Safety Features and Precautions in GUASCOR Gas Engines

2
index
Chapter 1 – Safety features and precautions 7

IC-G-D-60-002e Safety precautions for GUASCOR gas engines 9
IC-G-D-60-003e_A Review of compliance with European machinery safety regulations and CE mark requirements 18
IC-G-D-00-042e_B Sound pressure level in gas engines 25
IC-G-D-00-043e_B Sound pressure level in the exhaust zone of the gas engines 29
IO-C-M-00-004e Guide to environment-friendly waste management during product maintenance and at end of life 32

Chapter 2 – Engine technical description 37
GENERAL 37
IC-G-D-00-039e_C Gas engines identification plates and characteristics 39
IC-C-D-00-013e Identification plate of the power generating set 47
IC-G-D-00-040e_B Gas engines general description of construction 48
IC-G-D-00-034e_A Table of technical characteristics of in line FG gas engines 51
IC-G-D-00-035e_B Table of technical characteristics in-line FGLD/SFGLD/SFGM engines 52
IC-G-D-00-036e_C Table of technical characteristics V gas engines 53
IC-G-D-00-038e Description of the components in line gas engines 55
IC-G-D-00-037e Description of the components in V gas engines 60
IM-G-C-00-003e_A Gaps and wear limits for in line gas engines 67
IM-G-C-00-002e_C Gaps and wear limits for V gas engines 69
IM-G-C-00-001e_B Tightening torques for gas engines 76
IM-C-C-00-002e_A Tightening torques for commercial bolts & nuts 79
COOLING SYSTEM 83
IT-C-A-20-003e_A Cooling 85
IT-G-A-20-004e Technical information of approve flexibles joints 90
IT-G-A-20-005e Gas fueled vee engine cooling system. Description 97
IT-C-A-20-008e_D Water preheating 180/240 series engines 106
IT-C-A-20-009e_E Water preheating with electro-pump V serie engines 109
IT-G-A-20-007e_E Gas engines – pressure losses and flowrates 112
LUBRICATION SYSTEM 119

IC-C-D-25-004e_B Description of lubrication system for in line diesel & gas engines 121
IC-C-D-25-005e_B Description of lubrication system for diesel and gas V engines 125
IT-C-A-25-002e_C Automatic engine oil level controller 131
IT-C-A-25-009e_D Lube oil level indicator 133
IC-C-D-25-007e Description and assembly of an open crankcase gas exhaust system 135
IT-C-A-25-001e_E Blow by gases exhausting guascor power engines 139
IT-C-A-25-010e_B Oil preheating in line engines 143
IT-C-A-25-011e_C Oil preheating in V engines 145
IO-C-M-25-012e Cleaning the oil separator filter of the crankcase gas breather 147
IT-C-A-25-030e_B GUASCOR engines submerged oil preheating system 148
IC-C-D-25-006e Description of a crankcase gas recirculation system 151
IO-C-M-25-011e Maintenance of the crankcase gas recirculation system 155
3
index
FUEL SYSTEM 159

IC-G-D-30-011e_A Valve train, description and operation 161
IC-G-D-50-003 EGS 02. Description 164
IT-G-E-30-001e_A Venturi type carburation. Description 168
IC-G-D-30-008e Fuel gas specifications for gas engines with mechanical carburation control 171
IC-G-D-30-007e_A Specification of gas supply to Tecjet 50plus 172
IC-G-D-30-012e_A Specification of gas supply to Tecjet 110 174
IC-G-D-30-015e_B Supply gas specifications. Elektra 50 178
IC-G-D-30-016e_B Supply gas specifications. Elektra 85 180
IT-G-A-50-005e_A Kronos 30. Operation 184
IGNITION 205
IT-G-A-33-005e Ignition system by magnet FG/FGLD 180/240 engines 207
IT-G-A-33-003e_D DISN 800 electronic ignition system 210
IT-G-A-33-002e_B CPU95 electronic ignition system 216
INTAKE 227
IC-C-D-35-002e_A Gas engines intake system 229
IC-C-D-35-001e_B Terrestrial engines' air filters 232
IT-G-E-35-001e_A Dynamic air precleaners. Gas engines. Specifications 235
EXHAUST 239
IC-G-D-45-001e_A Oxidative catalytic converters natural gas engines 241
IC-G-D-40-002e_A Exhaust system and ventilation of the oil sump 245
STARTER 249
IT-C-A-55-001e_C Electric starting 251
IT-C-A-55-002e_A Pneumatic starting 254
SAFETY AND CONTROL 257

IC-G-D-60-001e Gas engine speed control system 259
IO-G-M-60-002e_D FG/FGLD/SFGLD/SFGM engines instrumentation 260
IT-G-A-60-001e_A Knock detection system. Installation 263
IC-G-D-60-005e Knock detection system. Description 285
IO-G-M-60-005e Knock detection system. Setting up 287

Chapter 3 – Handling and storage instructions 299
IT-G-A-70-001e_B General standards for the correct lifting of GUASCOR gas engines 301
IO-C-M-00-001e_A Deferred start-up engine inspection and protection 304

Chapter 4 – Operating instructions 311
IO-C-M-15-002e_A GUASCOR engine barring gear operating instructions 313
IO-C-M-20-001e_A Cooling water quality and treatment 314
IC-G-D-25-003e_A GUASCOR motoroil 3040 plus lube oil for natural gas-fueled engines 320
IC-G-D-25-002e_A GUASCOR motoroil 2040 lube oil for biogas or biomass gas engines 322
4
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IC-G-D-30-001e_B Fuel specifications for gas engines. General 324

