form 6284 - section 4.30 - waltreiss.comwaltreiss.com/ebay/waukesha/6284_4_30.pdf · form 6284...

SECTION 4.30

LUBRICATION SYSTEM MAINTENANCE

OIL PREHEAT/PRELUBE

These engines can be equipped with a preheat and/or

prelube system (see Figure 4.30-1). This system con-

sists of the following component parts:

• Prelube pump (electric motor driven)

• Oil heater (thermostatically controlled immersion-

type)

• Solenoid valves (two)

• Check valve

Figure 4.30-1 Oil Prelube/Preheat Unit

OPERATION

Preheat the oil for startup at temperatures below 10° C

(50° F).

Oil is drawn from the crankcase drain plug outlet by

the prelube pump and delivered to the oil heater. From

the heater, oil is directed to a pair of solenoid valves;

one of which controls the oil flow during preheat and

the other which controls the oil flow during prelube.

During the preheat mode, the preheat solenoid valve

is open and the prelube solenoid valve is closed. This

allows oil flow from the pump, through the heater and

solenoid valve, back to the engine sump.

PRELUBE (FOR AUTOMATIC START UNITS)

Oil is drawn from the crankcase drain by the prelube

pump and delivered to the oil heater (if equipped).

From the heater, oil is directed to a pair of solenoid

valves; one of which controls the oil flow during pre-

heat and the other which controls the oil flow during

prelube. During the prelube mode, the preheat sole-

noid valve is closed and the prelube solenoid valve is

open. This allows oil flow from the pump, through the

heater (if equipped) and solenoid valve back to the

engine oil gallery.

A check valve is used between the engine oil gallery

and the prelube solenoid valve to prevent flooding the

turbocharger during the preheat cycle.

OIL PRESSURE GAUGE

It is recommended that an oil pressure differential

gauge be installed to monitor the oil pressure differen-

tial (“∆P”) between the oil inlet and outlet of the oil filter

assembly (see Figure 4.30-2). The engine must be

shut down to service the cleanable oil filters.

Figure 4.30-2 Oil Pressure Differential Gauge

Installation

OIL TO SUMP (PREHEAT) OIL TO ENGINE OIL

GALLERY (PRELUBE)

OIL FROM SUMP

PRESSURE GAUGE

FORM 6284 Third Edition 4.30-1


OIL SPECIFICATIONS

The performance of a

lubricant, like that of

any manufactured product, is the responsibility of

the refiner and supplier.

There are hundreds of commercial crankcase oils

marketed today. Engine manufacturers or users can-

not completely evaluate the numerous commercial

oils. The current edition of the EMA Engine Fluids

Data Book is available for purchase from:

Engine Manufacturers' Association

Two North LaSalle Street

Chicago, IL 60602

Phone (312) 827-8700

Fax (312) 827-8737

Email: [email protected]

www.enginemanufacturers.org

This section provides a tabulation of lubricant produc-

ers and marketers, together with the performance

classification for which the producers have indicated

their products are qualified.

The performance of a lubricant, like that of any manu-

factured product, is the responsibility of the refiner and

supplier.

The Waukesha Engine Warranty is limited to the repair

or replacement of parts that fail due to defective mate-

rial or workmanship during the warranty period. The

Waukesha Warranty does not include responsibility for

satisfactory performance of the lubricating oil.

With the exception of cogeneration and special or pro-

totype installations, Waukesha Engine has made it a

practice not to recommend oil by brand name.

OIL DESIGNATIONS

Oil is designated in several ways: American Petroleum

Institute (API), Society of Automotive Engineers

(SAE), American Society for Testing and Materials

(ASTM) performance classifications and Military Des-

ignation. Since no gas engine industry oil performance

designations exist, it is the responsibility of the engine

operator to verify with their oil supplier, that the oil they

select has proven field performance in their specific

engine make and model.

OIL ADDITIVES

Quality oils formulated specifically for natural gas

engines have sufficient additives to meet require-

ments. Waukesha does not recommend the addition of

oil additives to these quality oils.

OIL RECOMMENDATIONS

Waukesha recommends the use of oil formulated spe-

cifically for gas engines and meeting minimum ash

requirements based on engine makes and models

(see Table 4.30-1 and Table 4.30-2). The ash forming

constituents in oil formulations provide detergency,

corrosion protection and anti-wear protection. In addi-

tion, the ash produced during combustion of these

additives will provide protection against valve face and

seat recession.

Waukesha engines use

specifically formulated

gas engine oils. Waukesha Engine does not rec-

ommend gasoline or diesel oil formulations for

use with its engines. Use of gasoline or diesel oil

formulations may cause severe engine damage.

CATALYST CONTAMINANTS

The following contaminants are known catalyst deacti-

vators and should be avoided when selecting lubricat-

ing oils for installations with catalysts since they

contribute to shortened catalyst life: heavy and base

metals such as lead, mercury, arsenic, antimony, zinc,

copper, tin, iron, nickel, chrome, sulfur and phospho-

rus. These individual elements should not exceed

1 ppm or collectively exceed 5 ppm at the catalyst

inlet. Specific exceptions: phosphorus or silicon com-

pounds at the catalyst inlet are not to exceed 1 ppm

and sulfur compounds at the catalyst inlet are not to

exceed 100 ppm.

Do not confuse the concentration of these elements

AT THE CATALYST INLET with the concentration of

these elements in the oil itself.

CAUTION

CAUTION

4.30-2 FORM 6284 Third Edition


Table 4.30-1 Oil Recommendations By Model And Fuel

OIL FILTRATION REQUIREMENTS

The quality of oil filtration will directly affect engine

component life.

Waukesha's basic filtration requirement is 90% effi-

cient at 15 microns for all full flow sock and paper ele-

ments, and 98% efficient at 25 microns for cleanable

full flow metal mesh elements. Mesh or screen sizes

larger than 25 microns are not acceptable.

Oil filter elements should be changed when the oil is

changed or when the pressure drop across the oil filter

exceeds 24 psi (165 kPa).

Waukesha's complete oil filter performance specifica-

tion is shown in Waukesha specification sheets

S08486 and S08486-1.

EXTENDED OIL DRAIN INTERVALS

Extended oil drain intervals are not recommended

unless a Waukesha Microspin centrifuge, as well as

Waukesha supplied oil filtration components, are

installed. The Microspin centrifuge, in conjunction with

Waukesha supplied oil filtration components, will

remove spent additives, and other by-products of com-

bustion, allowing an increase in scheduled oil drain, and

oil filter element change intervals. See Table 4.30-8 and

Table 4.30-9 for the maximum number of hours between

normal and extended oil drain, and oil filter element

change intervals.

