SERVICE BULLETIN

Page 1 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
This bulletin releases to the field updated cooling sys-
tem guidelines and cooling water treatment informa-
tion which applies to all Waukesha engine models.
IMPORTANCE OF COOLING SYSTEM
MAINTENANCE
The cooling system is often overlooked in engine
maintenance programs. Ignoring an engine's coolant
will lead to serious cooling system damage over time.
There are three types of damage that may occur: cor-
rosion, cavitation erosion, and mineral scale and foul-
ing deposits. All of these problems are preventable
with a quality water treatment program.
A competent water treatment specialist is essential in
creating an effective water treatment program. Norkool
Industrial Products Division of Union Carbide, Inc. (all
glycol based industrial coolants); Calgon Corporation;
and the Mogul Division of Dexter Corporation are knowl-
edgeable companies who can provide the coolant anal-
ysis and services recommended in this service bulletin.
CORROSION
Corrosion is a natural, electrochemical process by
which metal, reacting with oxygen that has entered the
system, breaks down and returns to its natural iron
oxide state (see Figure 1).
Corrosion inhibitors, added to the engine coolant, contin-
uously coat and re-coat the metal surfaces of the system
with a film that insulates them from the electrochemical
processes that break down the metal. Because the coat-
ing film is constantly being replaced, the inhibitor con-
centrations need to be maintained. Concentrations can
only be determined through periodic testing.
Figure 1. ATGL Valve Seat Crevice Corrosion
CAVITATION EROSION
Cavitation is a mechanical process that erodes surfaces in
liquid. Fluctuating pressure causes the formation of vapor
bubbles which collapse under high pressure, allowing
pressure jets to impact surfaces. If this occurs with great
frequency over time, cavities will form (see Figure 2).
Adding cavitation inhibitors to the coolant will raise the
flash point or vapor pressure of the coolant, reducing or
eliminating formation of damaging vapor bubbles. Coolant
needs to be analyzed periodically to ensure that inhibitor
concentration is maintained to the most effective level.
Figure 2. Cavitation Eroded Steel
TOPIC: Cooling Systems
IDENT NO: 4-2429G
SUPERSEDES: 4-2429F
DATE: February 15, 2003
SUBJECT: Cooling System Guidelines And Water Treatment Recommendations
MODELS AFFECTED: All Models
WARNING
In order to ensure quality engine coolant, a coolant
analysis program is recommended. Failure to
maintain coolant to engine specifications may
result in severe engine damage.
Service Bulletin No. 4-2429G
Page 2 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
MINERAL SCALE AND FOULING DEPOSITS
Mineral scale deposits, usually calcium and magne-
sium, are hard deposits that form on cooling system
surfaces. As the temperature of the coolant increases,
the ability of the coolant to hold certain dissolved min-
erals in solution decreases, forcing the minerals out of
the solution and creating mineral scale, usually in cyl-
inder head and cylinder liner areas where heat trans-
fer is the greatest.
Fouling deposits are soft, suspended, gel-like impuri-
ties that collect in low flow areas within the cooling
system. These deposits can form when coolant is con-
taminated or when inhibitors are improperly applied.
COOLING SYSTEM GUIDELINES FOR
WAUKESHA ENGINES
The radiator or heat exchanger must be sized to
maintain normal jacket water temperature out of the
engine under all contract specified site conditions.
Normal jacket water outlet temperature is:
180 F (83 C) for non-heat recovery applications
220 F (105 C) for alternate fuel applications
210 - 265 F (99 - 130 C) for heat recovery
applications
Consult the Engine Specification Sheet in the Tech
Data Manual for operating temperatures of specific
engine models.
The engine power rating of intercooled engines is
based on the maximum water inlet temperature to the
intercooler (auxiliary) water pump. Consult the Power
Rating Chart or Tech Data Manual for power ratings
at various intercooler inlet water temperatures.
The radiator or heat exchanger must be sized for the
site conditions. Remember that special considerations
must be given to altitude, high or low ambient temper-
ature, and extremely dirty applications. Consult the
Tech Data Manual Heat Balance subsection of the
specific model for engine, intercooler, and oil cooler
heat rejection.
If a unit mounted radiator with a pusher fan is used,
reduce the allowable ambient or increase the
design temperature by approximately 10 F
(5.5 C). This is necessary because of the increase
in air temperature as it flows across the engine. If
the driven equipment, such as a generator, radiates
significant heat, then a further temperature
allowance must be made.
