOx sensor or lambda sensor signal

(1)

Check, regap or change spark plus as appropriate

Change wires or coils that are out of specifications

Change module

Clean air cooler, check thermostats and auxiliary circuit pump

Change jet. Inspect piston dome for signs of overheating and, if any, change piston

Change cylinder head and, where appropriate, sleeve, piston...

Check ignition timing

1. Add coolant into the circuit

2. Vent the circuit

4. Clean radiator or heat exchanger

Knocking

Whenever knocking occurs, endoscopic examination is necessary to determine the extent of the fault and to be able to change any affected parts.

If the engine incorporates a

Detonation Detection System, check the sensors to see if they fail to detect knocking on time.

4. Dirty radiator or heat exchanger

7. Damaged cylinder head gaskets

Overload due to wrong reading of power signal

Too rich air-fuel mixture

Broken or damaged spark plug

Overhead valves do not close correctly

Foreign bodies in the combustion chamber

Carburetion control failure

Failure of gas flow regulating valve

Sudden change in gas quality

6. Repair or change pump

7. Change cylinder head gasket

Calibrate power signal

Readjust carburettor mixture valve.

Check MAP and MAT sensors signal

(2)

Check NOx sensor or lambda sensor signal

(1)

Change spark plug

Change or rework cylinder head

Remove foreign bodies

Check control program

Change gas flow regulating valve

Check against chromatogram if available.

Readjust carburettor mixture valve

(3)

Check programming if electronic system installed

(2)

Change any parts concerned. Seizure

(1)

Engines with NOx sensor or lambda sensor carburetion

(2)

Engines with electronic carburetion

(3)

Engines with Mechanical carburetion

6.1.6

6/10

PRODUCT INFORMATION INDEX DATE

Dep. 2

SYMPTOM

Low oil pressure

High oil pressure

High oil temperature

Low oil temperature

GAS ENGINES TROUBLESHOOTING

PROBABLE CAUSE

Low oil level

Inaccurate pressure gauge

Clogged oil filters

Oil pressure regulating valve damaged

Overpressure valve open

Damaged or faulty oil pump

Oil leak

Regulating valve in bad condition

Low oil temperature

Inadequate oil viscosity

Inaccurate pressure gauge

Safety valve stuck

Damaged thermostat

Overload

Insufficient cooling

Low oil pressure

Low oil level

Rotation of crankshaft bearings

Thermostat stuck open

Low temperature of oil cooler coolant

Oil leaks

1. Cylinder head gasket

3. Any point of the oil system outside the engine

O&M_2.002262.810_10_2016

REMEDY

Fill oil sump up to the specified level

Recalibrate or change, as appropriate, the pressure gauge

Change filters

Change spring or piston, as the case may be

Change overpressure valve

Change oil pump

Locate and repair leak

Change regulating valve

Check thermostat

Use oil to specification

Recalibrate or change the pressure gauge

Change safety valve

Change thermostat

Check power signal

Clean cooler

Check regulating valve

Refill oil sump

Change crankshaft bearings

Change thermostat

Check thermostats on water circuit

1. Change cylinder head gasket

2. Change oil cooler seals and check tube

3. Repair external leaks

4. Change crankshaft seal

Excessive oil consumption

Inadequate oil viscosity

Damaged piston rings or scratched liner

Scratched liner

Oil contaminated with coolant.

If oil is contaminated, you must solve the problem and then change oil.

Cracked crankcase

Cracked cylinder head

Broken cooler

Damaged cylinder head gasket

Use oil of adequate viscosity

Change piston rings. Grind or change the liner according to depth of scratches

Change liner

Change crankcase

Change cylinder head

Repair or change cooler

Change cylinder head gasket

6.1.7

7/10

SYMPTOM

Low gas pressure

High gas pressure

Low water pressure

High water pressure

Low water temperature

High water temperature

PRODUCT INFORMATION INDEX DATE

Dep. 2

PROBABLE CAUSE

Broken or misadjusted regulator

Insufficient gas supply pressure

Fuel leaks

Clogged gas filter

Broken or misadjusted regulator

Damaged or inaccurate pressure gauge

Low coolant level

Blocked radiator or heat exchanger

Coolant leak

Damaged cylinder head gasket

Damaged or defective pump

Cavitation

Damaged cylinder head gasket

Thermostats stuck open

Broken or inaccurate thermometer

Low coolant level

Thermostats stuck closed

Air bubbles in circuit

Overload

Damaged or defective water pump

Water frozen in radiator

Damaged cylinder head gasket

Late ignition

Cracked cylinder head

Cracked liner

Low water flow

GAS ENGINES TROUBLESHOOTING

Undersized pipelines

Flow restriction in water system

High water temperature

O&M_2.002262.810_10_2016

REMEDY

Readjust or change regulator

Contact gas supplier

Inspect fuel system and repair

Check circuit and make sure pipe diameter is adequate for the gas quality

Clean or change filtering element

Readjust or change regulator

Change or recalibrate

Refill with coolant

Clean radiator or heat exchanger

Locate and repair leaking item

Change gasket

Repair or change pump

Drain the circuit

Change gasket

Check system and change items restricting flow

Clean heat exchanger or radiator; check fan, thermostats...