It is recommended that oil analysis be used to deter-

mine when condemning limits are reached.

WAUKESHA COGENERATION

INSTALLATIONS – OIL RECOMMENDATIONS

Waukesha Engine does not ordinarily recommend oils

by brand name. However, based on actual field experi-

ence, the oils listed in Table 4.30-3 are specified for

cogeneration installations with forced hot water cool-

ing systems 100 – 129° C (212 – 265° F) or ebullient

cooling 121° C (250° F).

It is especially important that the oils used in cogenera-

tion applications utilize base stocks with good thermal

stability. With a minimum of 4000+ hours of experi-

ence, the oils listed in Table 4.30-3 are known to give

satisfactory performance in high temperature cooling

systems' applications.

Additions to the list of approved oils may be made if

substantiating data is provided for an oil meeting the

following criteria:

MODEL/FUEL OIL REQUIREMENTS

VGF F18, H24, G, GL, GLD Naturally Aspirated and Turbocharged/Natural Gas

VGF L36, P48GL, GLD

Turbocharged/Natural Gas (1)(2)(3)

NATURAL GAS –- Oil with a nominal 1% sulfated ash by weight. This gas engine oil must use highly refined mineral oil base with a minimum of 0.5% and a maxi-mum of 1.0% sulfated ash by weight, with both metallic and ashless additive sys-tems. A maximum of 0.10% zinc is recommended.

VGF F18, H24, L36, P48 GSID,

Turbocharged/Natural Gas (1)(2)(3)

NATURAL GAS – Oil with a nominal 0.5% sulfated ash by weight. This gas engine oil must use highly refined mineral oil base with a minimum of 0.35% and a maxi-mum of 0.5% sulfated ash by weight, with both metallic and ashless additive sys-tems. A maximum of 0.10% zinc is recommended.

NOTE: (1) The quality of oil filtration will directly affect engine component life. Waukesha's basic filtration requirement is 90% efficient at

15 microns for all full flow elements, and 98% efficient at 25 microns for cleanable metal mesh elements. Waukesha's complete oil

filter performance specification is shown in Waukesha specification sheets S08486 and S08486-1.

(2) See “Maintenance Schedule” on page 4.60-1 in this manual for change intervals.

(3) See Table 4.30-5 for condemning limits.

Table 4.30-2 Oil Ash Content

VGF MODEL SULFATED ASH % (1)(2)

F18, H24, L36, P48 G, GL, GLD 0.45 – 0.75

F18, H24, L36, P48 GSID 0.35 – 0.50

NOTE: (1) Oils must be specifically formulated for gas engines

using highly refined mineral oil base stocks. The ash

requirements are a percentage by weight with both

metallic and ashless additive systems. A maximum of

0.10% zinc is recommended.

(2) Oil with 0.35% ash or less may be used in naturally

aspirated and catalyst equipped naturally aspirated or

turbocharged engines with the understanding that valve

recession may occur, thus shortening the normally

expected valve and seat life.

Table 4.30-3 Recommended Oils For Cogeneration

Applications (Using Pipeline Quality Gas)

BRAND TYPEPERCENT OF

SULFATED ASH

Chevron HDAX Low Ash SAE 40 0.50

Estor Super SAE 40 0.45

Estor Elite (Synthetic)SAE 20

W400.45

Estor Select 40 SAE 40 0.95

Mobil Pegasus 1(Synthetic)

SAE 15 W40

0.48

Mobil Pegasus 805 SAE 40 0.48

Mobil Pegasus 710 (89) SAE 40 0.99

Petro Canada, CG40 SAE 40 0.92

Q8 Mahler HA (Europe only) SAE 40 0.90

Q8 Mahler MA (Europe only) SAE 40 0.55

Shell Mysella MA SIPC (Outside USA only)

SAE 40 0.90



• Used in similar applications 100° C (212° F) to

129° C (265° F) jacket water temperatures.

• Minimum of 6 months operation. Documented with

engine inspection data.

• No signs of oil degradation or lacquering problems

(based on normal oil change interval, the engine

should be clean).

SOUR GAS, DIGESTER GAS, AND

LANDFILL GAS – OIL

RECOMMENDATIONS

Alternate fuel sources are attracting increasing interest

today as a low cost fuel or because of environmental

concerns. Waukesha, being the leader in developing

engine systems to accommodate these alternate fuels,

is aware of problems due to sulfur compounds (H2S,

etc.), siloxanes and halide constituents in these fuels.

Hydrogen sulfide (H2S), siloxanes and total organic

halide as chloride (TOH/CI) bring with them totally dif-

ferent problems to the engine and lubricating oils.

Waukesha has limited fuel trace gases to the follow-

ing:

NOTE: Waukesha currently does not limit total

siloxane content in the fuel gas used in VGF engines.

• Sulfur bearing compounds (H2S, etc.) content in fuel

gas to 0.1%, (1000 ppm) by volume. However, it is

not unusual to encounter biomass gas, or field gas,

with much higher percentages of sulfur bearing

compounds (H2S, etc.). Gas exceeding 0.1% sulfur

bearing compounds must be treated.

• Maximum organic halide content, expressed as

chloride, (TOH/CI) in landfill gas is limited to

150 micrograms per litre (µg/l).

• Maximum liquid fuel hydrocarbons at the coldest

expected engine mounted regulator fuel outlet tem-

perature are limited to 2% total by gaseous volume.

• Maximum permissible free hydrogen content is 12%

by volume.

When dealing with halogens or halogen compounds in

landfill gas, the subject becomes too complicated to

address here as it relates to the selection of a lubricat-

ing oil, used oil analysis, and drain interval. It follows

that those customers operating on landfill gas review

Waukesha Engine's Fuel Specification S7884-7 (or

current revision) to fully understand the ramifications

of operating an engine on landfill gas. This section, as

well as Service Bulletin 9-2701, prescribes specific

fuel gas sampling techniques, fuel gas analysis, han-

dling of abrasive fuel constituents, and limitations on

total organic halide as chloride, to achieve reasonable

engine life. Lubricating oil requirements change as the

TOH/CI increases.

RECOMMENDED OIL FOR LANDFILL GAS

APPLICATIONS

Waukesha recommends lubricating oils specifically for-

mulated for landfill gas (see Table 4.30-4). However,

care must be taken that oils formulated for a particular

fuel type not be used beyond their recommendations.

