Installation and Initial Start-Up Procedure for Certain Engines {1000} Caterpillar

Installation and Initial Start-Up Procedure for Certain Engines {1000} [REHS4724]

ENGINE ARRANGEMENT

Installation and Initial Start-Up Procedure for Certain Engines {1000}

1.1. Introduction

2.1. Required Information

3.2. Ignition Timing

4.2. Maximum Load

5.2. Inlet Manifold Pressure at Full Load

6.2. Level of Exhaust Emissions

7.2. Gas Pressure Regulator

8.1. Requirements for the Electrical System

9.1. Grounding Practices

10.1. Proper Welding Procedures

11.1. Service Tools

12.1. Connect the Wiring From the Battery

13.1. Connect the Wiring From the Driven Equipment

14.2. Interface Box

15.2. Interconnect Harness

16.2. Remote Panel

17.1. Inputs for the Engines Mode of Operation

18.1. Connect Cat ET

19.1. Connect Gauges and Instruments

20.2. Water Manometer

21.2. Emissions Analyzer

22.2. Inlet Manifold Pressure

23.1. Initial Start-Up Procedure

24.1. Adjusting the Governor

25.1. Unburned Gas − Purge

Engine
G3508B (S/N: JB31-UP; N8C1-UP; RBK1-UP)
G3508J (S/N: N8W1-UP)
G3512B (S/N: JHH1-UP; N2S1-UP; JBW1-UP)
G3516B (S/N: CW51-UP; N6E1-UP; JEF1-UP)
G3516J (S/N: N6W1-UP)
G3520B (S/N: GLF1-UP)
G3520J (S/N: N221-UP; N241-UP; FE81-UP; XLL1-UP)
Industrial Engine
G3512J (S/N: N2W1-UP)
Petroleum Engine
G3520B PETROLEUM (S/N: TPC1-UP)

Introduction

Show/hide table

Table 1
Revision History
Revision	Summary of Changes
10	Added serial number prefixes FE8 and XLL.
09	Step 6 has been updated in "Initial Start-Up Procedure" Section.

Do not perform any procedure in this Special Instruction until you read this information and you understand this information.

This Special Instruction provides the following information for G3500B and G3500J Engines:

Required information
Requirements for the electrical system
Grounding practices
Proper welding practices
Service tools
Wiring connections
Initial start-up procedures
Governor adjustment procedures

Reference: The following information is required to perform the installation and initial start-up:

Complete analysis of the fuel provided by Gas Engine Rating Pro (GERP)
The performance data sheet for this engine located in the Technical Marketing Information (TMI) database or located in GERP.
Operation and Maintenance Manual, SEBU8332, "G3500 Engines"
Systems Operation/Testing and Adjusting, KENR6892
Troubleshooting Manual, KENR6893
Service Manual, RENR4911, "Exhaust Temperature Scanner"

Required Information

Ignition Timing

A complete fuel analysis must be conducted prior to putting the engine into service. Obtain a fuel analysis to determine the fuel energy content and calculate the methane number. The methane number indicates the ability of the fuel to be ignited and is used to determine desired ignition timing. Both the methane number and the ignition timing will be provided by GERP when a fuel analysis is done. The fuel usage guide on the engine performance sheet can be used to determine the desired ignition timing for the fuel being used.

Obtain several samples of fuel if the quality is expected to change. If the methane number will vary during engine operation, use the lowest expected value to determine ignition timing.

Maximum Load

The maximum load that the engine can handle given its operating site can be found in the fuel analysis results generated by the Gas Engine Rating Pro (GERP) tool.

Inlet Manifold Pressure at Full Load

Use the inlet manifold pressure to estimate the load on the engine. The inlet manifold pressure may be used if the engine timing and the exhaust NO_X are set properly. Refer to TMI to determine the inlet manifold pressures for specific settings of timing and emissions. If the engine power is derated, interpolate the desired inlet manifold pressure between the 100 percent and the 75 percent load ratings.

Level of Exhaust Emissions

The 391-8170 EMISSIONS ANALYZER TOOL GP or 393-0673 EMISSIONS ANALYZER TOOL GP is required to set up this engine. The engine performance Data Sheet gives the levels of emissions for engine loads of 50 percent, of 75 percent, and of 100 percent. Set up the engine in accordance with the Data Sheet at the desired full load with the data that was taken at 100 percent load.

Note: Use NO_x levels to set up the engine, when possible.

Note: Failure to adjust the air/guel ratio to the correct NO^x levels can result in excessive misfire and/or detonation during engine operation.

Gas Pressure Regulator

The gas pressure regulator requires adjustment when the engine is installed. Use only AVSpare approved regulators to avoid problems with performance.

Note: The supply line to the gas pressure regulator must be of adequate diameter to provide constant pressure to the regulator from idle to full load. Do not use supply lines that are smaller than the inlet to the pressure regulator.

Requirements for the Electrical System

All the wiring must conform to the requirements of CSA Class 1 Division 2 Group C,D. The wiring must conform to all other codes that are applicable to the site.

When you route the wiring, avoid acute bends and sharp edges. To protect the wiring harnesses, route the harnesses through the metal conduit. A liquid tight conduit is recommended. Use proper support and alignment to avoid strain on the conduit.

The engine control system requires a clean 24 VDC power supply. The maximum allowable AC ripple voltage is 150 mV AC peak-to-peak. For the wiring, the maximum allowable voltage drop is 1 VDC from the power supply to the Electronic Control Module (ECM) or to an actuator. The power supply must be rated at 20 amp of continuous power. A circuit breaker of the correct size must be provided by the customer for the power supply to the engine electrical system.

The circuit for the engine control system must be separate from the circuit for the electric starting motor.

Grounding Practices

Proper grounding is necessary for optimum engine performance and reliability. Improper grounding will result in electrical current paths that are uncontrolled and unreliable.

Uncontrolled electrical circuit paths can result in damage to main bearings, to crankshaft bearing journal surfaces, and to aluminum components. Uncontrolled electrical circuit paths can also cause electrical activity that may degrade the engine electronics and communications.

For the starting motor, do not attach the battery negative terminal to the cylinder block.
Use an electrical ground strap to connect all metal cases that contain electrical components or electronic components to the cylinder block.
Do not connect the negative terminal from the electrical power supply directly to the cylinder block. Connect the negative terminal from the electrical power supply to the negative terminal "−" on the interface box.
Ground the cylinder block with a ground strap. The strap is furnished by the customer. Connect this ground strap to the ground plane.
Use a separate ground strap to ground the battery negative terminal for the control system to the ground plane or to earth ground.
Rubber couplings may connect the steel piping of the cooling system and the radiator. This action causes the piping and the radiator to be electrically isolated. Ensure that the piping and the radiator are continuously grounded to the cylinder block. Use ground straps that bypass the rubber couplings.
Ensure that all grounds are secure and free of corrosion.

Proper Welding Procedures

Proper welding procedures are necessary to avoid damage to electronic controls. Perform welding on the engine according to the following procedure.

Set the engine control to the "Off/Reset" mode.
Turn off the fuel supply to the engine.
Disconnect the negative terminal from the power supply.
Disconnect the following electronic components from the wiring harnesses: ECM, throttle actuator, fuel actuator, and all sensors.
Protect the wiring harnesses from welding debris and/or from the welding spatter.

Show/hide table

NOTICE

Do NOT use electrical components (ECM or sensors) or electronic component grounding points for grounding the welder.
Connect the welders ground cable directly to the engine component that will be welded. Place the clamp as close as possible to the weld. This placement will reduce the possibility of welding current damage to the engine bearings, electrical components, and to other engine components.
Use standard welding procedures to the weld the materials together.

Service Tools

The tools that are listed in Table 2 are required to perform the electrical installation and the initial start-up.