IC-G-D-30-002e_B Fuel specifications - natural gas 329
IC-G-D-30-003e_C Anaerobic digestion gas fuel specifications – Landfill and digester gas 334
IC-G-D-30-004e_C Fuel gas specifications – synthesis gas (Syngas) 340
IC-G-D-30-013e Fuel specifications – low methane number gas 347
IO-G-T-00-002e_A Starting and stopping gas engines 352
IO-G-M-40-001e_B Gas engine carburation 356
IC-C-D-40-001e Emission units conversion 358
IC-G-D-40-001e_B Exhaust emissions of gas engines 360
IO-C-M-25-006e_D Oil level indicators 362
IO-C-M-25-005e_A Automatic oil level controller 364

Chapter 5 – Maintenance instructions 367
MAINTENANCE PROCEDURES 369

IO-G-M-00-002e_E Maintenance of FG/FGLD natural gas engine 1500 rpm 371
IO-G-M-00-006e_E Maintenance of natural FG/FGLD gas engine 1800 rpm 380
IO-G-M-00-012e_C Maintenance of biogas engine FG/FGLD 1500 rpm 389
IO-G-M-00-010e_F Maintenance of natural gas engine SFGLD 1200 rpm 398
IO-G-M-00-014e_E Maintenance of SFGLD biogas engines 1200 rpm 425
IO-G-M-00-013e_F Maintenance of biogas engine SFGLD 1500 rpm 434
IO-G-M-00-015e_E Maintenance of biogas engine SFGLD 1800 rpm 443
IO-G-M-00-042e_A Maintenance of syngas engine SFGLD 1200 rpm 452
IO-G-M-00-003e_E Maintenance of syngas engine SFGLD 1500 rpm 461
IO-G-M-00-043e_A Maintenance of syngas engine SFGLD 1800 rpm 470
IO-G-M-00-034e_A Maintenance of low methane number gas engines SFGLD - 1200 rpm 479
IO-G-M-00-024e_B Maintenance of low methane number gas engines SFGLD - 1500 rpm 488
IO-G-M-00-035e_A Maintenance of low methane number gas engines SFGLD - 1800 rpm 497
IO-G-M-00-047e_B Maintenance of natural gas engines SFGM 1500 rpm 506
IO-G-M-00-048e_B Maintenance of natural gas engines SFGM 1800 rpm 515
IO-G-M-00-049e_B Maintenance of biogas engines SFGM - 1500 rpm 524
IO-G-M-00-050e_B Maintenance of biogas engines SFGM - 1800 rpm 533
IO-G-M-00-051e_A Maintenance of natural gas engine SFGM 1500 rpm in island operation 542
DESCRIPTION OF MAINTENANCE OPERATIONS TYPE E 551

IO-G-M-25-001e_D Gas fueled engine oil servicing instructions 553
IO-C-M-25-001e Oil sampling procedure 557
IO-C-M-25-004e_A GUASCOR engine oil change instructions 558
IO-C-M-25-002e GUASCOR 180/240 engines centrifugal oil filter maintenance instructions 561
IO-C-M-25-003e GUASCOR 360/480/560 engines centrifugal oil filter maintenance instructions 562
IO-C-M-25-012e Cleaning the oil separator filter of the crankcase gas breather 563
IO-G-M-00-001e_A Gas engine cylinder compression test 564
5
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IO-G-M-33-001e_B Spark plug changing & maintenance instructions 566

IO-G-M-33-002e_C Spark plug replacement criteria gas engines 569
IM-G-C-33-001e_C Spark plug fitting instructions 571
IO-G-M-33-004e_B Prechamber spark plug installation & maintenance instructions 572
IO-G-M-33-005e_B Criteria for changing prechamber spark plugs 575
IO-G-M-33-007e Maintenance of spark plugs. Overview 576
IT-G-E-10-001e_B Adjustment of GUASCOR gas engine valves 578
IT-G-A-30-001e Carburation adjustment with main adjunting screw (mas) 581
IO-C-M-35-001e_B Terrestrial engines' air filters. Maintenance 583
IO-C-M-15-001e_A Damper condition monitoring 589
IO-C-M-20-002e_A Maintenance of the cooling system 593
IO-C-M-45-001e_B Maintenance of turbocharger 597
IO-G-T-35-001e Intake safety valve operating and maintenance procedure 601
IO-C-M-20-010e Maintenance of intercoolers 603
IO-C-M-60-004e Maintenance of pick-ups 606
IO-C-M-15-003e Maintenance of flexible coupling 607
IO-C-M-20-003e Maintenance of in-line water pumps 609
IO-C-M-20-004e Maintenance of cooling towers 610
IO-C-M-20-005e Maintenance of plate-type heat exchangers 612

Chapter 6 – Troubleshooting 615
IO-G-T-00-001e_A Gas engines troubleshooting 617
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6
Chapter 1
Safety features and precautions
7
8
Chapter
1 Safety features and precautions