When used outside of their recommendations, some

landfill gas formulated oils can cause excessive build-

up of abnormal ash deposits in the combustion cham-

ber. Landfill gas engine oils should only be used for

engines applied to landfill gas operation, not digester

gas operation.

The best approach would be to filter or absorb corro-

sives in the fuel gas before they reach the engine.

There are increasing claims for filtration and absorp-

tion by various companies manufacturing and promot-

ing these types of product. Waukesha makes no

endorsement of these products or services. Their per-

formance is solely the responsibility of their manufac-

turers.

WARNINGWaukesha Engine assumes no liability or respon-

sibility for damage to the environment, or personal

injury caused by using landfill gases or sour

gases. It is the customer's sole responsibility to

carefully analyze any gases they chose to use.

Use of these gases is at the customer's own risk.

Disregarding this information could result in

severe personal injury or death.

Table 4.30-4 Landfill Gas Applications – Recommended

Oil

BRAND TYPEPERCENT OF

SULFATED ASH



Chevron HDAX LFG SAE 40 0.71



RECOMMENDATIONS FOR FUEL GAS

FILTRATION OF SOLIDS AND LIQUIDS

Solid Particulate Removal:

Coalescer shall have an absolute rating of 5 microns

(0.3 microns for landfill applications) for solid particu-

late removal.

Liquid And Aerosol Removal From Fuel Gas:

Coalescer shall remove entrained liquid and aerosol

contaminants of 0.3 µm (micron) or larger.

• Fuel gas compressor lubricating oil carryover must

be removed from the fuel stream. A coalescing filter

with a 0.3 micron rating is adequate in most cases.

Even though this oil is hydrocarbon based and com-

bustible, it contains an additive package with cal-

cium and other undesirable elements and

compounds. Failure to remove this carryover oil can

lead to fuel regulator problems, excessive spark

plug and combustion chamber deposits, cylinder

varnish, ring sticking, and other problems.

• Liquid water is not allowed in the fuel because it fre-

quently results in fouling and corrosion. Particular

attention must be paid to landfill and digester gases

since these gases are commonly received saturated

with water. To insure that no liquid water forms in the

fuel system, Waukesha specifies that the dew point

of the fuel gas should be at least 11° C (20° F) below

the measured temperature of the gas before all

engine mounted regulators and engine remote regu-

lator pilot valves (if so equipped). On engines without

prechamber fuel systems, saturated fuel gas (100%

relative humidity) at the carburetor inlet is acceptable.

A 0.3 micron coalescing filter will remove any liquid

water droplets being carried along with the fuel

stream. The water content of the gas can then be

reduced to an acceptable level by several methods.

A. Condensation of excess moisture by refrigerat-

ing the fuel gas to no higher than 4° C (40° F)

followed by reheating of the gas to 29 – 35° C

(85 – 95° F). This process will also remove sig-

nificant amounts of halogenated and heavy

hydrocarbons and volatile siloxanes.

B. Selective stripping with a chemical process.

C. By heating: If the gas is 17° C (30° F) or more

above the ambient temperature, it can be

cooled by passing it through a heat exchanger

or refrigeration system, then reheated, in man-

ner similar to Step A. If the gas is 11° C (20° F)

or more below the ambient temperature, it can

be heated. In both cases, the fuel system after

the heating operation should be insulated. Heat-

ing of the fuel gas is limited to the maximum

allowable temperature of 60° C (140° F).

• Glycol is not permitted in fuel gas because it can

affect the engine in adverse ways. The lubricating

qualities of the oil may be reduced, resulting in bear-

ing failure, piston ring sticking, excessive wear, and

other problems. A 0.3 micron rated coalescing filter

will remove liquid glycol from the fuel stream.

Design Criteria:

Coalescer filter housing is to be of the cylindrical type,

vertically mounted. The housing shall contain two

sump chambers, such that the lower sump collects

heavier liquid dropouts immediately downstream of the

gas inlet, while the upper sump collects liquids drain-

ing off the coalescer cartridge(s).

The coalescer design shall utilize an inside to outside

gas flow path through the coalescer cartridge.

Recommended Coalescing Filter:

Pall Process Filtration Company

Model CC3LG7A

The following recommendations will minimize corro-

sion problems normally encountered with fuel gas con-

taining H2S and TOH/CI:

• Recommendation #1

Select a gas engine lubricating oil with a high alkalinity

reserve, 7 to 13 Total Base Number (TBN). Alkalinity

reserve in the oil is measured in TBN. The higher the

TBN, the more reserve.

Contact your oil supplier or consult the EMA Engine

Fluids Data Book for an appropriate choice. Also fol-

low the appropriate ash content percent by weight for

the specific engine model.


Used oil analysis is mandatory for alternate fuel appli-

cations. Oil change periods are determined by TBN,

Total Acid Number (TAN), oxidation and nitration level

in the used oil samples. The user must change the oil

when the TBN level falls to 30% of the new oil value or

TAN increases by 2.5 – 3.0 above the new oil value.

The method of measuring TBN in used oil must be

ASTM-D2896.

DEXSIL� Corporation, has developed the Q2000 field

test kit, as a test for chlorine contamination of engine

oil exposed to chlorine containing fuels, as in landfill

gas. This field test kit is highly accurate, and allows the

operator to obtain timely test results in the field. The oil

must be sampled every 50 hours, in order to establish

a “trend.” Waukesha has experienced good results

with this kit. Order information may be obtained from:

DEXSIL� Corporation

One Hamden Park Drive

Hamden, CT 06517



TOH/CI does not affect

TBN levels the same as

sulfur compounds. Therefore, the 70% depletion

as an indicator of a change interval only applies to

the applications where fuel gas does not contain

halides. Disregarding this information could result

in product damage and/or personal injury.


Increase the jacket water temperature to 99 – 113° C

(210 – 235° F) and oil temperatures to 85 – 93° C

(185 – 200° F). Increased temperatures will reduce

condensation, which will reduce the concentration of

acids within the crankcase. High temperature thermo-

stats are available for most models.

If you have any question on lubricants to be used with

alternate fuel gases, contact the Field Service Depart-

ment or Sales Engineering Department prior to select-

ing a lubricating oil.

OIL CONDEMNING LIMITS

Lubricating oil condemning limits are established by

the engine manufacturer's experience and/or used oil

testing.

Laboratory testing will determine the used oil's suitabil-

ity for continued use. Used oil testing should cover the

data shown in Table 4.30-5.

Actual oil change inter-

vals to be determined

by engine inspection and oil analysis in conjunc-

tion with the condemning limits. Disregarding this

information could result in product damage.