Show/hide table

Table 2
Service Tools
Part No.	Description	Function
N/A	Personal Computer (PC)	The PC is required for the use of Cat ET.
"JERD2124"	Software	Single user license for Cat ET Use the most recent version of this software.
"JERD2129"	Software	Data subscription for all engines
275-5120⁽¹⁾	Communication Adapter Gp	This group provides the communication between the PC and the engine ECM.
344-2650	Wiring Harness	Wiring harness (turbo speed sensor)
343-3320	Speed Sensor	Speed sensor (turbo)
327-0375	Adapter Kit	This cable connects to the USB port on computers that are not equipped with a serial port.
225-5985	Parallel Port Cable (COMMUNIAVSION ADAPTER)	This cable connects to the parallel port on the computer.
8T-8726	Adapter Cable As	This cable is for use between the jacks and the plugs of the sensors.
121-9588	Wire Removal Tool (Blue)	These tools are used for the removal of pins and of sockets from Deutsch connectors and AMP connectors.
151-6320	Wire Removal Tool (Red)
1U-5805	Wire Removal Tool (Green)
1U-5804	Crimp Tool	This tool is used for crimping sockets and pins.
139-2788	Ferrule Crimp Tool	This tool is for crimping 24 gauge to 12 gauge wire ends. This tool is for connections to the terminal block and the terminal strip.
139-2789	Ferrule Crimp Tool	This tool is for crimping 10 gauge and 6 gauge wire ends. This tool is for terminating the wiring for the battery at the interface box.
146-4080	Digital Multimeter	The multimeter is used for the testing and for the adjusting of electronic circuits.
7X-1710	Multimeter Probes	The probes are used with the multimeter to measure voltage in wiring harnesses without disconnecting the harnesses.
	Emissions Analyzer	An emissions analyzer will be needed to measure the level of emissions in the engines exhaust.

Show/hide table

⁽¹⁾	The 7X-1700 Communication Adapter Gp or the 171-4400 Communication Adapter Gp may also be used.

Connect the Wiring From the Battery

Show/hide table




Illustration 1	g03792000
(1) Interface Box (2) ECM Control Box

Requirements for Engines Not Equipped with an Alternator

The customer is responsible for providing overcurrent protection for the battery circuit. The battery circuit must be protected by a CSA approved fuse. The maximum allowable rating of the fuse is 20 amp.

Install the fuse in a fuse holder that is CSA approved. Mount the fuse holder in a CSA approved enclosure (2), if necessary. Mount the fuse holder or the enclosure as close as practical to interface box (1).

Requirements for Engines Equipped with an Alternator

The customer is responsible for providing overcurrent protection for the charging circuit. The charging circuit includes the wiring from the battery and the wiring from the alternator. This wiring is connected at terminal 12 inside interface box (1). The circuit must be protected by a CSA approved fuse. The maximum allowable rating of the fuse is 60 amp. This rating limits the charging current between the alternator and the battery. The gauge of the wiring from the battery may require a fuse rating that is lower than 60 amp.

Show/hide table




Illustration 2	g01272967
Bottom view of the interface box (3) 50 mm (1.96850 in) hole (4) 28 mm (1.1024 in) hole (5) 28 mm (1.1024 in) hole

Refer to Illustration 2. The bottom of the interface box has two holes (3) and (5) when the engine is shipped from the factory. Fabricate hole (4) if the engine is equipped with an alternator. Refer to Table 3.

Show/hide table

Table 3
Holes in the Bottom of the Interface Box
Hole	Size	Purpose
(3)	50 mm (1.9685 in)	Wiring from the driven equipment
(4)	28 mm (1.1024 in)	Wiring from the battery when the engine is equipped with an alternator.
(5)	28 mm (1.1024 in)	Wiring from the alternator when the engine is equipped with an alternator Route the wiring from the battery through this hole when the engine is not equipped with an alternator.

Perform the following procedure to make the connections from the battery.

Verify that the wiring from the battery is de-energized.
Show/hide table

Illustration 3 g01952039

Connections for the battery
(6) Main fuse
Remove main fuse (6).
Show/hide table

Illustration 4 g01978974

Hardware for connecting the wiring from the battery
(7) 119-8044 Wire Ends (6 Gauge)
(8) 4P-4891 Terminal Bushing
(9) 273-3127 Connector
Use connector (9) and terminal bushing (8) to attach the wiring from the battery to the interface box.
Use a 139-2789 Ferrule Crimp Tool to crimp a wire end (7) to the end of each wire.
Connect wire ends (7) to the appropriate locations. Be sure to observe the polarity of the connections.
Connect the wiring to the battery.
Note: Do not install main fuse (6) until all the wiring from the driven equipment is connected to the engine.

Connect the Wiring From the Driven Equipment

Show/hide table




Illustration 5	g02097115
Typical installations

Refer to Illustration 5. Make the electrical connections for the driven equipment at one of the following locations:

Interface Box - All the electrical connections for the driven equipment are made inside the interface box.

Interconnect Harness - The interconnect harness is connected to the interface box. All the electrical connections for the driven equipment are made to the end of the interconnect harness.

Remote Panel - A remote panel is connected to the interface box via an interconnect harness. All the electrical connections for the driven equipment are made at a terminal strip inside the remote panel.

Table 4 lists the connections that are available at each of the locations. Review the Table before making the connections.