Title IP
SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES
1. INTRODUCTION
All GUASCOR engines have been designed in accordance with European Machinery Safety Regulations,
European Directive 98/37/EC of 22 June, and the harmonised standards UNE-EN ISO 12100-1 and UNE-EN ISO
12100-2. Accordingly, we supply them with the EC Declaration of Conformity and «CE» mark.
The intention has been to supply an intrinsically-safe engine, although the nature of this machine does not rule
out the possibility of potential risks, for which it is necessary to adopt certain safety precautions.
The aim of this document is to inform the users of GUASCOR equipment on the safety precautions which are
required for handling and operating it adequately.
Engine installations and specially fuel-powered engines must be adapted in all cases to the local regulations.
2. PRELIMINARY OBSERVATIONS
We recommend you to read these safety precaution instructions on receiving your GUASCOR engine. They are
part of the engine operation and maintenance manual we supply with each engine.
Therefore, we recommend that the manual be kept in perfect condition and readily available to the operator and
those responsible for engine maintenance.
Our Network of Repair Shops is at your disposal to carry out revisions and repairs under the best conditions and
in accordance with the standards established by GUASCOR.
The use of original spare parts ensures high performance over long periods of operation. These parts have been
manufactured with the same strict quality controls, which were used for the manufacture of the original
equipment.
3. BODILY PROTECTION
CAUTION
Wear approved bodily, sight, hearing and respiratory protection. Never wear loose clothing, jewellery or long hair
around the engine.
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4. EXHAUST GASES
CAUTION
IC engine exhaust products are toxic and may cause injury or death if inhaled. All engine installations must have
an exhaust discharge pipe so that the exhaust gases are delivered into the outside air. A closed building or
shelter must be adequately vented to provide a steady supply of fresh air.
5. ENGINE FUELS
CAUTION
If a gas engine has been cranked excessively without starting, shut off the gas fuel supply and continue cranking
the engine to purge the cylinders and exhaust system of accumulated, unburned gas. If you fail to do this, a spark
plug could ignite and cause an explosion.
Engine fuels may ignite or explode. These must be delivered to the engine with proper piping, free from leaks and
designed to resist breakage from vibration.
6. POSITIVE FUEL SHUT-OFF
CAUTION
Some means of positive fuel shut-off should be provided for emergency use.
Pressurised fuels such as natural gas, landfill or digester gas should have another positive shut off valve (manual,
automatic or valve train), other than those in the carburettor or gas pressure regulation equipment.
It is the final responsibility of the user to ensure that the installation is free from fuel or exhaust leakage and such
installation meets all applicable codes.
7. SAFETY GUARDS
CAUTION
IC engines must be provided with guards to protect persons or structures from rotating or heated parts. It is the
responsibility of the engine owner to fit such protection.
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8. CRANKCASE GASES
WARNING
All the engines incorporate a crankcase gases vent to relieve pressure that builds up inside as a portion of the
combustion gases flow in through the piston rings (blow by). Make sure the vent pipe is correctly fitted, allowing
free passage of the gases.
9. COOLING SYSTEM PRESSURE CAPS AND CONNECTIONS
CAUTION
Do not remove the pressure caps while the engine is operating or while coolant is hot. The cooling system is
under pressure and severe burns could result from the hot coolant spewing out when the cap is removed. Wait
until the engine and coolants have cooled down before removing caps from the intercooler, thermostat box,
radiator or surge tank. Always replace the weak hoses, lines and fittings.
10. IGNITION SYSTEM
CAUTION
Ignition systems can cause electric shocks. Avoid contacting ignition units and wiring.
A spark plug will fire if the storage capacitor in the electronic ignition module is connected. This may even happen
when the cable is disconnected. When this cable is connected the capacitor will discharge and fire the spark plug
which will ignite any gas which has accumulated in that cylinder. The crankshaft and driven equipment may
rotate, possibly causing personal injury or damage to equipment. Gas which has accumulated In the exhaust
system may also be ignited.
Before reconnecting the cabling of the electronic ignition module, shut off the supply of current.
Protect spark plugs, wires and coils from the rain and snow.
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11. GENERATOR SETS
DANGER
The voltage produced by generator sets is dangerous for anyone who touches a part of the electrical system
while this is working. Severe, possibly fatal shock may result from contact. Make sure the generator set is
grounded before operation. Be extremely careful when the unit or surrounding area in damp or wet. When
servicing any part of the electrical system or making any connections, make sure that the main power switch is
off. Clean or service generator only when engine is shut down.
In case of an accident from electrical shock, shut down the generator set at once. If it cannot be shut down, free
the victim from the live conductor.
Avoid direct contact with the victim. Use a dry board, dry rope or any non-conducting implement to free the victim.
If the victim is unconscious, apply artificial respiration and get medical help.
Do not operate the generator set with the ammeter circuit open. Voltage, dangerous to both equipment and
personnel, can be generated in an open secondary circuit of a current transformer.
If the generator set is stopped by operation of safety devices, do not attempt or operate until the cause has been
eliminated.
When the generator set is shut down after operation, disconnect all line switches to all external power load and
parallel circuits.
12. TIDINESS AND CLEANLINESS
WARNING
Tidiness and cleanliness are essential to endure a safe workplace. A tidy workspace with clean catwalks and
well-ordered equipment and tools, allows one to do the job better and is an important factor in accident
prevention.
13. ENGINE AND EQUIPMENT; REPAIR AND SERVICE
CAUTION
Always stop the engine before cleaning, servicing or repairing the engine or driven equipment. Place all controls
in the off position to prevent accidental restarting. If possible, lock all controls in the off position and take the key.
Put a sign on the instrument panel warning that the engine is being serviced. Before restarting, make sure that all
tools and other material are removed from the engine and equipment.
Proper service and repair is important to the safe, reliable operation of the engine and related equipment. The
procedures recommended by GUASCOR in this manual are effective methods for performing service and repair
operations. Some of these procedures require the use of specially-designed tools. Special tools should be used
when and as recommended. Anyone who uses a service, repair or installation procedure not recommended by
GUASCOR must first satisfy themselves thoroughly that their safety will not be jeopardised by the service
methods they selected.
IC-G-D-60-002e 12
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14. ENGINE FAN BLADES