In the interest of developing a reasonable life expect-

ancy for Waukesha engines operating on fuel gas

laden with some level of halogens, our experience dic-

tates the following:

• To achieve the life expectancy of an engine operat-

ing on pipeline quality natural gas, remove all halo-

gen compounds and abrasives from the fuel gas.

• Reasonable life can be expected if Total Organic

Halide as Chloride Concentration (TOH/CI) of the

fuel does not exceed 150 micrograms per litre (µg/l).

Total Organic Halide as Chloride (TOH/Cl) equals

the sum of all halogenated compounds expressed

as chloride in micrograms/litre as chloride (µCl/L) at

STP (Standard Temperature and Pressure). Rea-

sonable life can also be expected with increased

maintenance and operating adjustments to the

engine.

• Typical changes in maintenance and operation at

this level are:

•• Decreased oil change interval (150 hours to

start).

•• Condemn oil when 900 ppm chlorine level in

used oil is reached. This will aid in establishing

an oil change interval.

•• Lubricating oil analysis each 50 hours maximum.

•• Elevated jacket water temperature 100 – 113° C

(212 – 235° F).

•• Elevated oil temperature to 85 – 93° C (185 –

200° F).

•• Use of high TBN oil (7.0 - 13.0).

•• Bypass lubrication oil filtration. Waukesha Engine

has introduced the Microspin cleanable oil filter-

ing system. The Microspin system utilizes the

cleaning capabilities of a centrifuge, coupled with

cleanable filter elements. The Microspin system

utilizes Waukesha's current oil filtration canister

for the cleanable elements. The centrifuge is

installed as a bypass system, working in conjunc-

tion with the cleanable filter elements. The

Microspin centrifuge can also be used with stan-

dard filter elements.

• TOH/Cl above 150 micrograms chloride/litre require

pre-treatment of the fuel in order to make it suitable

for use in a reciprocating engine.

WARNINGEngine oil is extremely hot and is under pressure.

Use caution when sampling engine oil for analy-

sis. Failure to follow proper procedures could

cause severe personal injury or death.

Table 4.30-5 Used Oil Testing And Condemnation

TEST CONDEMNING LIMIT

Viscosity -20/+30% Change

Flash Point Below 180° C (356° F)

Total Base Number (TBN)(ASTM-D2896)

30% of New Oil Value(Not applicable to TOH/Cl)

Total Acid Number (TAN)2.5-3.0 Rise Above New Oil

Value

Oxidation (Abs/Cm) 25

Nitration (Abs/Cm) 25

Water Content Above 0.10% Wt.

Glycol Any Detectable Amount

Wear Metals Trend Analysis

Chlorine 900 ppm

CAUTION CAUTION



DEXSIL� Corporation, has developed the Q2000 field

test kit, as a test for chlorine contamination of engine

oil exposed to chlorine containing fuels, as in landfill

gas. This field test kit is highly accurate, and allows the

operator to obtain timely test results in the field. The oil

must be sampled every 50 hours, in order to establish

a “trend”. Waukesha has experienced good results

with this kit. Order information may be obtained from:

DEXSIL� Corporation

One Hamden Park Drive

Hamden, CT 06517

OIL VISCOSITY SELECTION

The operating temperature of the oil in the sump or

header is the best guide for selecting the proper SAE

grade of oil (see Table 4.30-6). When the oil tempera-

ture is unknown, add 67° C (120° F) to the ambient

temperature to obtain the estimated sump oil tempera-

ture.

MULTI-VISCOSITY OILS

Use multi-viscosity oils only for engines in cold starting

applications. Multi-viscosity oil may deteriorate in con-

tinuous operation, allowing the oil to lose viscosity

through shearing. In this state, the oil may not supply

sufficient lubricating films and/or pressure. Therefore,

utilize an oil analysis program to determine the oil

change intervals.

SYNTHETIC OILS

Based on developments by Exxon Corporation and

Mobil Oil Corporation and the release of their synthetic

lubricating oils, Waukesha Engine now recognizes

these products as being suitable for all Waukesha sto-

ichiometric and lean burn gas engines. Table 4.30-3

lists the synthetic oils available.

When synthetic lubricating oils are selected, it is sug-

gested that you contact Waukesha Engine for change

interval recommendations. Typically, synthetic oil

change intervals are 3 to 5 times longer than those of

mineral oils. Actual change intervals must be estab-

lished through oil analysis and visual inspection of

engine components. Typical areas to look for oil break-

down are: exhaust valve stems, piston ring area, and

piston undercrown. Oil filter change intervals remain at

1000 to 1500 hours of operation.

Synthetic oils are not recommended for digester or

landfill gas applications.

LOW AMBIENT TEMPERATURE

OPERATION

At low ambient temperatures, use an oil which will pro-

vide proper lubrication when the engine is hot and

working. For engines of 16.4 L (1000 cu. in.) and

above, operating at ambients below 10° C (50° F) oil

and jacket water heaters are required to warm oil and

water for fast starting and loading of engines.

Waukesha Engine will supply information on these

starting devices upon request.

OIL CONSUMPTION RATES

Typical oil consumption rates have been updated for

all Waukesha engines (see Table 4.30-7).

FORMULAS FOR DETERMINING OIL

CONSUMPTION RATES

The following formulas may be useful in determining

whether the oil consumption rate of the engine is nor-

mal.

Table 4.30-6 Sump Temperature And SAE Number

16.4 L (1000 CU. IN.) DISPLACEMENT AND LARGER

SumpTemperatures

HeaderTemperature

SAENumber

71 – 110° C(160 – 230° F)

71 – 91° C(160 – 195° F)

40

Below 71° C (160° F) Below 71° C (160° F) 30

NOTE: Do not operate engines with an oil header temperature

below 60° C (140° F). Engines that exceed 91° C (195° F)

header temperature or 102° C (215° F) sump temperature

should have reduced oil change intervals.

Table 4.30-7 Oil Consumption

LBS/HP-HR

GRAMS/HP-HR

GRAMS/kW-HR

0.0002 – 0.002 0.091 – 0.910 0.121 – 1.22

NOTE: Oil consumption rates given above are a general guide

and not meant to be used for Condemning Limits or determining

overhaul requirements.