Show/hide table

Table 4
Connections for the Driven Equipment
Description	Interface Box	Interconnect Harness (Wire Identification)	Remote Panel (Terminal strip)	Function and Comments
Prelube ON	Terminal 1 on the Terminal Block	A320-T33 Cable 91-Red	33	This output indicates that the prelubrication system is energized. The prelube indicator on the remote panel will illuminate when the prelubrication system is energized.
"Manual Prelube" Input	Terminal 2 on the Terminal Block	C293-T26 Cable 91-White	26	This input must be connected to the keyswitch input via a switch. The manual prelube switch on the remote panel provides this connection.
Unswitched +Battery	Terminal 4 on the Terminal Block	P200-T4 Cable 105-Red	4	These connections provide the electrical power to the remote panel. Current flow through these connections must be limited to 5 amp If the remote panel is not installed.
−Battery	Terminal 8 on the Terminal Block	P300-T39 Cable 105-Black	39
−Battery	Terminal 8 on the Terminal Block	P300-T40 Cable 91-Black	40
Keyswitch	Terminal 7 on the Terminal Block	P600-T18 Cable 105-White	18	This connection is the keyswitch input for the ECM. This connection must be powered when the engine control is in the "COOLDOWN/STOP", "AUTO", or "START" when the remote panel is not installed.
+5 VDC for the Input for the Desired Engine Speed	Terminal 6 on the Customer Connector	M170-T6 Cable 50-Red	6	An input for the desired engine speed is required. The input can be either 0 VDC to 5 VDC or 4 mA to 20 mA. The method for the desired speed input must be selected with Cat ET. Terminals 6 and 8 provide a 5 VDC supply for the desired engine speed. These terminals must be connected to the potentiometer for the desired speed. Terminal 7 is the input for the desired engine speed. An input of 0 VDC causes the engine rpm to equal the value of the "Minimum High Idle Speed" parameter. An input of 5 VDC causes the engine rpm to equal the value of the "Maximum High Idle Speed" parameter.
Input for the Desired Engine Speed	Terminal 7 on the Customer Connector	M170-T7 Cable 50-White	7
Return for the Desired Engine Speed	Terminal 8 on the Customer Connector	M170-T8 Cable 50-Black	8
Shield for the Wiring for the Desired Engine Speed	Terminal 9 on the Customer Connector	M170-T9 Cable 50-Shield	9
"+" Input for the 4 mA to 20 mA Desired Speed Signal	Terminal 10 on the Customer Connector	M180-T10	10	An input for the desired engine speed is required. The input can be either 0 VDC to 5 VDC or 4 mA to 20 mA. The method for the desired speed input must be selected with Cat ET. The 4 mA to 20 mA is an optional method for providing the desired engine speed input. If the 4 mA to 20 mA method is used to control the desired speed, the 0 VDC to 5 VDC input must be disabled. The 4 mA to 20 mA input is an isolated input. The "+" input must be in the same circuit as the "-" input. An input of 4 mA causes the engine rpm to equal the value of the "Minimum High Idle Speed" parameter. An input of 20 mA causes the engine rpm to equal the value of the "Maximum High Idle Speed" parameter.
"-" Input for the 4 mA to 20 mA Desired Speed Signal	Terminal 12 on the Customer Connector	M180-T12	12
"Grid Status" Input	Terminal 11 on the Customer Connector	M120-T11	11	This input is not normally used in industrial applications. Primary governor gains are used when this input is not connected to the digital return. Auxiliary governor gains are used when this input is connected to the digital return.
Cat Data Link +	Terminal 13 on the Customer Connector	D100-T13	13	These connections provide the means for communicating the status of the engine control system, of various engine components, and of sensors. The Advisor Monitor Display on the remote panel is connected to these terminals. The Cat Data Link can be connected to the Customer Communication Module (CCM). For information on connecting the CCM, refer to the most recent literature for the CCM. When the AVSpare Software for the CCM is loaded on a personal computer. The program uses the CCM to obtain engine information via this data link.
Cat Data Link −	Terminal 14 on the Customer Connector	D100-T14	14
Digital Return	Terminal 15 on the Customer Connector	P500-T15	15	This connection provides a return for various inputs.
Input for the "START" Mode	Terminal 16 on the Customer Connector	P615-T16	16	If these inputs are not wired correctly, the ECM will activate a diagnostic code. Typically, these inputs are connected to an engine control switch. Refer to "Inputs for the engines Mode of Operation" for additional information on these inputs. These inputs must be connected to a switch or a logic device. The switch or the logic device must be connected to the input of the digital return. When terminal 24 is connected to the digital return, the ECM is in "STANDBY" mode. The engines mode of operation is determined by the "Input for the START Mode". When the "Input for the START Mode"are connected to a digital return, the normal sequence for the start-up is initiated. When the "Input for the START Mode" are disconnected from the digital return, a normal shutdown is initiated. If the engine is running and the "Input for the Cooldown/STOP Mode" is connected to a digital return, the shutdown sequence is initiated.
Input for the "AUTO" Mode	Terminal 24 on the Customer Connector	P614-T24	24
Input for the "COOLDOWN/STOP" Mode	Terminal 31 on the Customer Connector	P613-T31	31
"Driven Equipment Ready" Input	Terminal 17 on the Customer Connector	M530-T17	17	This input indicates when the driven equipment is ready for operation. This input must be connected to a digital return in order for the engine to run. When this input is connected to a digital return, the engine can be started. When this input is not connected to a digital return, the engine will not crank. The ECM generates an event code if this input is not connected to a digital return within the programmed delay time. When the engine is running, this input normally remains connected to the digital return. If the engine is running and this input is disconnected from a digital return, the ECM immediately generates an event code. The ECM also de-energizes the GSOV. Because the cooldown is not performed, do not use this input for the normal shutdown.
Keyswitch	Terminal 7 on the Terminal Block	P600-T18	18	When this input is connected to a +Battery, the ECM will power up. The Advisor Monitor Display on the remote panel will power up.
Normal Stop	Terminal 19 on the Customer Connector	M510-T19	19	This input must be connected to a digital return in order for the engine to run. This input is not recommended for the normal shutdown. Connecting to a"Input for the COOLDOWN/STOP Mode" digital return is the recommended method for initiating a normal shutdown. If the engine is not running and this input is not connected to a digital return, the engine will not crank. No diagnostic codes or event codes are provided for this condition. If the engine is running and this input is disconnected from the digital return, the ECM will remove power from the GSOV. The cooldown does not operate.
Output for Active Alarm	Terminal 20 on the Customer Connector	P697-T20	20	This output is activated if the ECM detects an alarm condition. When this output is activated, the output is connected to ground. This output can sink 0.3 A.
Idle/Rated Input	Terminal 22 on the Customer Connector	M190-T22	22	When this input is not connected to a digital return, the engine will run at the idle speed that has been programmed with Cat ET. When the engine oil pressure is greater than the setpoint for the engine speed. This terminal is connected to a digital return, the engine will run at rated speed.
Emergency Stop	Terminal 2 on the two Terminal Connector	C256-T23	23	These terminals must be connected in order for the engine to start. These terminals must remain connected in order for the engine to run. If the ECM is controlling the gas shutoff valve and this circuit is opened, the ECM de-energizes the gas shutoff valve. The fuel is immediately shut off. The ignition is immediately shut off. Extra emergency stop buttons may be added to the emergency stop circuit. For details, refer to "Wiring for the Emergency Stop Circuit".
Emergency Stop	Terminal 28 on the Customer Connector	C256-T28	28
Output for Engine Failure	Terminal 25 on the Customer Connector	P698-T25	25	The ECM connects this terminal to ground when the ECM causes the engine to be shut down. This output can sink 0.3 A.
Input for Manual Prelube	Terminal 22 on the Customer Connector	C293-T26	26	This terminal is for the manual prelube. Prelube occurs when this input is connected to the +Battery and the logic in the ECM determines that a prelubrication is required.
Gas Shutoff Valve	Terminal 5 on the Terminal Block	A330-T30 Cable109-Red	30	These connections are part of the circuit for the Gas Shutoff Valve (GSOV). For details on these terminals, refer to "Wiring for the GSOV".
Gas Shutoff Valve	Terminal 1 on the two Terminal Connector	A330-T37 Cable 109-White	37
CAN Data Link +	Terminal 35 on the Customer Connector	D200-T35 Cable 45-Yellow	35	The Advisor Monitor Display on the remote panel is connected to these terminals.
CAN Data Link -	Terminal 36 on the Customer Connector	D200-T36 Cable 45-Green	36
CAN Data Link Shield	Terminal 38 on the Customer Connector	D200-T38 Cable 45-Shield	38
Spare	No Connection	P300-T41 Cable 109-Black	No Connection	Spare

Refer to the appropriate procedure to make the connections.

Interface Box

Show/hide table




Illustration 6	g01949634
Locations for connections inside the interface box

Wiring for the Emergency Stop Circuit

Show/hide table




Illustration 7	g01979413
Options for the wiring for the emergency stop circuit (A) Only the engine emergency stop button is used. (B) The circuit contains an extra emergency stop button that is provided by the customer.

An emergency stop button is provided on the interface box. An extra emergency stop button may be connected to the circuit. Ensure that you wire the emergency stop buttons properly to stop the engine immediately if there is an emergency situation. Wire the emergency stop circuit according to (A) or (B) in Illustration 7. Use 16 gauge wiring for this circuit.

The GSOV is immediately de-energized when an emergency stop button is activated. The ignition is disabled.

Show/hide table

NOTICE

Emergency shutoff controls are for EMERGENCY use ONLY. DO NOT use emergency shutoff devices or controls for normal stopping procedure.

Wiring for the Gas Shutoff Valve (GSOV)

The GSOV must be energize-to-run. The GSOV may be supplied by the customer or by AVSpare. Usually, the GSOV is installed when the piping for the fuel is installed at the site. The GSOV is also called the fuel control relay.

The GSOV may be controlled by the engines control system or by the customers equipment. The recommended configuration is for the engines control system to control the GSOV. There will be fewer problems if this configuration is used. When the customers equipment controls the GSOV. The equipment must include the necessary logic to ensure that the GSOV opens and the GSOV closes at the appropriate times.

The ECM can supply a maximum continuous current of 1.5 amp to the GSOV. A relay must be installed if the GSOV requires a continuous current that is greater than 1.5 amp.

When the engines control system controls the GSOV, the ECM supplies voltage to the GSOV. The valve opens to allow fuel to flow to the engine. When voltage is removed from the GSOV, the valve closes and the fuel flow stops.

The following section describes the two configurations for the circuit for the GSOV.

The GSOV is controlled by the engine control system. The customer may supply an extra switch in the electrical circuit for the GSOV. Refer to Illustration 8 for examples of these types of installations.

Show/hide table




Illustration 8	g01982573
The GSOV is controlled by the engine control system. (A) Only the engine emergency stop button is used. (B) The circuit contains an extra emergency stop button that is provided by the customer.

The GSOV is controlled by the customers equipment.

Refer to Illustration 9 for an example of this type of installation.