- Do not operate the engine with the fan bent, broken, modified or damaged in any way.
CAUTION
- Do not operate the engine if the fan contacts or strikes any engine accessory or the radiator shroud or core.
- Do not try to rebalance the fan. Contact the supplier if rebalancing is required.
- Ensure that all bolts attaching the fan are securely installed to a torque specified by the engine, vehicle or boat
manufacturer.
- Install the fan so that it is directed correctly towards the radiator.
- Perform all required maintenance on the drive system, as described in this manual.
- Do not modify or substitute any parts of the engine without the approval of the Service Department of
GUASCOR. Take special care not to make modifications which will increase the operating speed of the fan.
- Install the fan only if the engine has been approved for fan installation. Likewise, install a drive system defined
by GUASCOR.
- If the fan or drive contains any plastic or rubber component, have the fan and drive inspected by a qualified
mechanic after operation or exposure to excessively high temperatures (air temperature of over 120ºC).
- Replace the fan if indications of excessive corrosion or erosion appear in the fan.
- For reversible or adjustable pitch fans, make sure the blades are correctly locked in the proper position prior to
operation. Also, inspect the fan prior to operation to ensure that ice and dirt have not accumulated on the fan
to cause potential imbalance of the fan.
- Be sure that all fans, fan drives and belts are properly shielded.
IC-G-D-60-002e 13
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15. TURBOCHARGERS
CAUTION
Turbochargers are designed specifically for each application. Turbochargers operate at high temperatures,
therefore all inflammable material must be kept away from them. Engines must be shut down and at room
temperature before working on turbochargers or burns will result.
16. ENGINE STORAGE CHEMICALS
DANGER
Protective oils contain a petroleum distillation, which is harmful or fatal if swallowed. Avoid contact with skin, eyes
and clothes. Vapour is harmful and causes irritation of eyes, nose, throat and skin. Use only with adequate
ventilation. Avoid breathing of vapour. Do not take internally. Keep container closed and away from heat. Always
read and observe the <<CAUTION>> labels on the containers. Do not destroy the labels on the containers.
In general, protective compounds should not be heated over 90ºC. To heat at this temperature, the containers
must be placed in a vessel with hot water. The cover must be removed and a hole must be made in the container
to reduce the danger of explosion. Heating or direct heat is an unnecessary fire risk.
17. FIRE PROTECTION
WARNING
Locate fire extinguishers so that they are easily accessible if a fire start. Carefully maintain records of extinguisher
inspection and recharging to ensure the fire extinguishing capabilities when required. Consult your fire
extinguisher supplier or insurance engineering for recommendations required for the engine installation. It is also
recommended to have well-identified fire emergency escape routes in all engine installations, in accordance with
regulations.
18. CLEANING SOLVENT
CAUTION
Use approved cleaning solvents in a well ventilated area. Do not breathe fumes as some vapours can be fatal.
Keep away from open flames or sparks. Do not use gasoline or paint thinners or other highly volatile fluids for
cleaning. Always read and observe the <<CAUTION>> labels of containers. Do not destroy the labels on the
containers. Cleaning solvents can cause various kinds of skin irritations.
IC-G-D-60-002e 14
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19. WELDING EQUIPMENT
CAUTION
Welding gas cylinders can explode if damaged. Cylinders must be stored in accordance with manufacturer’s
specifications and applicable safety requirements.
When using acetylene, check valves should be installed between the regulators and hoses to prevent flashback
into the regulators and supply tanks. Flashback could cause the regulators and supply tanks to explode.
Oily and greasy materials must be kept away from oxygen valves, hoses, etc. Oxygen, if combined with such
materials, will cause and explosive reaction.
Always wear protective eyes shields when welding, cutting or watching welding operations. Protective clothing
must be worn. Do not weld or cut near combustible materials.
20. GROUNDING PRECAUTIONS WHEN WELDING
CAUTION
When using an electrical welder on an engine, clip the ground lead as close to the welding site as possible.
Putting the ground lead too far from the welding site may result in arching across the main bearings and fusing
these to the crankshaft.
21. ELECTRICAL TOOLS
CAUTION
Make sure that electrical tools are properly grounded. Wear proper eye protection. Do not work in wet or damp
conditions. Be sure that the tool is in good condition and safety guards are in position. An electric trouble light
must also be grounded. Do not carry electric power tools by the cord. Do not yank the cord when removing from
an outlet. Instead, grasp the plug to remove it from an outlet.
22. BATTERIES
CAUTION
Always disconnect the battery ground connection from batteries before performing any work on the engine or
equipment. This will prevent sparks or burns when accidentally shorting an electrical connection.
IC-G-D-60-002e 15
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Never expose batteries to open flame or electric spark. The chemical action of the battery produces hydrogenous
gas which is inflammable and explosive. Do not allow the battery fluid to contact skin, eyes, clothes or painted
surfaces. The electrolyte is a sulphuric acid solution, which could cause serious burns or damage equipment.
Wear eye protection when working with batteries.
23. PRECAUTIONS WHEN USING BOOSTER BATTERIES AND CABLES

Do not attempt to jump start an engine having a frozen battery. The battery may rupture or explode. Before
starting, examine all fill vents on the battery. If ice can be seen, or if the electrolyte fluid cannot be seen, do not
attempt to start with jump cables. Batteries, charged and discharged, should be treated carefully when using
jumper cables.
The following procedures assist in reducing sparks and explosion hazards always present in both batteries when
connecting charged batteries to discharges batteries:
- Turn off all electrical loads. Remove vent caps and lay damp cloth over open vent well of each battery. The
charged booster battery or batteries must have the same voltage capacity as the discharged battery or
batteries.
- The positive post is identified by a <<+>>, pos. and red colour and is larger in diameter than the negative post.
- The negative post is identified by a <<->> neg, and natural lead colour (grey).
24. COMPRESSED AIR

Compressed air or gases should never be used to clean clothing or your body. Compressed air can pierce the
skin and cause severe and very painful injury.
Never use your hand to check air, gas, or liquid flow rates, or check for leaks. Do not engage in <<horseplay>>
with air, gas or liquid hoses. Observe all applicable regulations as related to compressed gases.
25. INTOXICANTS AND NARCOTICS
CAUTION
Anybody under the influence of intoxicants and/or narcotics is hazard to themselves and other employees.
26. SAFETY PRACTICES FOR HANDLING ACIDS