LBS

HP HRñ----------------------- 7.3 Number of Gallons of Oil Used×

HP Hours of Operation×------------------------------------------------------------------------------------------------=

LBS

HP HRñ----------------------- 1.82 Number of Quarts of Oil Used×

HP Hours of Operation×-------------------------------------------------------------------------------------------------=

Grams

HP HRñ----------------------- 875 Number of Litres of Oil Used×

HP Hours of Operation×--------------------------------------------------------------------------------------------=

Grams

kW HRñ----------------------- 875 Number of Litres of Oil Used×

kW (corrected) Hours of Operation×------------------------------------------------------------------------------------------------=



OIL CHANGE INTERVALS

The use of some types of oil, as well as dusty environment, marginal installa-

tion, internal engine condition and/or operating the engine with malfunctioning

carburetion equipment may require more frequent oil changes. Waukesha Engine recommends the lubri-

cating oil be monitored with a professional oil analysis program. Extended oil change intervals may cause

varnish deposits, oil oxidation, or sludge conditions to appear in the engine, which an oil analysis cannot

detect. Disregarding this information could result in engine damage. Contact your local Waukesha Distrib-

utor for periodic engine maintenance.

Table 4.30-8 Recommended Oil Change Intervals For Engines Receiving Normal Maintenance*

* Change fuel filter elements when oil is changed.

FOR ENGINES OPERATING WITH OIL HEADER TEMPERATURES 91° C (195° F) OR BELOW

ENGINE MODEL

ISO STANDARD OR CONTINUOUS POWER

RATING

ENGINES OPERATED IN EXCESS OF

ISO STD POWER

LIGHT LOAD OPERATION

EBULLIENT COOLED OR HOT WATER SYSTEM

WITH ENGINE WATER

TEMPERATURE 93° C (200° F) OR

ABOVE

STANDBY DUTY

VGF G, GL, GLD Natural Gas,

HD-5 Propane

1000 hours(Extended 1250 hours**)

** Extended oil drain intervals listed are acceptable if a Microspin centrifuge, in conjunction with a Waukesha supplied oil filtration system isused and an oil analysis program is followed.

500 hours 1000 hours 720 hours500 hours or

annually

VGF GSIDNatural Gas,

HD-5 Propane

720 hours(Extended 900 hours**)

500 hours 720 hours 500 hours500 hours or

annually

Table 4.30-9 Recommended Oil Change Intervals For Engines Receiving Normal Maintenance And Using Gaseous

Fuel Containing H2S

FOR ENGINES OPERATING WITH ELEVATED OIL SUMP TEMPERATURE

ENGINEMODEL

ISO STANDARD OR PRIME POWER

RATING

ENGINES OPERATED IN EXCESS OF

ISO STD POWER

LIGHT LOAD OPERATION

EBULLIENT COOLED OR HOT WATER SYSTEM

WITH ENGINE WATER

TEMPERATURE 93° C (200° F) OR

ABOVE

STANDBY DUTY

VGF Series 360 hours 250 hours 360 hours 360 hours 250 hours

NOTE: Change oil filter elements when oil is changed.

Table 4.30-10 Duty Cycle Definitions

ISO STANDARD OR CONTINUOUS POWER RATING:

The highest load and speed which can be applied 24 hours a day, 7 days a week, 365 days per year, except for normal maintenance. It is permissible to operate the engine at up to ten percent overload or maximum load indicated by the intermittent rating, whichever is lower, for two hours in each 24 hour period.

GENERATOR STANDBY POWER RATING:

In a system used as a backup or secondary source of electrical power, this rating is the output the engine will produce continuously (no overload), 24 hours per day, for the duration of the prime power source outage.

INTERMITTENT POWER RATING:

This rating is the highest load and speed that can be applied in variable speed mechanical system application only. Operation at this rating is limited to a maximum of 3500 hours per year.

GENERATOR PEAK SHAVING:

Peak shaving is operation of an engine for a limited time to meet short term peak power require-ments. Speed, loading, and hours per year of operation will affect the recommended oil change interval.

LIGHT LOAD OPERATION: Power levels less than 50% of the maximum continuous power rating.

CAUTION



The crankcase level should be checked prior to each

day's engine operation. The engine oil should be

changed, including the oil filter elements and draining

the oil cooler, every 1000 hours or sooner based on

the engine's use (see Table 4.30-8 and Table 4.30-9).

The condition of the oil on the dipstick (right or left front

corner of engine) should be observed carefully.

Replace oil at any time it is diluted, broken down,

thickened by sludge, or otherwise deteriorated. The

useful life of the oil will depend on the engine load,

temperature, fuel quality, atmospheric dirt, moisture

and maintenance. Where oil performance problems

rise or are anticipated, the oil supplier should be con-

sulted.

Oil change intervals should not be extended beyond

the recommendations (because of additive depletion)

without a good oil analysis program. However, labora-

tory analysis is intended primarily to detect engine

problems and will not predict the oil additive “dump

out” point precisely. Consequently, close attention to

engine conditions by the operator is required when

considering an alternate oil change interval.

Close attention to engine operating temperatures can

extend the hours between oil drain intervals, if less

than 1000 hours. If engine jacket water and oil temper-

atures are maintained as specified by Waukesha, par-

ticularly during periods of light load operation, the

probability of condensation of corrosive vapors in the

engine is minimized (see Table 4.30-10). This reduces

the rate at which the alkalinity reserve total base num-

ber (TBN) in the oil is depleted, which increases the

length of time that the oil can be used.

When using an engine oil with which you have no pre-

vious operating experience, a well monitored mainte-

nance program should be instituted to observe the

engine's performance and external condition for the

first year's usage. This procedure will help in determin-

ing if the new oil is compatible to your type of opera-

tion.

NOTE: Refer to Service Bulletin 12-1880Y, or latest

revision, for complete information in lubricating oil

recommendations (Waukesha Engine Oil Specifications).

OIL CHANGE PROCEDURE – F18/H24

1. Remove drain plug (located on oil pan) and drain

oil while still warm.

2. Remove oil filters (use filter wrench) (see Figure 4.30-3).

Figure 4.30-3 F18/H24 Oil Filters

3. Replace drain plugs.

4. Apply small amount of oil onto the seal located at

bottom of filter. Install filter and tighten until seal con-

tacts base. Turn filter another 3/4 of a turn. Hand

tighten filters only.

5. Fill crankcase with proper grade and viscosity of

oil. Oil fill cap is located on front gear cover (see

Figure 4.30-4).

Figure 4.30-4 Oil Fill Location

WARNINGEngine oil is hot and can burn if it contacts bare

skin. Disregarding this information could result in


OIL FILTERS

OIL FILL CAP



6. Prelube engine if equipped, or crank engine over

several times (without fuel or ignition), until oil pres-

sure is indicated on oil pressure gauge. Recheck oil

level using dipstick and add more oil if required (see

Figure 4.30-5).