Coolant flow and allowable system resistance are
based on the pump flow curves for the specific
configuration to which the engine is built. Consult
the Tech Data Manual Cooling Systems
subsection for the specific model.
Heat rejection data are average values at standard
conditions and will vary for individual engines and
with operating and ambient conditions. An adequate
reserve for this variation and normal design fouling
factors should be used when sizing the cooling
system. Waukesha suggests 15% reserve.
Use antifreeze protection for applications where the
engine or cooling system can be exposed to
ambient temperatures below 32 F (0 C). An
adequate mixture of ethylene glycol and water, or
propylene glycol and water is recommended to
prevent freezing during engine shutdown.
If antifreeze or significant levels of other water
treatments are used, the cooling system heat
rejection capacity must be increased. Glycol based
antifreeze solutions reduce the heat transfer
capability of the cooling system by approximately
3% for each 10% by volume addition of antifreeze.
As an example, if a 50/50 solution of ethylene glycol
and water is used instead of 100% water, the heat
transfer capability of the radiator must be increased
by about 15%. If the capability of the radiator
system is not increased there will be an
approximate 10 F (5.5 C) decrease in the
allowable ambient temperature.
For information on water treatment for engine
cooling systems refer to S7610-2 or its replacement.
Initial add and make-up water must be treated
before use in a solid water system.
The cooling system must be designed to properly
pressurize the system and remove entrained air
from the coolant. This can be accomplished by
proper use of vent lines, a static line, and an
expansion tank (see Figure 3).
Figure 3. Cooling System Schematic
EXPANSION TANK
VENT LINE
TRAPPED AIR
STATIC
LINE
COOLING COMPONENT
ENGINE
COMPONENT
Service Bulletin No. 4-2429G
Page 3 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
Vent lines should be 1/4 in. (0.65 cm) diameter on sys-
tems with vent lines less than 10 ft. (3 m) long, or 1/
2 in. (1.3 cm) diameter with a 1/4 in. (0.65 cm) orifice
on systems with vent lines more than 10 ft. (3 m) long.
These vent lines are piped from high points in the cool-
ing system to the expansion tank below the coolant
level but away from the static line connection. The
expansion tank is the highest component in the cool-
ing system. Trapped air can then flow to the expansion
tank. This system also bleeds air out of the system
during filling. It must bleed air with the thermostat fully
opened or fully bypassing.
The static line is sized much larger than the vent lines
to minimize flow velocity and pressure drop. The static
line is typically 1 in. (25 mm) diameter or larger for
greater than 400 gpm (1500 l/min) systems, and 3/
4 in. (20 mm) diameter or larger for less than 400 gpm
(1500 l/min) systems. This static line provides a static
head pressure to the inlet of the water pump equal to
the height of the expansion tank plus the pressure of
the expansion tank. Do not assume that a pressure
cap will pressurize the tank to the cap's rating.
A pressure cap is required to prevent coolant evapora-
tion losses and to prevent boiling in the system (see
Table 1).
The pressure cap must have a vacuum relief function
to prevent a vacuum from forming in the tank during
load reduction or cool-down operation. Only a single
pressure cap must be used in a cooling system and
must be at the highest point on the expansion tank.
The expansion tank must be sized for 6% expansion
of the coolant. An additional 5% is recommended
for coolant makeup. With these volumes, an
expansion tank should be sized to contain 11% of
the total cooling system volume. Separate
expansion tanks must be used for separate auxiliary
and jacket cooling circuits. A sight glass is
recommended for monitoring expansion tank level.
The expansion tank height and pressure must be
sufficient to provide pressure at the water pump
inlet to meet the requirements on S9068 (or its
replacement) for ATGL engines and S7424 (or its
replacement) for all other Waukesha engines.
Do not assume that a pressure cap will pressurize
the tank to the caps rating.
Bypass water filtration can remove debris from the
cooling systems on any engine. Bypass water
filtration sized to remove 15 - 25 micron particles
from 2% of the water flow is recommended.
Waukesha Engine offers a stainless steel coolant
filter available in two sizes: small filter P/N 489501
and large filter P/N 489625. The small coolant filter is
recommended for engines that have a good coolant
program already in place. The large coolant filter
holds more contaminants requiring less cleaning and
is well-suited for new engine applications where
installation debris may be present or for older
engines that have mineral deposits in the cooling
system. Table 2 lists the filter system part numbers
and available replacement parts.
Care must also be taken when welding external cool-
ing system pipes together or when drilling and tapping
a hole anywhere in the water system. Ensure that the
weld slag and chips are totally cleaned from the cool-
ing system before the engine is operated. Debris in the
cooling system will cause erosion of water passages
and water pump seals.