Cleaning with acid for certain castings and pieces of equipment is frequent. In handling them, follow these
recommendations:
- Avoid contact with skin, clothing and eyes.
- Descaling operations should be performed away from all fire, spark or other ignition sources.
- Keep acid off of concrete floors because it attacks the lime in the concrete. If solution does get on concrete
surfaces, apply an alkaline solution to neutralise.
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- Acids can react with metals to form various gases. Generally, acid solutions on lime scale and rust result in the
formation of harmless carbon dioxide. However, when acids contact aluminium, zinc, cadmium, tin, sulphur,
arsenic or cyanide, poisonous and explosive gases may be generated. When descaling is done in closed
equipment, install proper ventilation to carry the gases away.
- Always store containers closed, placing these in their normal position.
- Be sure that there are no leaks in the vessel being descaled, which will permit solution to leak into opposite
side of equipment. Good practice is to fill the opposite side of the equipment being descaled with water to level
higher than the acid solution.
- Use an acid-proof pump, or an inexpensive, throw-away pump.
- Do not agitate acid solutions with compressed air.
- Applications of acid should be followed by thorough rising, then neutralising with an alkaline solution to remove
all acidic residue, to prevent further action.
- Store acid solutions in either an acid-proof wooden or synthetic rubber lined steel container.
- Check steel equipment to be treated with acid solution for copper or brass fittings or fusible metal plugs. If
possible, dissimilar metals should be removed prior to descaling to prevent electrolytic action which might
interfere with the inhibiting action of acid solution. Do not use acid to descale equipment constructed of
aluminium.
27. ENGINE LIFTING AND HANDLING