Show/hide table




Illustration 9	g01982673
The GSOV is controlled by the customers equipment. (1) 109-3038 Wire End

Wire the circuit for the gas shutoff valve according to the appropriate Illustration. Use 16 gauge wiring for this circuit.

CAN Data Link

A termination resistor must be added to the CAN data link. Select one of the following locations for the resistor.

Inside the Interface Box - Use this location when the CAN data link does not extend past the interface box.

Outside of the Interface Box - Use this location when the CAN data link extends past the interface box.

Illustration 10 describes a typical connection inside the interface box. Wire the connection according to SAE standards.

Show/hide table




Illustration 10	g01254499
Typical installation for the termination resistor inside the interface box (2 - 3) 8T-8729 Connector Pins (4) 153-2707 Electrical Cable (5) 3E-3370 Connector Receptacle As (6) 174-3016 Plug As

Illustration 11 describes a typical connection outside the interface box. Wire the connections according to SAE standards.

Show/hide table




Illustration 11	g01254713
Typical installation for the termination resistor that is outside of the interface box (2 - 3) 8T-8729 Connector Pins (4) 153-2707 Electrical Cable (5) 3E-3370 Connector Receptacle As (6) 174-3016 Plug As (7) Splice (8) 119-3662 Heat Shrink Tube

Customer Connector

Make the connections to the customer connector according to the following procedure:

Show/hide table




Illustration 12	g01952325
Orientation of the customer connector

Terminal Block

Interconnect Harness

Interconnect harness

Show/hide table




Illustration 13	g01707358
The end of the interconnect harness for the engines interface box

Refer to Illustration 13. Attach the interconnect harness to the engines interface box.

Remote Panel

Show/hide table




Illustration 14	g01256226
Dimensions and components of the remote panel (9) Advisor monitor display (10) Manual prelubrication switch and indicator (11) Emergency stop button (12) Engine control (13) Desired speed potentiometer (14) Service tool connector

The remote panel provides the following capabilities:

Emergency stop
Engine control
Advisor monitor display
Desired engine speed
Manual prelubrication
Indication of alarms, derates, and shutdowns via the Advisor monitor display

Make the connections to the remote panel according to the following procedure:

Refer to "Interconnect Harness". Route the interconnect harness from the interface box to the remote panel. Make the connections for the interconnect harness inside the interface box.

Note: The wires and the cables that make up the interconnect harness may be cut to the appropriate length, if necessary. Do not cut all the wires and the cables at the same time. Cut one wire and connect the wire to the appropriate location on the terminal strip. This strategy is important when a cable that contains several wires is cut. The cable does not have an external marking that identifies the cable. Cut the cable. Then slide the appropriate heat shrink tube into the end of each wire in the cable. This technique helps to ensure that each connection is made correctly.

Note: Each wire in the harness is identified with the circuit identification.

Select a wire. Identify the location on the terminal strip for the wire. Refer to Table 5.
Cut the wire to the appropriate length.
Slide the appropriate heat shrink tube onto the end of the wire. Shrink the tube onto the wire.
Attach the wire end that is the appropriate gauge onto the end of the wire.
Show/hide table

Illustration 15 g01243294

Location for the connections for the interconnect harness inside the remote panel

Refer to Illustration 15. Make the connections for the interconnect harness on the left side of the terminal strip. Insert the wire end into the appropriate location on the terminal strip. Pull on the wire to verify that the connection is secure.

Show/hide table

Table 5
Connections for the Interconnect Harness on the Terminal Strip
Interconnect Harness Wire Identification	Gauge of the Wire End	Location on the Terminal Strip	Function
P200-T4 Cable 105-Red	16	4	+Battery for the operation of the remote panel
M170-T6 Cable 50-Red	16	6	Desired Engine Speed
M170-T7 Cable 50-White	16	7	Desired Engine Speed
M170-T8 Cable 50-Black	16	8	Desired Engine Speed
M170-T9 Cable 50-Shield	16	9	Shield for the Desired Engine Speed
M180-T10	16	10	Desired Engine Speed 4 mA to 20 mA
M120-T11	16	11	Grid Status
M180-T12	16	12	Desired Engine Speed 4 mA to 20 mA −
D100-T13	16	13	Cat Data Link +
D100-T14	16	14	Cat Data Link −
P500-T15	16	15	Return
P615-T16	16	16	Start Command
M530-T17	16	17	Driven Equipment
P600-T18 Cable 105-White	14	18	Keyswitch
M510-T19	16	19	Normal Stop
P697-T20	16	20	Active Alarm
SC01-T21	16	21	Spare
M190-T22	16	22	Idle/Rated Input
C256-T23	16	23	Emergency Stop
P614-T24	16	24	Auto
P698-T25	16	25	Engine Failure
C293-T26 Cable 91-White	16	26	Manual Prelube Input
P696-T27	16	27	Crank Terminate
C256-T28	16	Bottom 28	Emergency Stop
M140-T29	16	29	Run Relay
A330-T30 Cable 109-Red	16	30	Gas Shutoff Valve
P613-T31	16	31	Cooldown/Stop
M164-T32	16	32	Desired Timing
A320-T33 Cable 91-Red	16	33	Prelube ON
D200-T35 Cable 45-Yellow	18	35	CAN Data Link +
D200-T36 Cable 45-Green	18	36	CAN Data Link −
A330-T37 Cable 109-White	16	37	Gas Shutoff Valve
D200-T38 Cable 45-Shield	18	38	CAN Data Link Shield
P300-T39 Cable 105-Black	14	39	−Battery
P300-T40 Cable 91-Black	16	40	−Battery
P300-T41 Cable 109-Black	Unconnected		Spare

Perform the following procedure to connect the wiring from the driven equipment.
Show/hide table

Illustration 16 g01242443

Location for the customers connection inside the remote panel
Refer to Illustration 16. Make the connections for the driven equipment on the right side of the terminal strip. Table 4 lists the connections that are available.

Wiring for the Emergency Stop Circuit

The circuit for the emergency stop buttons is complete when the remote panel is installed. An extra emergency stop button may be added to the circuit. Refer to Illustration 17. Remove the bridge and connect the additional button according to the Illustration.

Show/hide table




Illustration 17	g01982813
Emergency stop circuit with an extra emergency stop button

Wiring for the Gas Shutoff Valve (GSOV)

The circuit for the emergency stop buttons is complete when the remote panel is installed. Refer to Illustration 17.

Show/hide table




Illustration 18	g01982833
Circuit for the GSOV

Inputs for the Engines Mode of Operation

The engine has four modes of operation. The mode of operation is determined by three inputs. The valid configurations of the inputs are described in Table 6.

Show/hide table

Table 6
Valid Configurations of the Terminals on the Customer Connector for Selection of the engines Mode of Operation
	Terminal 24	Terminal 16	Terminal 31
"OFF/RESET" Mode	No⁽¹⁾	No	No
"AUTO" Mode	Yes⁽²⁾	No	No
"START" Mode	Yes	Yes	No
"START" Mode	No	Yes	No
"COOLDOWN/STOP" Mode	No	No	Yes

Show/hide table

⁽¹⁾	The "No" indicates that the terminal is not connected to terminal 15.
⁽²⁾	The "Yes" indicates that the terminal is connected to terminal 15.

Configurations that are not shown in Table 6 will activate a diagnostic code.

The transition between inputs must occur within 1/10 second. If the transitions do not occur within 1/10 second, a diagnostic code is activated.

"OFF/RESET" Mode

When none of the inputs are connected, the engine is in the "OFF/RESET" mode. Any active diagnostic codes are cleared.

"AUTO" Mode

When terminal 24 is connected to terminal 15, the engine is in the "AUTO" mode. The ECM is in standby. In the "AUTO" mode, terminal 16 controls both the engine start sequence and the shutdown sequence.

The engine start sequence is initiated when terminal 16 is connected to terminal 15. When terminal 16 is disconnected, the shutdown sequence is initiated.

"START" Mode

The engine start sequence begins when terminal 16 is connected to terminal 15.

"COOLDOWN/STOP" Mode

The cooldown begins when terminal 16 is disconnected from terminal 15 and terminal 31 is connected to terminal 15. The cooldown is followed by the shutdown sequence.