Jacket water and auxiliary water pump static inlet
pressure must not exceed pressures published in
the specifications section of the Tech Data Manual
for the specific engine model.
For information on ebullient cooled systems refer to
the Waukesha Cogeneration Handbook, Form 7030
(or its replacement), and system manufacturers
such as:
Beaird Industries
Phone (318) 865-6351 or
Vaporphase
Phone (314) 821-7900
Consider thermosiphoning prevention in cooling
system design. Thermal shock from thermosiphoning
is often a problem in engine shutdowns and engines
with coolers mounted above them. A shutoff valve in
the return leg from the cooler will prevent
thermosiphoning. See Application Notes, No. WED
9/92, Engine Thermal Shock At Shutdown Due To
Thermosiphoning.
Table 1. Pressure Cap Recommendations For Solid
Water Systems
JACKET WATER
TEMPERATURE
RECOMMENDED
SYSTEM PRESSURE
CAP SETTING
Up to 210 F (99 C) 7 psig (0.5 bar)
210 - 235 F (99-113 C) 8 psig (0.6 bar)
235 - 265 F (113-130 C) 25 psig (1.7 bar)
NOTE:Reference Tech Data Manual for the solid water maximum
outlet temperature of each engine model.
Table 2. Waukesha Engine Coolant Filter System and
Replaceable Parts
DESCRIPTION
SMALL
ASSEMBLY
P/N
LARGE
ASSEMBLY
P/N
Coolant Filter Assy. 489501 489625
Replacement Element 489508 489626
Std. Temperature
200 F (93 C)
Flow Indicator
489528 489528
High Temperature
350 F (177 C)
Flow Indicator
489648 489648
Seal Kit 489527 489527
Service Bulletin No. 4-2429G
Page 4 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
WATER TREATMENT FOR ENGINE
COOLING SYSTEMS
The primary purpose of any water treatment program
is to protect the surfaces of all water passages from
corrosion and any scaling or sludge deposits which will
impede the transfer of heat to or from the water. If the
system is exposed to low ambient temperatures anti-
freeze protection is needed. In addition, cavitation ero-
sion protection is required for engine cooling systems.
GENERAL COMMENTS
Cooling water quality is one of the most often over-
looked factors in an engine installation. Poor water
quality and lack of coolant maintenance contribute to
scaling, corrosion, and sediment buildup within the
entire cooling system. It leads to heat transfer prob-
lems which can result in failed parts and downtime.
This is especially critical in low pressure steam sys-
tems with ebullient cooled engines.
To get the most benefit from any water treatment pro-
gram, it is essential to apply the chemicals properly
and maintain close control over the process. Briefly,
inhibitors should be selected only after a thorough
study of the entire system and the specific water to be
used. It may be necessary to preclean or pretreat the
system before it is put into operation. Higher treatment
levels may be recommended during start-up to protect
the system quickly. Later, after protection is estab-
lished, treatment levels can be reduced to a mainte-
nance value. In all cases, it is essential to monitor
the water condition carefully and continuously.
Corrosion, scale, fouling, cavitation, and micro-biologi-
cal growth can be the major problems in all types of
cooling systems. Of these, corrosion is the most
important.
I. PRETREATMENT
Pretreatment is preparation of the water system to
ensure that the treatment program itself can work
effectively from start-up. New systems, or existing
ones being returned to service, can contain contami-
nants. These include films of oil, grease, or other pro-
tective coatings, biological contamination, rust spots,
dirt, casting sand, and welding slag. These materials
are an unavoidable result of the system's construction,
transport, and storage. If these materials are not
removed by suitable pretreatment, the subsequent
treatment program may not be effective.
Common pretreatments are water flushing and acid
cleaning. Chelates can remove oil, scale and deposits
from a system; flush the system with water after using
chelates. Water flushing may reduce solid contami-
nants, but may not be effective on films. Untreated
flushing water will react with unprotected metal sur-
faces to form corrosion.
Acid cleaning removes corrosion products and some
mineral scale but has little effect on organic material.
Improper cleaning may lead to severe metal attack.
Improper neutralization may leave metal surfaces in a
highly reactive state and vulnerable to rapid corrosion.
II. CORROSION
The actual corrosion process is electrochemical.