- The use of cloth slings is recommended to avoid damaging the equipment with rough movements.
- Assure that the slings do not come into contact with sensitive parts of the equipment.
- Correctly inspect all anchor points so that there is no defective welding, loose screws, etc. that might
jeopardize the lifting of the equipment.
- Verify that all pertinent structures have been inspected, are in good condition, and can support at least the
weight of the equipment plus 10%. If you are not sure, weigh the equipment prior to lifting it.
- Prior to lifting it, be sure to balance the equipment to the maximum, using slings of different lengths if
necessary.
- Keep all personnel away when the unit is in the air.
- Do not lift the equipment further than necessary.
IC-G-D-60-002e 17
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Title IP
REVIEW OF COMPLIANCE WITH EUROPEAN MACHINERY
SAFETY REGULATIONS AND "CE" MARK REQUIREMENTS
1. INTRODUCTION
This document describes all the design and operative features of our gas engines and their applications
(generating sets or others) as well as the technical solutions that we have implemented in order to comply with
the current machinery safety regulations. These concretely include the Royal Decree 1435/1992 of 27 November
1992 and subsequent amendments, the European Directive 98/37/EC of 22 June, and the harmonised standards
UNE-EN ISO 12100-1 and UNE-EN ISO 12100-2. Compliance with them is mandatory in order to be able to issue
the Declaration of Conformity with the European Regulations and to use the "CE" mark.
2. ENGINE DESIGN
The check for compliance with the European Regulations on Machine Safety described in this document applies
to GUASCOR POWER gas engines.
Those engines are developments of their DIESEL counterparts whose design has passed technical audits by
renowned Certification Agencies - LLOYD’S REGISTER, BUREAU VERITAS, GERMANISCHER LLOYD’S,
RINA, DET NORSKE VERITAS, HELLENIC REGISTER OF SHIPPING, and others - for approval in marine
applications and has been awarded the ‘TYPE APPROVAL' certificate that guarantees the suitability of the basic
engineering design.
In designing and manufacturing the engines, GUASCOR POWER follows risk suppression or reduction criteria,
implementing adequate solutions and adopting the necessary protective measures when it is not possible to
eliminate said risks. In this event, GUASCOR POWER informs users of any residual hazards due to incomplete
effectiveness of the protective measures, advising them that they must have specific training and use personal
protective equipment where necessary.
Similarly, in designing and manufacturing the machine as well as in writing the product information, GUASCOR
POWER bears in mind not only the normal use, but also any reasonably expectable use of the machine.
3. ENGINE ROOM
The engine room or the area surrounding the engine or generating set cannot be rated as danger zones under
the prevailing regulations, since the running of the engine will under no circumstances give rise to the release of
solids, liquids or heat in the same, which could affect the operators' safety.
Notwithstanding this, given that the engine operation, service or control while running does not require anybody to
be very close to it, we recommend that operators should stay at an adequate safety distance to prevent the
effects of any fatal, unforeseeable failure, if it ever occurs.
Adjustment and fine-tuning operations (valve timing, oil and water level control, etc.) are to be performed with the
engine off. Only qualified and trained personnel must carry out carburetion adjustments with the engine on
according to the established procedures, without putting in danger any of the operators.
4. RISK ANALYSIS
In designing the engines, we adopted technical options or solutions that avoid intrinsic and specific engine
operation hazards.
Nevertheless, due to the very concept of the machine and its operation, there still exist various unavoidable,
though limited hazard features, representing a risk for the operator.
IC-G-D-60-003e_A 18
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This section reviews the design solutions implemented in order to overcome possible machine-specific risks and
the preventive measures established against unavoidable risks.
4.1. Materials and Products
The materials and products used for the construction and operation of the machine do not involve any health or
safety hazard, on condition that operators abide by the user instructions and prevailing regulations.
4.2. Drives of the Equipment
The drive systems are safe and reliable, with clearly identified and visible controls, including adequate alarms as
well as normal and emergency stop devices.
4.3. Mechanical Hazards
The equipment we supply has been so designed and built to offer sufficient stability under the planned operating
conditions. Their components are designed for appropriate resistance in operation. Product Information sheets
specify the necessary inspection and maintenance programmes for safety’s sake.
We design and manufacture the moving parts of the engine to avoid any risk. Therefore, they incorporate guards
or protective systems impeding physical contacts that would cause injuries or accidents. Driving components
(pulleys, belts, gears, etc.) have covers that can be fixed or movable depending on the frequency of servicing
tasks. All protective devices are made solidly and resistant.
4.4. Electrical Hazards
The engines design, construction and equipment prevent or ensure possible prevention of all electrical hazards.
Refer to section “Electrical Installation”. Moreover, the engines have static elimination systems.
4.5. Fire, Explosion or High Temperature Hazards
We have taken precautionary measures to avoid injuries caused by hot parts or materials through physical
contact or remotely. Moreover, we addressed the risk of flying hot matters and avoided fire and overheating
hazards originating in the engine.
Different types of fluids of varying characteristics circulate through the engine at variable temperatures.
4.5.1. Cooling Water
By design, all the connections in the water circuit are fitted with mechanical seals and/or bushed systems with
ethylene propylene O-rings, suitable for the high temperature of the engine coolant in the main system (120ºC)
and in the auxiliary circuit (90ºC). Therefore, no rubber couplings are used.
4.5.2. Lubricating Oil
The oil circuit has been designed fully integrated into the engine; in this way, the only outgoing pipes are those to
and from the oil cooler. Sealing of all the tubes is through mechanical seals or bushed systems with Viton O-rings,
avoiding the use of rubber couplings by all means.
4.5.3. Supercharged Air/Gas Mixture
In the supercharged mixture circuit (downstream the turbocharger), sealing of the different components is by
means of mechanical seals with Viton O-rings. Rubber sleeves and other materials have been totally discarded.
IC-G-D-60-003e_A 19
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4.5.4. Manifolds and Exhaust Pipe
To limit leak risks, the engine exhaust manifolds are mechanically sealed by means of special metal-reinforced
joints.
As a prevention of possible hazard in case of unintentional personal contacts, we have designed a refrigerated
type of exhaust manifold with the engine cooling water circulating outside and around the exhaust manifold; in this
way, the temperature on the exhaust manifold surface, otherwise 400 to 500 ºC, falls to the coolant temperature
levels of 80 to 90 ºC.
As for the turbocharger, the turbine casing (exhaust side), that is also very hot and cannot be refrigerated, is
protected with a heat-insulating blanket (or jacket) limiting the surface temperature to less than 90 ºC. This
solution also applies where the engine application requires the use of hot (uncooled) exhaust manifolds.
A similar type of protection covers that portion of the exhaust elbow or pipe extending to the connecting flange on
the flexible for connection to the external exhaust pipe. The installation project shall provide for the protection of
this exhaust pipe. When Guascor supplies the installation, we check for possible contact with this piping and,
where appropriate or for exhaust heat recovery if desired, we protect the pipe with a stainless steel lined heat-
insulating blanket.
4.6. Vibration
Engine vibrations do not affect operator safety, although they could be transmitted through the engine mounting
to other machines or to the building, resulting in a nuisance for people in the neighbourhood.
Engines for applications where structure-borne vibrations are likely to occur will be isolated from their support by
means of elastic vibration absorbers.
Additionally, we use flexible elements to connect all the utilities (water, fuel, oil, etc.) to the outside of the engine.
4.7. Noise
Noise generation is inherent to the engine and is in general inevitable, although design approval is conditioned to
a sustainable sound level when adequate and necessary protections are used.
Ear protection is necessary for all the people present in the engine room when the engines are running.
Therefore, at entrance to the engine room, there must be a clear and visible warning of the obligation for the
operators to wear ear protection.
No type of ear protection is specified, as the certified personal protective equipment usually available in the
market is deemed appropriate.
As regards noise outside the engine room (environmental noise pollution), it is necessary to install and we do
install in all cases adequate exhaust silencers to meet the local or environmental rules in force where the engines
operate.
4.8. Electrical Installation
The electrical installation of the engine just consists of one terminal box for the connection of 24VDC and 220V
devices, including sensors, contacts, etc. This terminal box and wiring of the said devices conform to the low
voltage wiring regulations and Directive 73/23/EEC as amended by Directive 93/68/EEC. On the front of the said
box, there is a switch for immediate stopping of the engine in case of an emergency.
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4.9. Gas System
The gas system design always conforms to the applicable norms in force (UNE 60.620) and comprises the
following elements:
ERM. Gauge and meter panel built to the applicable standard for this type of engines in order to ensure gas
supply under the established pressure conditions.
VALVE TRAIN. Set of elements comprising a hand-operated shut-off valve, gas filters, a control pressure gauge,
a double normally-closed solenoid valve to stop the gas flow to the engine, a venting line for leakage control, all
consistent with the standard specifications.
CONNECTIONS TO THE ENGINE, by means of DIN flanges and homologated hoses in all cases.
ENGINE-MOUNTED PRE-CARBURATION PIPING designed with a minimum of development and connections.