Connect Cat ET

Cat ET is designed to run on a personal computer. Cat ET can display the following information:

Parameters
Diagnostic codes
Event codes
Engine configuration
Status of the monitoring system

Cat ET can perform the following functions:

Perform diagnostic tests.
Calibrate sensors.
Download flash files.
Set parameters.

Note: For more information regarding the use of Cat ET and the PC requirements for Cat ET, refer to the documentation accompanying your Cat ET software.

There are two locations for connecting the communication adapter to the engines control system. One connection is on the ECM box. The other connection is on the remote panel.

The engines power supply provides the communication adapter with 24 VDC. An indicator on the communication adapter indicates when the adapter is receiving power. Use the following procedure to connect Cat ET to the engines control system.

Show/hide table




Illustration 19	g03794091
Connecting the Communication Adapter Ill (1) Personal Computer (PC) (2) 370-4617 Cable As (3) 317-7485 Communication Adapter (4) 327-8981 Cable As

Note: Items (2), (3), and (4) are part of the 317-7484 Communication Adapter Gp.

Set the engine control to the OFF/RESET mode.
Note: The communication adapter will power up when the adapter is connected to a PC or to an ECM that is powered up.
Connect cable (2) to the USB port of the PC.
Connect cable (4) to a service tool connector.
Restore electrical power to the ECM. Verify that the "POWER" indicator on the communication adapter is illuminated. Make sure that the PC is powered up.
Establish communication between Cat ET and the ECM. If Cat ET indicates that there is more than one ECM, select the engine ECM.
If Cat ET and the communication adapter do not communicate with the ECM, refer to Troubleshooting, "Electronic Service Tool Will Not Communicate with ECM".
Refer to Troubleshooting, "Electronic Service Tool Does Not Communicate" if any of the following conditions exist:
- Cat ET displays a message that refers to a communication problem.
- Cat ET displays "Error #142 The interface hardware is not responding".
- Cat ET displays a message that indicates that the firmware in the communications adapter is old.

Connect Gauges and Instruments

Water Manometer

Show/hide table




Illustration 20	g02110373
A typical configuration is shown. (1) Tap for the pressure gauge

Turn off the main gas valve.
Remove the plugs from tap (1).
Connect a 1U-5470 Engine Pressure Group or pressure gauge.

Emissions Analyzer

Install the emissions analyzer to monitor the exhaust emissions in the engine exhaust outlet. Analyzer should be installed ahead of any exhaust aftertreatment (catalysts). Remove the plug that is located in the exhaust inlet of the turbocharger, or in the exhaust elbow on naturally aspirated engines. Connect the emissions analyzer in accordance with the manufacturers instructions.

Note: An emissions analyzer that can measure NO and NO₂ separately must be used to check the air/fuel ratio control. Use the emissions analyzer to adjust the air/fuel ratio control. The accuracy of the emissions analyzer must be within 10 percent of a standard at the desired engine NO_X emissions level. Calibrate the emissions analyzer for both NO and NO₂ as needed to maintain this accuracy level.

Inlet Manifold Pressure

The inlet manifold pressure is measured below the throttle plate with a pressure gauge. The inlet manifold pressure is used to indicate the engine load.

Initial Start-Up Procedure

Ensure that all these factors are in proper working condition prior to the initial start-up: engine installation, driven equipment, all the related hardware and electrical connections. Failure to perform the commissioning procedure could result in unsatisfactory operation.

Perform the following procedure for the initial start-up and for start-up after major maintenance and/or after repair.

Note: Use Cat ET version 2008C or later.

Current fuel analysis
Obtain a fuel analysis and calculate the methane number for air/fuel ratio control.
- Methane number for determining desired timing.
- Fuel quality value for the engine setup
- Gas specific gravity for the engine setup
- Fuel specific heat ratio for the engine setup.
Connect Cat ET to the service tool connector. Establish communications with the master ECM. Go to the Air/Fuel Ratio setup screen and set the Air/Fuel Proportional and the Air/Fuel Integral input value to 0.
Set the first desired ignition timing by using the methane number and the fuel usage for this engine "Refer to the correct performance data sheet".
Set the engine speed control.
- Set the governor control to Isochronous.
- Set the Crank Terminate speed to be 50 rpm more than the cranking speed.
- Set Low idle to 1000 rpm (range 750 rpm – 1100 rpm)
- Set minimum high idle to 1050 rpm (range 900 rpm - 1300 rpm)
- Set maximum high idle to 1400 rpm (range 1100 rpm - 1500 rpm)
- Set governor gain "P" to 100 percent
- Set the governor stability "I" to 100 percent
Adjust the fuel supply pressure to the engine regulator to 25 to 40 (psi). Not exceed 40 psi.
Note: Fuel pressure should be set as low as possible but still allow for rated operation.
Adjust the fuel supply pressure to the fuel control valve between 1 and 5 psig. The target pressure should be 2.5 psig. The fuel supply pressure on ET can be read as the fuel supply pressure minus the atmospheric pressure. The target pressure for start-up of the G3508 engines should be 1 psi.
Use the Engine Set Up Requirement Matrix to determine whether the exhaust bypass position or the turbocharger speed charts must be used to determine the correct turbocharger speed settings. When using the Engine Set Up Requirement Matrix and the turbocharger speed charts, use the load % indicated on the ECM panel.
Note: There are two procedures indicated on the Engine Set Up Requirement Matrix. Procedure "A" allows the engine to be set up using the throttle and compressor bypass position to attain the correct turbocharger speed. Procedure "B" requires the use of the turbocharger speed sensor and the turbocharger speed charts to determine the target turbocharger speed setting. If the indicated load falls between the values noted in the charts, you will have to interpolate to obtain the correct speed setting. Procedure "B" can be used at any time, but, procedure "A" can only be used where noted in the Engine Set Up Requirement Matrix.
1. If using procedure "B", install the turbo speed sensor using these steps.
2. Remove all debris from the threaded plug and the surrounding area. Foreign material must be kept out of the turbocharger housing.
3. Remove the threaded plug and the o-ring seal. Store the plug in a clean place to be reinstalled.
4. Check the condition of the o-ring on the 343-3320 Speed Sensor. Replace the o-ring if necessary with 8T-9521 O-Ring Seal. Install the 343-3320 Speed Sensor.
5. Using a deep well socket to prevent damage to the speed sensor, torque the speed sensor to 12 to 15 N·m (8.85 to 11 lb ft). Connect the sensor harness to the multimeter. The black plug is ground and the red plug is the signal. Set the multimeter to 60 VAC range frequency measurement.
Show/hide table

Illustration 21 g03794085

Calibrate the NO_x sensor.

Note: If the engine air/fuel ratio is not correct, you cannot calibrate the NO_x sensor.

Perform the following procedure to calibrate the NO_x sensor:

Using Cat ET, disable the NO_x feedback system. Disabling the NO_x feedback system will put the engine into the "open loop" mode so that the air/fuel ratio can be manually adjusted. This step of disabling NOx feedback must be done with the system powered up but BEFORE starting the engine, for this initial setup procedure. Disabling the feedback before starting the engine will lock the FCF at 100 throughout the procedure.
Note: This step is primarily for initial setup or if the engine is not performing properly.
Note: Do not disable NO_x feedback from the configuration screen during operation when performing a standard NO_x sensor calibration. The ECM will disable NO_x feedback when "NO_x Calibration" is selected.
Start the engine. Before continuing, allow the engine to warm to normal operating temperature. Apply load to the engine.
Note: Recommended minimum desired cranking speed at startup is 150 rpm to 200 rpm.
Note: Recommended to set the engine to 1400 rpm with a 100 percent load. If not, set the engine to the maximum load and speed.
With the engine running, loaded and with feedback disabled, adjust the "Fuel Quality" parameter (BTU) in the configuration screen to obtain an air/fuel ration 10 PPM richer than feedback target.
Note: For a 0.5 g NO_x engine, adjust emissions to 70 PPM NO_x. For a 1.0 PPM NO_x engine, adjust the emissions to 150 PPM NO_x.
Note: Do not adjust the "Fuel Quality" parameter later when the engine is operating in the NO_x feedback or "Closed Loop" mode to correct FCF value.
If engine speed is not stable, select Turning Screen using Cat ET. Adjust Governor Gain Settings for best speed performance and stability.
Connect an emissions analyzer to the exhaust system. Allow the NO_x readings from the analyzer to stabilize.
Note: Apply minimum load to the engine before continuing the procedure. Verify that the engine operation conditions have stabilized.
Access the "service/calibrations/engine exhaust NOx level sensor calibration" screen of Cat ET. Use Cat ET to start the calibration.
Follow the prompts to guide you through the calibration procedure.
Compare the value of the NO_x that is reported from Cat ET to the value that is reported from the exhaust analyzer. Select the arrow buttons at the bottom of the calibration screen to increase or decrease the slope sensor value that is reported by Cat ET.
Note: Make small changes to the slope value during the calibration procedure. If large changes are made to the slope value, the engine operation may become unstable. Allow the engine to stabilize after each adjustment is made. When the values are comparable within ±10 PPM, click the "Next" button at the bottom of the screen.
Cat ET will prompt you to allow the engine to stabilize for 3 minutes to verify the correct settings.
If necessary, perform the calibration procedure again to recalibrate the sensor.