Refined metals in the cooling system are returned to a
more basic metallic oxide state when they combine
with oxygen carried by the coolant flow. These chemi-
cal reactions usually cause a low voltage electric cur-
rent. Where corrosion will occur in a water system and
to what degree it will progress depends on a number
of factors: quality of water, water pH, surface tempera-
tures, the type of metals in the system, mechanical
conditions (vibration, stress, relative motion of two
adjacent parts, etc.), trapped air, and both the type
and amount of inhibitor additives.
For corrosion inhibitors to be effective (and to neutral-
ize any blow-by gases), the jacket water pH of the
standard radiator cooled engine must be kept between
8.5 and 9.5.
Different system metals, such as iron, copper, alumi-
num, etc., corrode at different rates. An acidic coolant
with a pH of less than 7 will speed the corrosion of cast
iron, aluminum and steel, while a pH of 11 or higher will
accelerate the corrosion of aluminum and solder.
Many types of corrosion can exist in/with cooling sys-
tems:
Crevice
Cavitation related
Fretting
Selective leaching
Galvanic
III. MINERAL SCALES AND FOULING
Compounds and minerals dissolved in water tend to
come out of solution when the water is heated. They
form either a scale on the metal surfaces or a fouling
precipitate (sludge) in the cooling system.
The primary effect of hard scale is to reduce heat
transfer efficiency. To allow for efficient heat absorp-
tion by the cooling water, coolant passageways must
be kept clean and free of scale. Scale is a solid formed
when the impurity concentration in water exceeds its
solubility limit. Buildup of scale and minerals can com-
pletely plug coolant passageways. Even if just the
walls of cooling passageways are coated, the ability of
the engine to transfer heat is greatly reduced. Only
0.012 of an inch of scale (0.305 mm) may cut the
transfer of heat by as much as 40%. The composition
of the scale will determine the actual efficiency loss.
This reduced heat flow increases operating tempera-
tures and can result in parts cracking.
Service Bulletin No. 4-2429G
Page 5 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
Sludge tends to accumulate in low spots and where
water velocity is low. Build-up can restrict or stop water
flow resulting, as with scaling, in parts cracking. Any
new water brought into the system by a coolant
change or as make-up will add new scale and sludge-
forming material to the system.
IV. CAVITATION EROSION
Cavitation erosion is a mechanical process of metal
loss caused by the collapse of vapor bubbles against a
spinning or vibrating metal surface. The force exerted
by the bursting vapor bubble is such that a very small
particle of metal can be removed. When this process
occurs with great frequency over a period of time,
large cavities or pits can form.
In advanced stages, cavitation erosion may cause
cooling water to seep into the lube oil, a condition
which compounds existing problems. Coolant mixed
with engine oil will cause catastrophic damage to main
and connecting rod bearings, quickly destroying the
engine.
Inhibitor additives raise the vapor pressure or flash
point, which eliminates or at least reduces the forma-
tion of damaging vapor bubbles. Water pH must be
maintained within an acceptable range for the inhibi-
tors to be effective.
While water in motion erodes metal, greater system
pressure reduces the formation of vapor bubbles by
raising the temperature at which water boils or vapor-
izes.
Harder metals, such as chrome, are much more resis-
tant to cavitation erosion than softer metals, like cast
iron.
V. MICROBIOLOGICAL GROWTH
The uncontrolled growth of micro organisms in a cool-
ing system can lead to deposit formations which con-
tribute to fouling. Microbial slimes are masses of
microscopic organisms and their waste products and
are usually gooey. This problem is usually associated
with cooling towers or other open cooling systems.
Removal of airborne debris is also of concern with a
cooling tower or other open cooling system. Coolant
that is greater than 25% by volume glycol will prevent
microbiological growth.
COOLING WATER TREATMENT
RECOMMENDATIONS
A. SOLID HOT WATER COOLING
This is the common, closed loop radiator type cooling
system where steam is not allowed to form. These
systems generally operate between 170 - 200 F (77 -
94 C) but maximum system temperatures up to
265 F (130 C) are possible.
Being a closed system, very little make-up water is
required so proper treatment of the original cooling
water will insure trouble-free service for longer periods
than ebullient systems where make-up water may be
constantly added.
This does not mean that closed systems should be
ignored; water samples should be drawn periodically,
daily in some cases, to insure that additives are at the
correct levels.
The following points should be kept in mind for a
closed, solid water cooling system:
1. Sodium nitrite additive is recommended as a
corrosion inhibitor to protect iron and steel
components. Waukesha recommends 800 -
2500 ppm nitrites. In addition to sodium nitrite,
molybdate is added to prevent bacterial growth.