In any case, the pipes are made to the installer's standards and checked for leaks during the engine tests.
POST-CARBURATION AIR/GAS MIXTURE PIPING. The whole circuit has been mechanically-sealed with Viton
O-rings (all the rubber or silicone couplings have been suppressed).
"BACKFIRING" or "DETONATION" PROTECTION. In a gas engine, backfiring may happen when burning of the
fuel mixture takes place in the intake manifold because damaged valves do not seal the combustion chamber
hermetically. Detonation occurs if the mixture strength varies out of control or when the mixture autoignites in
contact with hot surfaces.
As a direct protection against these phenomena, two types of measures or safeties have been adopted. The
mechanical resistance of the equipment (as regards intake manifold joints, ribs, etc.) has been increased with
respect to the normal design specification (diesel type) and two pressure-relief valves have been installed in the
intake manifold to permit pressure leak while preventing any overload of the manifolds.
Indirect protection is provided by the engine's own control and regulating systems which have been designed to
protect the engine against erratic or abnormal operation.
4.10. Blowby Gases
Because it is impossible to have the combustion chamber completely sealed, combustion gases always
accumulate in the crankcase and can give rise to oil splashing outside due to overpressure in the crankcase. As
prevention against this occurrence, all the engines come complete with an explosion relief valve for the expulsion
of those gases that are fed back, after filtering, into the engine intake system on environmental protection grounds
IC-G-D-60-003e_A 21
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4.11. Exhaust Gases
The emission of exhaust gas is intrinsic to the engine function and, thus, inevitable. There are clear and specific
instructions for installing exhaust gas piping that eliminate the risk of contaminating the engine room.
Those instructions specify the requisites for the exhaust piping layout, how to calculate the pipe diameters, norms
for the placement of expansion joints, etc.
4.12. Maintenance
Maintenance tasks must be done with the machine idle. The maintenance, adjustment, lubrication and upkeep
points lie outside dangerous areas. Staff can work safely and at ease, and the reasons for their intervention are
limited.
4.13. Information
Product information necessary for using the equipment is clear, concise and easy to understand. The machines
include alarm systems that report any malfunction of the machine and warn exposed persons of possible risks.
On the equipment there are signalling devices (dial gauges, control panels, etc.) as well as warning signs
informing of potential non-evident persistent hazards through pictograms everybody understands.
All engines are delivered with a minimum of safety devices and operational controls, and although their primary
function may not be to protect operators, they do protect them indirectly by preventing malfunctions or inadequate
operation.
The following information is legibly and indelibly available on each machine: nameplate (manufacturer's name
and address, model, serial number, year of manufacture, power, fuel gas quality and pressure requirements), and
specific «CE» mark tag. Moreover, product information contains all the necessary instructions for safe operation
of the machine.
On the non-moving parts of the engine there are strong lugs for a safe handling of the engine with conventional
lifting equipment. Additionally, product information clearly states the engine weights necessary to arrange for
adequate transport of same.
4.14. Installation, Operation and Maintenance Instruction Manuals
Each machine has its instruction manual containing a reminder of the data required for the marking, except the
serial number, as well as the instructions for easy maintenance, conditions of intended use, instructions for safe
commissioning, operation, handling (including information about the machine weight), installation, assembly,
disassembly, adjustment, maintenance (preventive and corrective), and counter-indications.
GUASCOR has prepared an instruction manual in Spanish, English, French, German and Italian. This manual
must be close to the machine, when put into service. The mechanic's handbook intended for specialist staff
responsible to the manufacturer is available in English or Spanish. According to the standing regulations, in order
to use the «CE» mark, it is compulsory to have the engine instruction manuals available in the official language of
the member state where the engine operates. Fulfilment of these regulations will be achieved by translating the
current Installation, Operation and Maintenance Instruction Manuals in pace with the sales of our engines to the
different countries of the European Union.
The instruction manuals include all necessary drawings and diagrams to install, operate, maintain, inspect the
machine and check it for correct operation, and make any repair, if needed, in addition to other relevant
recommendations, especially in relation to safety issues. GUASCOR POWER has drawn up the following
manuals in compliance with the Machinery Safety Directive:
- Installation Manual (installation and start-up)
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- Operation and Maintenance Manual (maintenance, inspection, safety and correct operation testing)
- Spare Parts Manual (list of spare parts for the equipment)
- The Mechanic's Manual (specialist inspection and repair of the equipment)
Catalogues and other documents used to present the machine are consistent with the instruction manuals as
regards safety. The Installation Manual provides assembly and installation recommendations in order to reduce
noise and vibration (dampers, foundation, etc.). Data on the machine airborne noise appear in the Instruction
Manuals.
Engines are installed according to an installation manual specific for each application. In this manual, we will find:
- Engine general dimensions diagram
- Engine peripherals diagram (it includes necessary information for installing all the necessary peripherals for
engine operation: water, oil, fuel, exhaust…)
- Specific installation instructions for each peripheral
- Specific instructions for engine complements or optional and additional devices (not mandatory).
The operation and maintenance manuals for each engine are written so the operator has readily available
information for:
- Identification of the machine and its components
- Instructions for proper adjustment and start-up
- Operational instructions
- Maintenance instructions (frequency of maintenance operations) are of major importance as a direct safety
element to insure proper engine condition and operation.
IC-G-D-60-003e_A 23
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5. MALFUNCTION PROTECTION
The monitoring and safety systems, that verify the engine operating condition through the measurement of its
major parameters, activate PREVENTIVE warning signals when actual values exceed the predetermined
setpoints or immediately STOP THE ENGINE if the alarm threshold is reached.
In any event, in prevision of any potential monitoring system failure, all gas engines are fitted with a
communication and junction box connected to the electric control panels. This box placed ON THE ENGINE
includes an EMERGENCY STOP SWITCH for deliberate and immediate stoppage of the engine.
Moreover and in all cases, there is an engine-mounted EMERGENCY STOP LEVER available, which, once
operated MANUALLY and deliberately, blocks the air/gas charge to the engine immediately, causing the engine
to stop at once.
6. SAFETY PRECAUTIONS
In all instances, together with the engine operation and maintenance documentation, we deliver Product
Information IC-G-D-60-002e regarding GUASCOR GAS engine safety precautions, which indicates preventive
measures for handling our engines and their environment.
7. CONCLUSION
The preceding review allows us to conclude that GUASCOR POWER GAS engines have been designed in full
awareness of and in compliance with the machinery safety regulations requirements as specified in
Directive 98/37/EC and the harmonised standards UNE-EN ISO 12100-1 and UNE-EN ISO 12100-2.
Consequently, it is right to issue the relevant Declaration of Conformity and to use the «CE» mark that guarantees
the same.
Enclosed with this report:
- IC-G-D-00-040e, "GAS ENGINES GENERAL DESCRIPTION OF CONSTRUCTION ".
- IC-G-D-60-002e, "SAFETY PRECAUTIONS FOR GAS ENGINES".
NOTE
All certifications that support the statements and conclusions in this report have been documented and submitted
to external auditing.
IC-G-D-60-003e_A 24
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SOUND PRESSURE LEVEL IN GAS ENGINES
1. INTRODUCTION
This sheet informs of the noise level in GUASCOR Gas engines.
2. ACOUSTIC DEFINITIONS
Decibel
Logarithmical unit that relates an energetic magnitude with another similar magnitude, which is accepted as a
reference.
Sound power
Energy that a sound source gives to the surrounding atmosphere, in a time unit.
Sound pressure
Atmospheric pressure variations at one point, produced by the propagation of a sound wave.
3. NOISE EMISSION AT 1200 RPM