After the NO_x calibration has been completed, verify that NO_x feedback is enabled. Enable NO_x feedback by going to the configuration screen and selecting NO_x Feedback Enabled.

Show/hide table

Table 7
G3516 ULB 0.5 g NTE 1400 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	B	A	A	A	A	A
	3500	B	B	A	A	A	A
	4000	B	B	A	A	A	A
	4500	B	B	A	A	A	A
	5000	B	B	A	A	A	A
	5500	B	B	B	A	A	A
	6000	B	B	B	A	A	A
	6500	B	B	B	A	A	A
	7000	B	B	B	A	A	A
	7500	B	B	B	A	A	A
	8000	B	B	B	A	A	A
	8500	B	B	B	A	A	A
	9000	B	B	B	B	A	A
	9500	B	B	B	B	A	A
	10000	B	B	B	B	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 8
G3516 ULB 1.0 g NTE 1400 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	A	A	A	A	A	A
	3500	A	A	A	A	A	A
	4000	B	A	A	A	A	A
	4500	B	A	A	A	A	A
	5000	B	B	A	A	A	A
	5500	B	B	A	A	A	A
	6000	B	B	A	A	A	A
	6500	B	B	A	A	A	A
	7000	B	B	B	A	A	A
	7500	B	B	B	A	A	A
	8000	B	B	B	A	A	A
	8500	B	B	B	A	A	A
	9000	B	B	B	A	A	A
	9500	B	B	B	A	A	A
	10000	B	B	B	B	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 9
G3516 ULB 0.5 g NTE 1200 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	A	A	A	A	A	A
	3500	A	A	A	A	A	A
	4000	A	A	A	A	A	A
	4500	A	A	A	A	A	A
	5000	A	A	A	A	A	A
	5500	A	A	A	A	A	A
	6000	A	A	A	A	A	A
	6500	A	A	A	A	A	A
	7000	B	A	A	A	A	A
	7500	B	A	A	A	A	A
	8000	B	A	A	A	A	A
	8500	B	B	A	A	A	A
	9000	B	B	A	A	A	A
	9500	B	B	A	A	A	A
	10000	B	B	B	A	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 10
G3516 ULB 1.0 g NTE 1200 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	A	A	A	A	A	A
	3500	A	A	A	A	A	A
	4000	A	A	A	A	A	A
	4500	A	A	A	A	A	A
	5000	A	A	A	A	A	A
	5500	A	A	A	A	A	A
	6000	A	A	A	A	A	A
	6500	A	A	A	A	A	A
	7000	A	A	A	A	A	A
	7500	A	A	A	A	A	A
	8000	B	A	A	A	A	A
	8500	B	B	A	A	A	A
	9000	B	B	A	A	A	A
	9500	B	B	A	A	A	A
	10000	B	B	A	A	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 11
G3512 ULB 0.5 g NTE 1400 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	B	A	A	A	A	A
	3500	B	A	A	A	A	A
	4000	B	A	A	A	A	A
	4500	B	B	A	A	A	A
	5000	B	B	A	A	A	A
	5500	B	B	A	A	A	A
	6000	B	B	B	A	A	A
	6500	B	B	B	A	A	A
	7000	B	B	B	A	A	A
	7500	B	B	B	A	A	A
	8000	B	B	B	A	A	A
	8500	B	B	B	A	A	A
	9000	B	B	B	A	A	A
	9500	B	B	B	B	A	A
	10000	B	B	B	B	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 12
G3512 ULB 1.0 g NTE 1400 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	A	A	A	A	A	A
	3500	A	A	A	A	A	A
	4000	A	A	A	A	A	A
	4500	A	A	A	A	A	A
	5000	B	A	A	A	A	A
	5500	B	A	A	A	A	A
	6000	B	A	A	A	A	A
	6500	B	B	A	A	A	A
	7000	B	B	A	A	A	A
	7500	B	B	A	A	A	A
	8000	B	B	A	A	A	A
	8500	B	B	B	A	A	A
	9000	B	B	B	A	A	A
	9500	B	B	B	A	A	A
	10000	B	B	B	A	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 13
G3512 ULB 0.5 g NTE 1200 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	A	A	A	A	A	A
	3500	A	A	A	A	A	A
	4000	A	A	A	A	A	A
	4500	A	A	A	A	A	A
	5000	a	A	A	A	A	A
	5500	B	A	A	A	A	A
	6000	B	A	A	A	A	A
	6500	B	A	A	A	A	A
	7000	B	A	A	A	A	A
	7500	B	A	A	A	A	A
	8000	B	B	A	A	A	A
	8500	B	B	A	A	A	A
	9000	B	B	A	A	A	A
	9500	B	B	A	A	A	A
	10000	B	B	A	A	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 14
G3512 ULB 1.0 g NTE 1200 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	A	A	A	A	A	A
	3500	A	A	A	A	A	A
	4000	A	A	A	A	A	A
	4500	A	A	A	A	A	A
	5000	a	A	A	A	A	A
	5500	A	A	A	A	A	A
	6000	A	A	A	A	A	A
	6500	A	A	A	A	A	A
	7000	A	A	A	A	A	A
	7500	A	A	A	A	A	A
	8000	A	A	A	A	A	A
	8500	B	A	A	A	A	A
	9000	B	A	A	A	A	A
	9500	B	A	A	A	A	A
	10000	B	A	A	A	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 15
G3508 ULB 0.5 g NTE 1400 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	B	A	A	A	A	A
	3000	B	A	A	A	A	A
	3500	B	A	A	A	A	A
	4000	B	B	A	A	A	A
	4500	B	B	A	A	A	A
	5000	B	B	A	A	A	A
	5500	B	B	B	A	A	A
	6000	B	B	B	A	A	A
	6500	B	B	B	A	A	A
	7000	B	B	B	A	A	A
	7500	B	B	B	A	A	A
	8000	B	B	B	A	A	A
	8500	B	B	B	A	A	A
	9000	B	B	B	B	A	A
	9500	B	B	B	B	A	A
	10000	B	B	B	B	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 16
G3508 ULB 1.0 g NTE 1400 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	A	A	A	A	A	A
	3500	B	A	A	A	A	A
	4000	B	A	A	A	A	A
	4500	B	A	A	A	A	A
	5000	B	B	A	A	A	A
	5500	B	B	A	A	A	A
	6000	B	B	A	A	A	A
	6500	B	B	A	A	A	A
	7000	B	B	A	A	A	A
	7500	B	B	B	A	A	A
	8000	B	B	B	A	A	A
	8500	B	B	B	A	A	A
	9000	B	B	B	A	A	A
	9500	B	B	B	A	A	A
	10000	B	B	B	A	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 17
G3508 ULB 0.5 g NTE 1200 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	A	A	A	A	A	A
	3500	A	A	A	A	A	A
	4000	A	A	A	A	A	A
	4500	A	A	A	A	A	A
	5000	B	A	A	A	A	A
	5500	B	A	A	A	A	A
	6000	B	A	A	A	A	A
	6500	B	A	A	A	A	A
	7000	B	A	A	A	A	A
	7500	B	A	A	A	A	A
	8000	B	A	A	A	A	A
	8500	B	B	A	A	A	A
	9000	B	B	A	A	A	A
	9500	B	B	A	A	A	A
	10000	B	B	A	A	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 18
G3508 ULB 1.0 g NTE 1200 rpm: Engine Set Up Requirement Matrix
Setup Procedure		Max Operating Load [%]
Setup Procedure		100	90	80	70	60	50
Altitude [Feet]	2000	A	A	A	A	A	A
	2500	A	A	A	A	A	A
	3000	A	A	A	A	A	A
	3500	A	A	A	A	A	A
	4000	A	A	A	A	A	A
	4500	A	A	A	A	A	A
	5000	A	A	A	A	A	A
	5500	A	A	A	A	A	A
	6000	A	A	A	A	A	A
	6500	A	A	A	A	A	A
	7000	A	A	A	A	A	A
	7500	B	A	A	A	A	A
	8000	B	A	A	A	A	A
	8500	B	A	A	A	A	A
	9000	B	A	A	A	A	A
	9500	B	A	A	A	A	A
	10000	B	B	A	A	A	A