A common corrosion inhibitor used by automotive anti-
freeze suppliers is silicate. Silicates have the disad-
vantage of building up an insulating layer on
components. Silicates more readily drop out of solu-
tion and become used up. Industrial quality fluids
combining corrosion inhibitors and glycol for freeze
protection are the most commonly used coolants for
closed systems. Silicates are not recommended for
industrial engines and therefore should be < 25 ppm.
2. A copper corrosion inhibitor is recommended.
Tolyltriazole (TT2 for short) is a good protector of
copper components.
3. A synthetic polymer is suggested which assists in
preventing scale build-up. Polymers coagulate the
solids in the water causing them to drop out of
suspension. This action prevents calcium
carbonate from forming hard scale on hot engine
surfaces.
4. A borax buffer should be used as required to raise
the pH of the coolant to between 8.5 and 9.2.
5. Softened or demineralized water should be used
for any cooling system fill and make-up. Hard
chemicals (calcium and magnesium) form a lime
scale which insulates hot engine parts from the
cooling water. Cooling water must meet the
following specification:
Calcium (Ca) Less than 1 ppm
Magnesium (Mg) Less than 1 ppm
Total Hardness (CaCO
3
) Less than 1 ppm
Chloride Less than 25 ppm
Sulfate Less than 25 ppm
Service Bulletin No. 4-2429G
Page 6 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
6. A water sampling program will verify that coolant
meets the requirements outlined here and
determine when it needs changing. If a cooling
system analysis program is not used, the cooling
system should be cleaned and flushed annually.
B. EBULLIENT SYSTEMS
Ebullient, or controlled boiling water, cooled engines
and equipment are extremely sensitive to water qual-
ity. Since water is essentially boiled off during the ebul-
lient process, hard chemicals are left behind as scale
deposits. If the low pressure steam is used in an exter-
nal process, and not condensed for return to the
engine, make-up water is always being added. On the
other hand, closed steam loops which return conden-
sate to be used again are susceptible to higher corro-
sion rates due to chemical changes in the water as it
cycles through the system.
The type of water treatment required depends upon
the design of the steam system and the quality of the
water used.
Ebullient cooling systems require the following
attention:
1. Hardness Removal
Ebullient systems (engines and heat recovery equip-
ment) cannot tolerate high levels of hard chemicals-
calcium and magnesium. It is recommended to main-
tain 0 ppm hardness by one or a combination of the
following methods:
A. Water softening, sodium zeolite type, similar to
common home water softeners, but sized for the
application. Sodium zeolite (salt brine) causes a
reaction that attracts hard chemicals which
congregate on resin beads within the softener.
These chemicals are then periodically flushed away.
Softeners can greatly reduce water hardness but not
totally eliminate it. Levels of 0.5 to 1 ppm hardness
may remain which should be further reduced by phos-
phate treatment.
B. Phosphates can be used which cause a
precipitative reaction when in contact with
calcium. This means that calcium phosphate is
formed which drops out of suspension as a soft
sludge at the lowest points of the system. Bottom
blowdown ports are required to periodically rid
the system of accumulated sludge.
As phosphate will not react with magnesium salts, sili-
cates are added to precipitate the magnesium. Again,
blowdown is required. For silicates to work, pH of the
engine water must be 10.5 minimum.
C. Chelates and polymers, chemical additives which
prevent scale, do not precipitate the hard
chemicals. Instead, the hard chemicals are kept
in suspension until reaching the surface of the
steam separator where continuous surface
blowdown will purge them from the system.
D. Deionization or demineralization is a process
similar to sodium zeolite softening. The end
result, however, is completely mineral free water.
Although mineral-free, demineralized water is
corrosive and must be treated accordingly.
2. Blowdown Of Ebullient Systems
There are two types of blowdown, surface and bottom.
Continuous surface blowdown in the heat recovery
unit will reduce the total dissolved solids (TDS) which
increase through addition of make-up water or con-
densate return. TDS includes hardness ions, alka-
lines, silicates, and iron. Total alkalinity, also called M
alkalinity, is that portion of TDS composed of carbon-
ate, bicarbonate, and hydroxide alkalinity.
A conductivity meter and probes mounted near the
surface level of the steam separator will monitor the
TDS level to indicate when a blowdown is required.
The probes measure electrical conductivity of the cool-
ant which increase as TDS increases. Too high a level
of TDS can cause foaming with carryover of liquid
through the steam system. This produces undesirable
wet steam.
Bottom blowdowns are required, especially when pre-
cipitative chemicals such as phosphates and silicates
are added to reduce scaling. These chemicals pro-
duce a soft sludge which must be removed at the low-
est areas of the engine and steam separator through
blow ports. Blowdown frequency should be twice per
shift for 15 seconds or as recommended by a local
water treatment specialist.