Figure 4.30-5 Oil Dipstick

7. Start engine and check for leaks around oil filters

and drain plugs. Re-tighten if necessary.

OIL CHANGE PROCEDURE – L36/P48

1. Remove drain plug (located on oil pan) and drain

oil while still warm.

2. Open drain plug and drain oil from bottom of

engine mounted oil cooler.

3. Drain oil from oil filter housing by removing two

drain plugs (see Figure 4.30-6).

4. Remove ten M12 flange nuts and remove oil filter

cover.

Figure 4.30-6 Oil Filter Housing

5. Replace both oil filters located under oil filter cover

(see Figure 4.30-7).

Figure 4.30-7 Oil Filters

6. Install oil filter cover using new O-rings (see

Figure 4.30-8). Secure with M12 flange nuts and

tighten to 50 ft-lb (68 N⋅m).

Figure 4.30-8 Filter Housing O-rings

WARNINGEngine oil is hot and can burn if it contacts bare

skin. Always wear protective equipment when

changing engine oil. Disregarding this information

could result in severe personal injury or death.

OIL LEVELDIPSTICK

DRAIN PLUGS

M12 FLANGE NUT

OIL FILTER

O-RINGS



7. Replace drain plugs in filter cover. Tighten drain

plugs to 25 ft-lb (34 N⋅m).

8. Fill crankcase with proper grade and viscosity of

oil. Oil filler cap is located directly above oil filter hous-

ing (see Figure 4.30-9).

Figure 4.30-9 Oil Filler Cap

9. Prelube engine if equipped, or crank engine over

several times (without fuel or ignition), until oil pres-

sure is indicated on oil pressure gauge. Recheck oil

level with dipstick and add more oil if required (see

Figure 4.30-10).

Figure 4.30-10 Oil Dipstick

10. Start engine and check for oil leaks around filters

and drain plugs. Retighten if necessary.

MICROSPIN CLEANABLE OIL FILTERING

SYSTEM

The Microspin centrifuge is available in two sizes, the

P/N 489189 for all Vee model VGF engines, and a

smaller Microspin centrifuge P/N 489300 for Inline

VGF engines.

The Microspin system consists of two major compo-

nents, a centrifuge using a removable paper insert (see

Figure 4.30-11), and cleanable oil filter elements. The

Microspin system cleanable filter elements are installed

in the existing oil filtration canister. The cleanable filter

elements remove particles as small as 25 microns. The

centrifuge is installed as a bypass system, working in

conjunction with the cleanable filter elements. The cen-

trifuge is driven by the engine's oil pressure. The spin-

ning action of the centrifuge's internal turbine assembly

develops a force that exceeds 2000 Gs, which com-

pacts the contaminants against the turbine housing.

The centrifuge will remove oil contaminating particles

as small as 0.5 microns. The Microspin system is more

environmentally friendly than systems that utilize dis-

posable elements. Cleaning the elements eliminates

the expense of replacement elements and the cost of

hazardous waste disposal. Table 4.30-11 and

Table 4.30-12 lists the available Microspin kits and

maintenance parts available.

NOTE: *Microspin Maintenance Kit (contains Nut O-ring Rotor O-ring

[1], Base O-ring [1], Paper Inserts [4]).

OIL FILLER CAP

OIL LEVEL DIPSTICK

OIL LEVEL DIPSTICK

Table 4.30-11 Microspin Cleanable Oil Filter Kits

DESCRIPTION P/N

Maintenance Kit (P/N 489300 Centrifuge) G-962-1620

Maintenance Kit (Cleanable Filter Assembly) G-962-1621

Table 4.30-12 Microspin (P/N 489189) Cleanable Oil

Filter Component Parts

DESCRIPTION P/N

Maintenance Kit (Centrifuge) G-962-1600*

Cleanable Filter Element489237

(Replaces 305351B)

Crankcase Door A200024G



Figure 4.30-11 Service And Cleaning Of Microspin

Centrifuge (P/N 489189)

INITIAL MICROSPIN CENTRIFUGE INSPECTION

1. Inspect Microspin centrifuge for shipping damage.

2. Remove plastic plugs from 12.7 mm (0.5 in.) sup-

ply port and 50.8 mm (2 in.) drain port.

3. Prior to installation of Microspin centrifuge, verify

rotor is not binding. Insert index finger into drain port

and lift rotor to ensure end play. Turn rotor and verify

rotor spins freely. If restriction is felt, disassemble cen-

trifuge and correct problem.

4. Inspect cleanable filter elements for holes or dam-

age to filter screens.

STARTING MICROSPIN CENTRIFUGE

To start unit, open oil supply valve. It will take a few

minutes for the rotor to come up to speed.

SERVICING MICROSPIN CENTRIFUGE

Initial servicing should occur approximately four weeks

after startup, sooner if the oil is heavily contaminated.

A maximum buildup of 19.05 mm (0.75 in.) is allowed

on the centrifuge paper insert. Documenting the

amount of buildup will help in establishing a cleaning

interval.

Centrifuge

Under normal operating conditions the centrifuge

should be cleaned and its paper insert removed at

every scheduled oil change or as experience dictates.

The centrifuge can be cleaned while the engine

remains running provided the oil supply valve is shut

off (See “Disassembly Of Microspin P/N 489300 Cen-

trifuge” on page 4.30-13 for proper procedures).

BELL KNOB

BELLHOUSING

ROTOR ASSEMBLY(SEE BELOW)

BELLCLAMP

O-RING

CAN NUT, (TOP MARKED “TOP OR UP”)

ROTOR CAN

PAPER INSERT

BAFFLE SCREENASSEMBLY

ROTOR TURBINE

BASESHAFT/BODY

O-RING

SUB ASSEMBLYDIAGRAM

ASSEMBLYDIAGRAM

WARNINGUse caution during initial inspection of the

Microspin centrifuge prior to the unit being

installed. The rotor vanes are sharp and could

cause severe personal injury. Disregarding this

information could result in severe personal injury

or death.

WARNINGSolvents may be flammable and give off danger-

ous fumes. Read and follow the manufacturer's

recommendations to avoid serious personal injury

or death.



Cleanable Filter Elements

Do not use high pres-

sure or high tempera-

ture water on one part of the filter element for

prolonged periods of time. Prolonged exposure to

high pressure or heat may damage the filter ele-

ment.

The cleanable oil elements (see Figure 4.30-12 and

Figure 4.30-13), should be removed from the oil filtra-

tion canister and cleaned at every other regularly

scheduled oil change or when the oil pressure differ-

ential between the canister inlet and outlet exceeds

165 kPa (24 psi). Two methods of cleaning the filter

element are recommended:

NOTE: Before moving or drying with compressed air,

allow filter to cool to room temperature.