Note: Maximum operating load is the load % indicated on the ECM panel.

Show/hide table

Table 19
Part Load Throttle Position (at rated speed)
	G3516B	G3512B	G3508
Full Load Throttle Position	60-65%	60-65%	60-65%
75% Load Throttle Position	50-55%	40-45%	40-45%
50% Load Throttle Position	40-45%	30-35%	30-35%

Show/hide table

Table 20
Part Load Compressor Throttle Position (at rated speed)
	G3516B	G3512B	G3508
Full Load Bypass Position	10-15% ⁽¹⁾	10-15% ⁽¹⁾	10-15% ⁽¹⁾
75% Load Bypass Position	25-30%	15-20%	20-25%
50% Load Bypass Position	30-35%	30-35%	20-25%

Show/hide table

⁽¹⁾	If set up with current ambient temps between 43°-55°C (109-131°F) with an anticipated rise in ambient temperature target 3-10%.

Turbocharger speed setting procedure.
Note: The speed of the turbocharger will increase with an increase in temperature for a given speed, load, emission setting, and altitude.
1. Use the above tables to determine which turbocharger speed setup procedure can be used.
2. Procedure "A" utilizes compressor bypass actuator position to determine proper turbocharger speed. Procedure "B" utilizes turbocharger speed sensors to determine proper turbocharger speed.
  Note: When adjusting the exhaust bypass valve to attain target compressor bypass position, avoid adjusting the bypass valve adjustment screw all the way to its lowest setting and/or until the exhaust bypass is completelyclosed. If this should occur during the setup process, the procedure for turbocharger speed setup should be restarted. Shut down the engine, reset the exhaust bypass to initial setting and begin the process again. Also, as throttle delta pressure and compressor bypass position increase, turbocharger speed increases. If compressor bypass position and turbocharger speed stop increasing, the exhaust bypass valve should be checked for proper operation, the adjusting screw should be reset back to the initial position, and the procedure should be restarted.
Turbocharger speed setup procedure A: turbocharger compressor bypass actuator position. Reference table to determine proper compressor bypass actuator position. Adjust the exhaust bypass valve to attain the proper compressor bypass position.
Note: Throttle actuator position ranges are also provided for reference.
Turbocharger speed setup procedure B: Turbocharger speed sensors.
1. Determine maximum turbocharger speed for the site as indicated by the turbocharger speed charts.
2. Determine maximum inlet air temperature for the site.
3. Determine the emissions set point for the engine.(0.5gr NO_X or 1gr NO_X)
4. Identify what the engine speed and load percentage will be for the site.
5. Using engine speed, engine load, and emissions set point, identify the correct turbocharger speed charts (Following the below steps) to use for turbocharger setup.
6. Once the appropriate chart is identified, determine the correct temperature line to utilize for finding turbocharger maximum speed set point. The temperature line selected should be the highest expected to be seen at the turbocharger compressor inlet during the time period between this speed calibration and the next.
  For 0.5 g NO_x setting
  - Engine speed of 1400 rpm at 100% load:
  · G3508B - illustration 37
  - G3512B - illustration 31
  - G3516B - illustration 22
  - Engine speed of 1400 rpm at 90% load:
  - G3516B - illustration 23
  - Engine speed of 1400 rpm at 80% load:
  - G3516B - illustration 24
  - Engine speed of 1400 rpm at 75% load:
  - G3508B - illustration 38
  - G3512B - illustration 32
  - G3516B - illustration 25
  - Engine speed of 1200 rpm at 100% load:
  - G3508B - illustration 41
  - G3512B - illustration 35
  - G3516B - illustration 29
  - Engine speed of 1200 rpm at 75% load:
  - G3508B - illustration 42
  For 1 g NO_x setting
  - Engine speed of 1400 rpm at 100% load:
  - G3508B - illustration 39
  - G3512B - illustration 33
  - G3516B - illustration 26
  - Engine speed of 1400 rpm at 90% load:
  - G3516B - illustration 27
  - Engine speed of 1400 rpm at 80% load:
  - G3516B - illustration 28
  - Engine speed of 1400 rpm at 75% load:
  - G3508B - illustration 40
  - G3512B - illustration 34
  - Engine speed of 1200 rpm at 100% load:
  - G3508B - illustration 43
  - G3512B - illustration 36
  - G3516B - illustration 30
  - Engine speed of 1200 rpm at 75% load:
  - G3508B - illustration 44
  Note: When adjusting the exhaust bypass valve to attain target compressor bypass position, avoid adjusting the bypass valve adjustment screw all the way to its lowest setting and/or until the exhaust bypass is completelyclosed. If this should occur during the setup process, the procedure for turbocharger speed setup should be restarted. Shut down the engine, reset the exhaust bypass to initial setting and begin the process again. Also, as throttle delta pressure and compressor bypass position increase, turbocharger speed increases. If compressor bypass position and turbocharger speed stop increasing, the exhaust bypass valve should be checked for proper operation, the adjusting screw should be reset back to the initial position, and the procedure should be restarted.
  Note: Engine speed instability can occur if there is excess boost (instability can occur with compressor bypass actuator position at or above 45%). If instability does occur and excess boost is suspected as root cause, utilize a temperature line on the turbocharger speed graph that corresponds to a lower ambient/compressor inlet air temperature than the one currently being used.
Show/hide table

Illustration 22 g03736004

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 23 g03736007

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 24 g03736046

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 25 g03736050

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 26 g03736058

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 27 g03736062

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 28 g03736066

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 29 g03736070

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 30 g03736072

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 31 g03736082

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 32 g03736087

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 33 g03736094

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 34 g03736104

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 35 g03736115

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 36 g03736118

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 37 g03736129

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 38 g03736137

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 39 g03736141

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 40 g03736149

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 41 g03736151

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 42 g03736157

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 43 g03736321

Note: Maximum operating load is the load % indicated on the ECM panel.
Show/hide table

Illustration 44 g03736323

Note: Maximum operating load is the load % indicated on the ECM panel.
Check Fuel Correction Factor (FCF)
- The FCF needs to be at 100 percent ± 5 percent above 50 percent load. Adjust the fuel quality value (BTU) only if the FCF is outside the ± 5% range.
Recheck the turbocharger speed. If using Procedure "A" recheck the compressor bypass actuator position. If using Procedure "B" recheck turbocharger speed. If out of specification, return to step 8.
Check Emissions
By using ET, monitor the NO_x PPM. The NO_x PPM screen will display the value shown on the analyzer (±10 PPM) for a 5 minute period. If not, return to step 8.
Remove The Turbocharger Speed Sensor
1. Stop the engine and Allow To Cool! Then access the sensor and the wiring harness.
2. Remove the turbocharger speed sensor.
3. Remove the speed sensor by using a deep well socket to prevent damage.
4. Inspect the threaded plug and the O-ring. Replace the o-ring if necessary with 8T-9521 O-Ring Seal. Verify that the plug is free of debris.
5. Install the threaded O-ring plug and torque plug to 10 N·m (7 lb ft) to 15 N·m (11 lb ft).
Start The Engine And Set To The Desired Speed And Load
Note: Recommended minimum desired cranking speed is 150 rpm to 200 rpm and no more than 25% of maximum load at startup.