See the schematic in Figure 4 for the recommended
chemical feed and blowdown locations.
3. Oxygen Scavengers
Water can contain dissolved oxygen and carbon diox-
ide. These gases can lead to corrosion of metal parts.
An oxygen scavenger eliminates oxygen and reduces
the likelihood of corrosion.
Sodium sulfite is a typical chemical oxygen scavenger.
This chemical reacts with oxygen to form sodium sul-
fate which stays in suspension until surface blowdown
eliminates it from the system.
Other scavengers are available but they are not as
safe to handle as sodium sulfite.
4. pH
pH is a measure of alkalinity or acidity of water. As
mentioned, pH of the engine jacket water should be
maintained at 10.5 to 11.5 to allow certain hardness
removal chemicals to work.
Service Bulletin No. 4-2429G
Page 7 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
In the steam separator, H
2
O and CO
2
combine to form
carbonic acid, H
2
CO
3
. This acid is corrosive to down-
stream pipe work and equipment. The pH after the
steam separator will drop in conjunction with H
2
CO
3
production.
pH should be kept at 7.5 to 8.5 in the steam loop to
prevent corrosion. Neutralizing amines may be added
to improve pH.
Steam condensate returning to the feed water reser-
voir may be acidic and contain iron if corrosion has
occurred. This condensate must be monitored to
determine necessary treatment.
C. WATER QUALITY AND TESTING
Water treatment products vary in the chemicals used
in their make-up. All are proprietary to the water treat-
ment specialist who markets them and he knows how
they will perform with a given quality of water in a par-
ticular cooling system. Most products will do a good
job with a good quality distilled or deionized water but
may not perform well with a poor quality water, which
may be hard with chlorides and/or sulfates. Some
products may perform well with a poorer quality water
but may require an increased treatment level.
It is absolutely essential that a competent water treat-
ment specialist be consulted to prepare a good water
treatment program. Norkool Industrial Products Divi-
sion of Union Carbide, Inc., Calgon Corp., Mogul Divi-
sion of Dexter Corp., and other knowledgeable
companies are available. Review with the chosen rep-
resentative the details of the engine water system to
be treated.
The following should be covered at a minimum:
A. Metals in the system contacted by the coolant.
B. Operating temperatures.
C. Source and quality of water (if known).
D. Type of system: solid water or ebullient (steam).
E. Amount of make-up water required.
F. Age of installation.
G. Previous water treatments used and any history
of corrosion or scaling problems.
H.Engine model, speed and type of operation
(stand-by, loading, etc.).
The manufacturer recommendations should include
the following:
A. Any required cleaning of the system and how it
should be done.
B. Any pretreatment required if the quality of the
water is questionable.
C.Type of water treatment to be used and the level
at which it is to be maintained.
D.Control limits, if required, for pH, hardness, total
dissolved solids, alkalinity, chlorides, sulfates,
nitrites, silica, etc. that must be held in the treated
water.
E. Frequency of tests for level of treatment and/or
when water samples should be taken and
analyzed.
F. Corrective actions to be taken when control limits
are exceeded.
G. Amount and frequency of blowdown (ebullient
cooled systems).
Once the treatment program is in place, frequent test-
ing of the engine jacket water, make-up water, and any
condensate returned must be performed to ensure
that the required water quality is being maintained.
Table 3 lists recommended tests and acceptable limits
for ebullient cooling systems. Some of these tests may
be applicable to solid water systems. Consult your
water treatment specialist.
Table 3. Recommended Testing For Ebullient Cooling Systems
WATER CIRCUIT TEST TYPE ACCEPTABLE LIMITS CONTROL
Feed Water Total Hardness 0 ppm Water softening/phosphates
Make-up Water
Total Hardness 0 ppm Water softening/phosphates
Chlorides Should equal untreated water Check softener rinse cycle
Engine Jacket Water
pH 10.5 - 11.5 Adjust blowdown frequency
Conductivity 2500 - 3000 MMHO Adjust blowdown frequency
O
2
Scavenger 30 - 50 ppm sulfites Adjust treatment level
Total alkalinity 200 - 600 ppm Adjust blowdown frequency
Scale Inhibitor Varies Adjust treatment level
Condensate pH 7.5 - 8.5 Adjust amine level
Service Bulletin No. 4-2429G
Page 8 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
GLOSSARY OF TERMS
ALKALINITY
A measurement of the acid-neutralizing capacity of a
water or coolant. It is usually expressed as M alkalin-
ity (methyl orange indicator) or P alkalinity (Phenol-
phthalein indicator). These values are also used in
boiler water and cooling tower water as controls to
predict the tendency for a water to precipitate calcium
and form scale. Reserve alkalinity is a term used by
antifreeze manufacturers to indicate the level of inhibi-
tors in solution. Total alkalinity is another name for
M alkalinity.