NOTE: Do not bang or bounce filter ends to dislodge

water or solvent.

• Immerse filter in a parts washer and flood inside and

outside of filter with cleaning solution. Drain filter

and dry with compressed air.

• Spray inside and outside of filter with a Steam Jenny

or common water spray. Drain filter and dry with

with compressed air.

Figure 4.30-12 Microspin Cleanable Oil Filters

Figure 4.30-13 Cleanable Oil Filter Assembly – (Inline)

Disassembly Of Microspin P/N 489300 Centrifuge

1. Shut off oil supply valve. Wait two minutes for oil

pressure to drop to zero and rotor to stop spinning.

2. Loosen 3/4 in. (19 mm) nut and remove top cover

(see Figure 4.30-14). Separate cover from base and

expose turbine assembly.

3. Remove and replace O-ring.

4. Lift rotor assembly up 25.4 to 50.8 mm (1 to 2 in.)

and allow oil to drain from rotor turbine into body base.

Once oil stops draining from rotor assembly, lift it

straight up until it clears base shaft.

5. Turn knurled can nut counterclockwise until it is

above bronze bushing located in rotor turbine assem-

bly. Can nut will protect bushing from damage if rotor

can is difficult to separate from the shaft.

Use caution during dis-

assembly to avoid

damage to the top brass bushing.

CAUTION

CLEANABLEOIL FILTER

WARNINGThe oil supply valve must be shut off before ser-

vicing the Microspin centrifuge. Allow two minutes

before proceeding with servicing the Microspin

centrifuge to allow the rotor to stop spinning and

the oil pressure to drop to zero. Failure to shut off

the oil supply valve can cause severe oil burns.

WARNINGOil and parts may be extremely hot. Always use

caution when servicing the unit to avoid severe

personal injury.

CAUTION



Figure 4.30-14 Service And Cleaning Of Microspin

Centrifuge (P/N 489300)

6. Invert rotor assembly and place it on a clean work

table.

7. Holding rotor can with both hands, press down

until can separates from rotor turbine.

8. Turn knurled can nut counterclockwise until it is

free.

9. Remove turbine and baffle screen from turbine

can.

10. Remove and replace rotor O-ring.

Cleaning Of Microspin Centrifuge (P/N 489300)

1. Remove paper insert from rotor can by inserting a

narrow flat tool between paper insert and rotor can.

Run tool around inside of can and remove paper

insert. Clean contaminant build up in rotor can and

insert a new paper insert.

Remove O-rings prior

to placing parts in the

solvent tank to prevent damage to equipment.

2. Clean baffle screen assembly, rotor turbine, rotor

can, covers and jets, in a suitable solvent tank.

Assembly Of Microspin Centrifuge (P/N 489300)

1. Install baffle screen and new O-ring onto turbine.

The knurled can nut

must be t ightened

hand tight only, or damage to equipment could

result.

2. Position rotor can with a new paper insert onto tur-

bine rotor (see Figure 4.30-14). Secure with knurled

can nut — hand tighten only.

3. Position turbine rotor assembly onto base (over

base shaft). Verify rotor spins freely.

4. Install top cover onto base using a new O-ring.

Secure with hex nut and tighten to 19.05 mm (3/4 in.).

5. Open oil supply valve to start centrifuge. Check for

oil leaks.

Disassembly Of Microspin Centrifuge (P/N 489189)

OIL RING

ROTOR ASSEMBLY

BASE

ASSEMBLYDIAGRAM

CAN NUT, (TOP MARKED

“HAND TIGHTEN”)

ROTOR CAN

PAPER INSERT

BAFFLE SCREENASSEMBLY

SUB ASSEMBLYDIAGRAM

O-RING

ROTORTURBINE

COVER



recommendations to avoid serious personal injury

or death.

WARNINGThe oil supply valve must be shut off before ser-

vicing the Microspin centrifuge. Allow two minutes

before proceeding with servicing the Microspin

centrifuge to allow the rotor to stop spinning and

the oil pressure to drop to zero. Failure to shut off

the oil supply valve can cause severe oil burns or

death.

CAUTION

CAUTION



1. Loosen and remove side bell clamp (see

Figure 4.30-11).

2. Clean baffle screen assembly, rotor and jets.

Replace O-ring if necessary.

3. Turn bell knob counterclockwise until it is free.

4. Grasp top bell knob and remove bell housing from

base (this will expose rotor assembly).

5. Lift rotor assembly up 25.4 to 50.8 mm (1 to 2 in.)

and allow oil to drain from rotor turbine into body base.

Once oil stops draining from rotor assembly, lift it

straight up until it clears base shaft.

6. Position unit on a clean work table and remove

knurled can nut from rotor assembly.

Use caution during dis-

assembly to avoid

damage to the brass bushings.

7. Invert rotor assembly and place it on a clean work

table.

8. Holding rotor can with both hands, press down

until can separates from rotor.

Cleaning Microspin Centrifuge (P/N 489189)

1. Remove paper insert from rotor can by inserting a

narrow flat tool between paper insert and rotor can.

Run tool around inside of can and remove paper

insert. Clean contaminant build up in rotor can and

insert a new paper insert.

Remove rubber O-

rings prior to placing

parts in the solvent tank, to prevent damage to

equipment.

2. Clean baffle screen assembly, rotor turbine, rotor

can, covers and jets, in a suitable solvent tank.

Assembly Of Microspin Centrifuge

1. Install baffle screen and new O-ring on turbine

rotor.

The knurled can nut

must be t ightened

hand tight only, or damage to equipment could

result.

2. Position rotor can with new paper insert on turbine

rotor (see Figure 4.30-11). Verify side of knurled can

nut marked “TOP” or “UP” is on top (see

Figure 4.30-15). Secure rotor can with knurled can nut

— hand tight only.

Figure 4.30-15 Can Nut – Side View

3. Position turbine rotor assembly onto base (over

base shaft). Verify rotor spins freely.

4. Install bell housing onto base (use new O-ring).

Secure with bell knob — hand tighten only.

5. Install and hand tighten bell housing clamp finger

tight.

6. Retighten bell knob — hand tighten only.

7. Open oil supply valve to start centrifuge. Check for

oil leaks.

WARNINGOil and parts may be extremely hot. Always use

caution when servicing the unit to avoid severe

personal injury.



recommendations to avoid severe personal injury

or death.