Adjusting the Governor

The response of the throttle actuator can be adjusted with Cat ET. Use Cat ET to change these parameters:

"Governor Gain Factor"
"Governor Stability Factor"
"Governor Compensation Factor"

Gain - Gain determines the speed of the controls response in adjusting for the difference between the desired condition and the actual condition. Increasing the gain provides a faster response to the difference between the desired condition and the actual condition.

Stability - Stability controls the speed for elimination of the error in the difference between the desired condition and the actual condition. The stability dampens the response to the error. Increasing the stability provides less damping.

Compensation - Compensation is used to adjust the time delay between the control signal and the movement of the actuator. If the compensation is too low, the engine speed will slowly hunt. If the compensation is too high, the engine speed will rapidly fluctuate.

Note: The default value for these parameters is "0". The default values should be sufficient for initial start-up. However, the values may not provide optimum performance.

These adjustments are provided to obtain optimum responses to changes in the engines load and in the engines speed. The adjustments also provide stability during steady state operation.

If you have a problem with instability, always investigate other causes before you adjust the governor. For example, diagnostic codes and unstable gas pressure can cause instability.

When you adjust the governor, make sure that the "Grid Status" parameter is "Off".

To change the "Governor Gain Factor" or the "Governor Stability Factor" , use the "Real Time Graphing" feature on the "Information" drop-down menu of Cat ET. The graph provides the best method for observing the effects of your adjustments.

After you make adjustments, always test the stability by interrupting the engine speed and/or load. Operate the engine through the entire range of speeds and of loads to ensure stability.

Note: Adjustment of the "Governor Gain Factor" directly affects the speed of the throttle actuator a difference exists between the actual and desired engine speed. An excessive increase of "Governor Gain Factor" may amplify instability.

To set the "Governor Gain Factor", increase the value until the actuator becomes unstable. Slowly reduce the value to stabilize the actuator. Observe that the engine operates properly with little overshoot or undershoot.

Adjustment of "Governor Stability Factor" dampens the actuators response to changes in load and in speed. Increasing the value provides less damping. Decreasing the value provides more damping. To reduce the overshoot, decrease the value. Reduce undershoot by increasing this value.

Note: An increase of the "Governor Stability Factor" requires a decrease of the "Governor Gain Factor" to maintain engine stability.

Illustration 45 shows some typical curves for transient responses.

Show/hide table




Illustration 45	g01017530
Typical curves for transient responses (Y) Engine speed (X) Time (1) The "Governor Gain Factor" is too high and the "Governor Stability Factor" is too low. There is a large overshoot on start-up and there are secondary overshoots on transient loads. (2) The "Governor Gain Factor" is slightly high and the "Governor Stability Factor" is slightly low. There is a slight overshoot on start-up but the response to transient loads is optimum. (3) The "Governor Gain Factor" is slightly low and the "Governor Stability Factor" is slightly high. There is optimum performance on start-up but slow response for transient loads. (4) The "Governor Gain Factor" is too low and the "Governor Stability Factor" is too high. The response for transient loads is too slow. (5) The response to transient loads is adjusted for optimum performance.

The default value of the "Governor Compensation Factor" is acceptable for most applications. Do not adjust unless the"Governor Compensation Factor" engines response to changes in load is unacceptable.

Decrease until a"Governor Compensation Factor" slow, periodic instability is observed. Then, slightly increase the value. Repeat the adjustments of the "Governor Gain Factor" and of the "Governor Stability Factor". Continue to increase the "Governor Compensation Factor" and readjust the "Governor Gain Factor" and the "Governor Stability Factor". Increase these settings until stability is achieved and the engines response to changes in load and in speed is optimized.

Illustration 46 is a graphic representation of adjusting the "Governor Compensation Factor".

Show/hide table




Illustration 46	g01017541
The increased width of the line for the actuator voltage indicates that the throttle actuator is more active. The line will widen as the value of the "Governor Compensation Factor" is increased. (Y) Actuator voltage (X) Time in seconds

Unburned Gas − Purge

The following events cause unburned gas to remain in the air inlet and in the exhaust manifold:

Emergency stop
Engine overspeed
The GSOV is commanded to close and the GSOV does not close.
Unsuccessful successive attempts to start the engine

Unburned gas may remain in the air inlet and exhaust system after several unsuccessful attempts to start the engine. The unburned gas may increase to a concentration that may ignite during an attempt to start the engine.

Perform the following procedure to purge the unburned gas:

Note: This procedure will not work if the engine control does not control the GSOV.

Connect Cat ET to the engine.
Verify that the value of the "Engine Purge Cycle" parameter is equal to 10 seconds less than the value of the "Crank Cycle" parameter.
Set the engine control to the START mode. The engine will crank for the "Engine Purge Cycle" time. Then, the gas shutoff valve will be energized and the ignition will be enabled. The engine will start.
Continue with your previous procedure.

Information System:

3304B and 3306B Engines for Caterpillar Built Machines Engine Oil Pump - Assemble

2009/11/16 New Window Washer Tank Group is Available for Certain Wheel Tractor-Scrapers {7306}

Installation of the Payload Monitoring System in Certain Wheel Loaders {7494}

Rework Procedure To Update the Radiator Group{1353, 7251}

C15 and C18 Tier 4 Final Engines General Information

C7.1 Industrial Engine Exhaust Combustion (ARD) - Aftertreatment Regeneration Device

3304B and 3306B Engines for Caterpillar Built Machines Engine Oil Pump - Disassemble

2009/06/15 New Fasteners for the Valve Mechanism Cover {1107, 1120}

2009/08/17 A New Baffle, A New Bracket, and New Seals Are Now Available On Certain Wheel Tractor-Scrapers {1353, 7251}

2009/06/15 Selection of Wire Rope and Use for PACCAR Winches {5163}

2010/05/27 An Improved Oil Supply Line for the Turbocharger Is Used on Some Track-Type Tractors {1052, 1307}

2009/06/08 An Improved Hydraulic Hose Assembly With Improved Routing Is Now Used For the Head End Of the Hydraulic cylinders On the Ripper {5057, 5352, 6310}

973 K Track-Type Loaders Lift Cylinder

D6T Track-Type Tractor Hydraulic System Lift Cylinder (Bulldozer)

950H Wheel Loader, 962H Wheel Loader and IT62H Integrated Toolcarrier Power Train Transmission Planetary

2009/06/15 Improved Hardware and Software for the Impeller Clutch on the 993K Torque Converter {1365, 3004, 3067, 3101, 4800, 4808, 7610, 7620}

Undersized Front Track Roller Frame Bearing{4151}

C9.3 Engines for Caterpillar Built Machines Engine Oil Pan - Remove and Install

C15 and C18 Tier 4 Final Engines Lubrication System

2009/10/01 A New Gasket and Hardware Are Used for the Water Lines In Some 3500 and G3500 Engines {1052, 1380}

D7R Series II Track-Type Tractor Engine Air Filter Primary and/or Secondary Element - Clean/Replace

973D Track-Type Loader Hydraulic System Ripper Cylinder

973D Track-Type Loader Hydraulic System Bucket Control Group

C15 and C18 Tier 4 Final Engines Basic Engine




Illustration 3	g01952039
Connections for the battery (6) Main fuse




Illustration 4	g01978974
Hardware for connecting the wiring from the battery (7) 119-8044 Wire Ends (6 Gauge) (8) 4P-4891 Terminal Bushing (9) 273-3127 Connector




Illustration 15	g01243294
Location for the connections for the interconnect harness inside the remote panel




Illustration 16	g01242443
Location for the customers connection inside the remote panel




Illustration 21	g03794085