Change thermostats

Recalibrate or change thermometer

Refill with coolant

Change thermostats

Vent the circuit

Check power signal

Repair or change water pump

Defrost radiator

Change cylinder head gasket

Re-time

Change cylinder head

Change liner

Check system and change items restricting flow

6.1.8

8/10

PRODUCT INFORMATION INDEX DATE

Dep. 2

SYMPTOM

High exhaust gas emissions

Excessive vibrations

Unusual noise

Excessive fuel consumption

GAS ENGINES TROUBLESHOOTING

PROBABLE CAUSE

Excessively advanced ignition

Carburetion maladjustment

Ignition failures

Change in gas quality

Dirty air filters

Incorrect alignment of engine

Fasteners loose

Defective damper

Wrong crankshaft counterbalance

Loose flywheel

Knocking

Overload

Excessive valve clearance

Sticking valves

Piston hits jet

Pin failure

Excessive crankshaft end play

Gears in bad condition

Leak in intake or exhaust

Leak in gas system

Incorrect ignition advance

Combustion failure in a cylinder

Incorrect air-fuel mixture

Overload

(1)

Engines with mechanical carburetion

(2)

Engines with electronic carburetion

(3)

Engines with NOx sensor or lambda sensor carburetion

O&M_2.002262.810_10_2016

REMEDY

Check with a stroboscopic lamp and re-time as necessary

Readjust carburettor mixture valve.

(1)

Check MAP and MAT sensors signal

(2)

Check NOx sensor or lambda sensor signal

(3)

Check spark plugs, high-voltage wires and ignition coils

Readjust carburettor mixture valve.

(1)

Change air filters

Re-align

Retighten fasteners

Change damper

Re-balance

Retighten flywheel fasteners

Stop engine and check cylinders

Check power signal

Re-adjust valve clearance

Repair valves

Change jet

Change pin

Replace main bearing thrust rings.

Change defective gears

Locate and repair leaks

Adjust timing with a stroboscopic lamp

Check coils, wires and ignition spark plugs

Readjust carburettor mixture valve

(1)

Check MAP and MAT sensors signal (2)

Check NOx sensor or lambda sensor signal

(1)

Recalibrate power signal

6.1.9

9/10

SYMPTOM

Engine oscillates

PRODUCT INFORMATION INDEX DATE

Dep. 2

GAS ENGINES TROUBLESHOOTING

O&M_2.002262.810_10_2016

PROBABLE CAUSE

Engines with electronic carburetion and electrical throttle:

1. Spees PID Misadjusted

2. Low voltage in throttle actuator

REMEDY

1. Adjust speed PID

2. Change batteries or charger

3. Adjust A/F ratio, opening the screw

5. Check sensor and wire

5. NOx sensor or lambda sensor failure

Engines with electronic carburetion and electric throttle:

Speed PID misadjusted

1. Low voltage at throttle

2. Too lean mixture

3. Problem with program

You need to have good knowledge of the control system in order to solve programrelated issues

1. Adjust speed PID

2. Change batteries or charger

3. Readjust carburettor mixture valve

Clogged air filters

Ignition fails

1. High voltage wires

2. Coils

3. Damaged spark plugs or inadequate gap

Change filters

2. Change defective coils

3. Regap or change spark plugs

Change ignition module

Low or fluctuating gas pressure

Dirty air cooler

Turbochargers in bad condition

Change regulator and, if problem is due to gas supply, contact your supplier

Clean cooler

Change turbochargers

6.1.10

10/10

TP-7019 8/18b (2.002262.810)

KOHLER CO., Kohler, Wisconsin 53044

Phone 920-457-4441, Fax 920-459-1646

For the nearest sales/service outlet in the

US and Canada, phone 1-800-544-2444

KOHLERPower.com

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SAFETY FEATURES AND PRECAUTIONS

ENGINE TECHNICAL DESCRIPTION

ENGINE TECHNICAL DESCRIPTION

Power

Supply

Voltage

Consumption

Number

of

outlets

to

cylinders

Digital

inputs

Digital

outputs

Analogue

inputs

Magnetic

pick

up

Hall

effect

pick

up

Communications

port

Display

Operating

Temperature

GIS

Unit

Dimensions

GIS

CSA

Unit

Weight

Operating

Temperature

Dimensions

Weight

Fouled filter

Gas inlet

Gas outlet

HANDLING AND STORAGE

INSTRUCTIONS

CAUTION

CAUTION

DANGER

CAUTION

OPERATING INSTRUCTIONS

ERROR CODE DESCRIPTION

WARNING

DESCRIPTION

WARNING

CAUTION

ppm to mg/m

Converting ppm to g/kWh

MAINTENANCE INSTRUCTIONS

IMPORTANT

IMPORTANT

CLEANING THE OIL SEPARATOR FILTER OF THE CRANKCASE

GAS BREATHER

1. DISASSEMBLY

2. CLEANING AND INSPECTION

3. ASSEMBLY

4. CHECK FOR LEAKS

CLEANING THE OIL SEPARATOR FILTER OF THE CRANKCASE

GAS BREATHER

5. ALTERNATIVE FOR FV GAS ENGINES

ATTENTION

IMPORTANT

1. PROCEDURE FOR FILLING AND DRAINING THE COOLING CIRCUIT WITH ANTIFREEZE

PRECAUCION

TROUBLESHOOTING

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