BLOWDOWN
The process of removing total dissolved solids or pre-
cipitated sludge from a cooling water system.
CAVITATION
A type of localized pitting occurring on cylinder liners
and other surfaces, usually perpendicular to the axis
of the crankshaft. The mechanical vibrations of the
liner cause dissolved gas and vapor bubbles to col-
lapse, the shock forces remove the protective films or
coatings and erode the surface. If the inhibitors of the
water treatment cannot keep up with this erosion,
rapid localized corrosion also occurs. These actions
combine to form deep pits on the liner surface. This
type of damage is also found on water pump impellers
if the net positive suction head (NPSH) requirement of
the pump is not maintained.
CHELATES
Chemical compounds used in cooling system cleaners
to remove oil contamination, scale and deposits from a
cooling system. System must be flushed with water
before filling with treated water.
CHLORIDE
A dissolved salt in water which forms ions that
increase the conductivity of water and interfere with
the protective films formed on the surfaces of metals.
It increases the corrosion tendency of water.
CREVICE CORROSION
A type of localized pitting occurring in or at the edges
of close fitting areas such as the liner flange to the
crankcase. The stagnant conditions of the coolant in
the fit area make it difficult to establish films or coat-
ings for corrosion protection.
DEAERATION
All water contains some dissolved gases. Increased
pressure of the gas and any splashing at the water
surface will increase the amount of dissolved gas in
the water. Deaeration removes these gases by steam
scrubbing, heating or by the addition of chemicals.
Dissolved oxygen and carbon dioxide increase corro-
sion in water systems.
DEIONIZATION
Also known as demineralization, this is a process in
which all dissolved mineral salts and ions are removed
from water, resulting in almost chemically pure water.
This purity makes the water very corrosive, so it must
be treated with inhibitors before use in an engine
water system.
FRETTING CORROSION
Occurs when two highly loaded surfaces rub rapidly
together, causing mechanical removal of metal and
the protective films or coatings. The localized frictional
heat accelerates corrosion. This type of corrosion can
occur in fit areas of liner to crankcase.
GALVANIC CORROSION
When dissimilar metals are coupled in an electrolyte
such as an engine coolant, they tend to cause an elec-
tronic current to flow through the metal. Metals high on
the galvanic series chart (anodic) tend to go into solu-
tion leaving electrons behind to flow to the metals low
on this chart (cathodic). Corrosion tends to concen-
trate on the metals high on the galvanic series chart,
particularly if the relative area is small compared to the
cathodic parts. This type of corrosion may occur in alu-
minum parts such as valves, fittings, heaters, etc.
when used in a water system and requires special
attention when selecting a water treatment.
HARDNESS
Calcium and magnesium salts in water cause hard-
ness. It is usually measured and reported as total
hardness as CaCO
3
in PPM. If not removed from the
water or treated chemically, these salts will break
down with heat to form sludge, carbon dioxide and
scale on the hot surfaces in the engine. The carbon
dioxide recombines with the water to form carbonic
acid and accelerates corrosion. Temporary or carbon-
ate hardness will drop out (form scale or precipitate
to form sludge) with increased temperatures; perma-
nent or non-carbonate hardness will not.
INHIBITOR
A chemical part of a water treatment which reduces or
stops corrosion by interfering with the corrosion mech-
anism. They function by forming a protective film on
the metallic surfaces of the cooling system. The inhibi-
tors are known as anodic or cathodic depending on
what part of the corrosion cell the films are formed on.
Those that form films on all metal surfaces are called
general corrosion inhibitors.
Service Bulletin No. 4-2429G
Page 9 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
IONS
When any substance dissolves in water, it breaks
down into electrically charged atoms called ions.
Some are (+) charged (cations); others (-) charged
(anions).
pH
A measurement of hydrogen ion concentration which
indicates the acidity or alkalinity of the water. The pH
scale is from 0 (highly acidic) to 14 (highly alkaline),
with a 7.0 reading neutral.
PPM
A ratio calculated on the basis of the whole being
divided into one million equal parts. The value may be
calculated on a volume (ppm
v
) or weight (ppm
w
) basis.