CAUTION

CAUTION

CAUTION

BEVELMARKED“TOP” OR “UP”



Figure 4.30-16 Oil Cooler Assembly

SHELL AND TUBE OIL COOLER

MAINTENANCE

Inspect the oil cooler regularly. Plugged tubes or scale

deposits inhibit the flow of coolant which reduces oil

cooling effectiveness. Clean the oil cooler if an

increase in oil temperature cannot be traced to a mal-

functioning auxiliary water pump, a faulty thermostat

or excessive engine load.

Using clean, softened water in the cooling systems will

reduce the need to periodically clean the oil cooler.

Clean the oil cooler whenever the cooling system is

cleaned. Drain the oil at each oil change.

The oil cooler can be completely disassembled for ser-

vice (see Figure 4.30-16). The major parts consist of:

• Outer shell with welded oil connections.

• Inlet bonnet with water connections.

• Rear bonnet to reverse the water flow.

• Tube bundle assembly.

The tube bundle assembly fits inside the outer shell of

the oil cooler. The tubes are water passageways

secured to a fixed tubesheet at the inlet bonnet end.

The tubesheet is held in place between the inlet bon-

net and a protruding flange on the oil cooler shell at

the inlet bonnet end. The opposite end of the tube

bundle is held in place by pressure between the rear

bonnet and the packing seals, which encircle the rear

tubesheet.

1. To ensure proper reassembly mark flanges on inlet

and rear bonnets, both ends of outer shell and tube

sheet.

2. Remove both inlet and rear bonnets to provide

access to tube bundle.

3. Avoid damaging tube bundle assembly when

removing it from outer shell. Protect tube ends from

damage. After removal from outer shell, support tube

bundle on tubesheets.

4. Protect all gasket and seal surfaces.

TUBE BUNDLEASSEMBLY

FLAT GASKET

INLETBONNET

TUBESHEET

DRAIN PLUG

REAR BONNET

PACKING SEALS

DRAIN PLUG

OUTER OILCOOLER SHELL

FLAT GASKET



5. Clean oil cooler by either mechanical or chemical

means. Selected method largely depends upon type of

deposit and materials available. Any of the following

methods may be considered:

• Backflushing.

• Circulate hot oil wash or light distillate to remove

sludge or other soft deposits.

• Circulate hot fresh water to remove soft salt depos-

its.

• Commercial cleaning compounds may be used to

remove sludge or scale not removed by above

methods. If such compounds are used, check mate-

rial compatibility to avoid possible damage.

• Use a high pressure water jet.

• Use scrapers, rotating brushes or other mechanical

means. Nylon brushes are preferred over wire

brushes if mechanically cleaning copper alloy tubes.

I f dri l ls are used to

open up tubes that are

completely plugged, use extreme caution to avoid

drilling into the wall of the tube. Disregarding this

information could result in product damage.

6. Use only cold fluid for pressure testing. Hydraulic

pressure may be used to locate split tubes or leaking

tubesheet joints. Test rings are required on removable

tube bundles in order to locate leaks.

7. Use a suitable roller type tube expander to tighten

loose tube joints. Do not roll tubes that are not leaking,

otherwise the tube wall will be unnecessarily thinned.

Do not b low steam

through ind iv idua l

tubes; localized overheating can result in expan-

sion strain. Disregarding this information could

result in product damage and/or personal injury.

NOTE: Fractured tubes or those that cannot be

sealed on the ends may be plugged, although some

cooling performance will be lost.

8. When reassembling oil cooler use new flat gaskets

(P/N 209089 and 209088) and new packing seals

(P/N 209095) (see Figure 4.30-16). Be sure that the

gaskets and seals are properly positioned before any

attempt is made to retighten bonnet bolts.

All external bolting may require retightening after

installation and when oil cooler first reaches its normal

operating temperature. Bolted joints should be tight-

ened uniformly and in pattern shown in

Figure 4.30-17.

Figure 4.30-17 Oil Cooler Bonnet Bolt Tightening

Sequence

Tighten bolts on inlet bonnet side to 81 N⋅m (60 ft-lb)

lubricated. The required torque on rear bonnet bolts is

24 N⋅m (18 ft-lb) lubricated; apply only sufficient

torque to stop weeping. Over tightening may damage

packing seals.

WARNINGHigh pressure water jets can be dangerous. Never

point the jet in the direction of a person. Avoid

spraying loose objects. They may become pro-

pelled by the force of the jet. Wear appropriate

protective safety equipment, such as face shield,

coveralls, gloves, head gear, and steel-toed shoes.

Failure to take adequate precautions can result in


WARNINGUse of mechanical removal equipment may cause

flying debris. Wear protective eye and face

shields, gloves and coveralls. Failure to take ade-

quate precautions can result in severe personal

injury or death.

CAUTION

CAUTION

1

2

3

45

6

7

8



Figure 4.30-18 External Oil Schematic

PRELUBE/POSTLUBE SYSTEM

The prelube function is necessary to purge the lubrica-

tion system of air and to ensure that all moving parts,

especially the turbochargers, are properly lubricated

before the engine is started. The postlube function

ensures that sufficient heat is removed from the

engine after shutdown; important in preventing dam-

age to the turbochargers. Figure 4.30-18 depicts the

recommended configuration of the Prelube/Postlube

Systems.

PRELUBE/POSTLUBE SPECIFICATIONS

1. Verify prelube/postlube system complies with the

following specifications:

• Pressure: 34.5 kPa (5 psi)

• Flow: 21.2 l/min (5.6 GPM)

NOTE: With standby engines used for emergency

power generation, set the timer so that the automatic

prelube system runs for a full 5 minutes every hour

that the engine is not running.

2. Run prelube system for a full 5 minutes before

each engine start to ensure that all moving parts,

especially turbochargers, are properly lubricated (spe-

cial attention must be given to new turbochargers or

those that have been stored).

3. Postlube engine for a full 5 minutes after every

shutdown. Sufficient heat must be removed from the

turbochargers so carbon coking damage does not

occur. Postlube function should be automatically initi-

ated upon main gas shutdown.

ELECTRIC PRELUBE MOTOR

Electric prelube motors are permanently lubricated

and do not require periodic lubrication.

TEMPERATURECONTROL VALVE

T-CONNECTION

OIL COOLER

OILFILTER

ENGINE

ENGINE OILHEADER

OILPUMP

ENGINE OILSUMP

PRELUBE/POSTLUBEPUMP

CHECKVALVE

T-CONNECTIONA

B

C


form 6284 - section 4.30 - waltreiss.comwaltreiss.com/ebay/waukesha/6284_4_30.pdf · form 6284...

Documents