For example, if 1 pound of amines is mixed with 9999
pounds of water, there is 100 ppm
w
of amines in the
mixture. Note that 10000 ppm equals 1%.
PRETREATMENT
Any preliminary cleaning or preparation of the water
system to ensure that the treatment program works
effectively right from the start.
RAINWATER
A natural deionized water. Rainwater contains large
amounts of dissolved oxygen (O
2
) and carbon dioxide
(CO
2
) which make it unsuitable for cooling systems
without treatment.
SELECTIVE LEACHING
A type of corrosion of alloyed metals (also called de-
alloying). In brass it is called dezincification and
involves the process of zinc dissolving into the water,
leaving a weak porous copper structure in place of the
original brass alloy. This type of corrosion is some-
times found in heat exchangers and radiators if a poor
quality water and/or marginal water treatment is used.
SILICA
A dissolved mineral in water which combines with cal-
cium and magnesium to form a dense scale.
SOFTENING
A pretreatment given to water before it is treated with
inhibitors and used in an engine. Several different soft-
ening processes are used to reduce the hardness and
scale forming tendency of water. In some processes,
the calcium and magnesium in the hardness salts are
replaced with sodium resulting in no reduction in the
total dissolved solids in the water. In other processes
the chemical reactions actually remove these dis-
solved salts and result in a large reduction in total sol-
ids. None of the softening processes will remove
chlorides, sulfates or silica from water if they are
present.
SOLDER BLOOM
A type of lead/tin corrosion found in solder type radia-
tors if poor quality water and/or marginal water treat-
ment is used. Corrosion is concentrated at the solder
joint because of galvanic action and the relatively
small area of lead/tin to copper in the radiator. The
bloom or corrosion deposit formed is relatively weak
and rapidly disintegrates the solder joint to cause leak-
age.
SOLIDS
Suspended solids are those that can be removed by
settling or filtration. Dissolved solids are impurities
and organic matter in solution. Total solids are the
sum of suspended and dissolved solids. Higher levels
of total solids increase the conductivity of water, tend-
ing to increase corrosion.
SULFATE
A dissolved salt in water which forms ions that will
combine with calcium and magnesium to form sulfate
scale. These compounds can also combine with
hydrogen to form acids which make water corrosive.
Service Bulletin No. 4-2429G
Page 10 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
Figure 4. Recommended Feeding And Blowdown Control (Schematic Representation Only)
WAUKESHA DIESEL
OR GAS ENGINE
EXHAUST
EXHAUST OUTLET
STEAM TO
PLANT USER
NEUTRALIZING
AMINE
SOFT MAKE UP H
2
O
INTERNAL
JACKET AND
MANIFOLD
HEAT
RECOVERY
BOILER
FRONT AND REAR CORNERS
CHEMICAL PUMP
FEED WATER PUMP
O
2
SCAVENGER AND
CHEMICAL INHIBITORS
CONDENSATE
RETURN
3 4 5 6
2
1
HOT WATER
EBULLIENT
Continuous surface blowdown controlled at recovery boiler
Bottom blowdown for recovery boiler - Frequency should be twice/shift for 15 seconds each or as recommended
by local water treatment company.
Bottom blowdowns for ebullient engine - Frequency: Before startup and after shutdown (to prevent starving engine
or circulating water) or as recommended by local water treatment company
3 4 5 6
BLOWDOWN PROCEDURES
1
2
CHEMICAL FEED
The O
2
scavenger may be fed mechanically to the feed water section or to the hot water ebullient section based on feed water
pump impulse. Consult local water treatment company.
Neutralizing amine fed continuously to steam header with pump.
FEED WATER
RESERVOIR
Service Bulletin No. 4-2429G
Page 11 of 11
WAUKESHA ENGINE
DRESSER, INC.
WAUKESHA, WI 53188-4999
Figure 5. Water Temperature Out Of Engine
Figure 6. Jacket Water Pressure Requirements
NOTE 1: Pressure rise across pump will provide minimum jacket inlet pressure, provided the minimum pump inlet pressure
requirement is met. (Waukesha factory installed pump.) The engine outlet is throttled to control flow and engine T
Not to provide jacket pressure (A).
NOTE 2: The jacket pressure is supplied by adjusting the static head pump inlet pressure (NPSH). This can be established by
the expansion tank height (B) or with an air regulator (C). A pressure cap or relief valve on the expansion tank is
necessary to relieve excess pressure.
COMPRESSED
AIR SUPPLY
ENGINE
C
A
B
C
O
O
L
E
R