The following table includes the sound pressure level distributed in octave frequency bands and the total sound
pressure level, when the engine is working at 1200 rpm and 100% of Power in a continuous way.
ENGINE: F/SFGLD 180 240 360 480 560
125 -- 59 -- 66 71
LpA IN FREQUENCY
250 70 73 69 70 79
BANDS (Hz)
500 82 79 76 76 81
1000 84 85 82 81 83
2000 81 83 83 80 84
4000 76 77 79 73 79
LpA, ∑ dB(A) 88 88 87 85 89
ENGINE: HGM 560
125 71
LpA IN FREQUENCY
250 77
BANDS (Hz)
500 79
1000 81
2000 88
4000 83
LpA, ∑ dB(A) 90
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Notes
- Sound power levels are calculated using ISO 9614-2.
- Sound pressure levels are measured at 1m from the engine and calculated according to UNE-EN ISO-
11203:1996.
- ± uncertainty of the results corresponds to 3 class determinations, with a maximum standard deviation, σ =
The
4 dB(A).

ENGINE:
180 240 360 480 560
F/SFGLD/SFGM
125 -- 72 70 73 76
LpA IN FREQUENCY
250 73 82 81 83 92
BANDS (Hz)
500 83 87 86 88 89
1000 87 90 88 90 89
2000 84 89 86 89 89
4000 79 86 80 82 85
LpA, ∑ dB(A) 90 95 92 95 97
ENGINE: HGM 560
125 73
LpA IN FREQUENCY
250 83
BANDS (Hz)
500 85
1000 88
2000 92
4000 89
LpA, ∑ dB(A) 96
Notes
11203:1996.
The
4 dB(A).
IC-G-D-00-042e_B 26
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ENGINE: SFGLD 560
125 --
LpA IN FREQUENCY
250 82
BANDS (Hz)
500 86
1000 85
2000 88
4000 82
LpA, ∑ dB(A) 92
Notes
11203:1996.
The
4 dB(A).
IC-G-D-00-042e_B 27
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ENGINE:
180 240 360 480 560
F/SFGLD/SFGM
125 -- 70 -- 70 73
LpA IN FREQUENCY
250 76 86 74 84 87
BANDS (Hz)
500 88 84 90 84 85
1000 91 89 85 88 87
2000 87 87 87 89 91
4000 83 83 82 83 86
LpA, ∑ dB(A) 94 94 93 93 95
ENGINE: HGM 560
125 70
LpA IN FREQUENCY
250 84
BANDS (Hz)
500 82
1000 86
2000 92
4000 88
LpA, ∑ dB(A) 95
Notes
11203:1996.
The
4 dB(A).
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SOUND PRESSURE LEVEL
IN THE EXHAUST ZONE OF THE GAS ENGINES
1. INTRODUCTION
This sheet informs of the noise level in the exhaust zone of GUASCOR Gas engines.
2. ACOUSTIC DEFINITIONS
Decibel
Logarithmical unit that relates an energetic magnitude with another similar magnitude, which is accepted as a
reference.
Sound power
Energy that a sound source gives to the surrounding atmosphere, in a time unit.
Sound pressure
Atmospheric pressure variations at one point, produced by the propagation of a sound wave.

ENGINE: F/SFGLD 180 240 360 480 560
63 94 96 96 94 98
LpA IN FREQUENCY
125 106 109 109 111 109

BANDS (Hz)
250 106 113 113 112 112

500 112 115 115 119 117
1000 108 111 112 116 113
2000 109 113 113 117 113
4000 109 112 114 116 114
LpA, ∑ dB(A) 117 120 121 124 121
ENGINE: HGM 560
63 99
LpA IN FREQUENCY
125 109
BANDS (Hz)
250 115
500 116
1000 114
2000 114
4000 116
LpA, ∑ dB(A) 122
IC-G-D-00-043e_B 29
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Notes
11203:1996.
The
4 dB(A).

ENGINE:
180 240 360 480 560
F/SFGLD/SFGM
63 97 99 100 98 102
LpA IN FREQUENCY
125 118 121 121 124 121

BANDS (Hz)
250 124 127 126 125 125

500 113 116 119 124 122
1000 112 115 117 121 118
2000 110 114 115 119 115
4000 106 109 110 111 109
LpA, ∑ dB(A) 126 128 129 130 129
ENGINE: HGM 560
63 102
LpA IN FREQUENCY
125 122
BANDS (Hz)
250 128
500 122
1000 119
2000 117
4000 112
LpA, ∑ dB(A) 130
Notes
11203:1996.
The
4 dB(A).
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ENGINE:
180 240 360 480 560
F/SFGLD/SFGM
63 99 101 102 99 103

LpA IN FREQUENCY
125 128 131 131 127 125

BANDS (Hz)
250 128 131 131 114 135

500 120 123 126 130 127
1000 115 118 119 123 120
2000 112 116 116 119 116
4000 105 108 110 112 112
LpA, ∑ dB(A) 132 135 135 136 136
ENGINE: HGM 560
63 103
LpA IN FREQUENCY
125 125
BANDS (Hz)
250 136
500 127
1000 121
2000 117
4000 113
LpA, ∑ dB(A) 137
Notes
11203:1996.
The
4 dB(A).
IC-G-D-00-043e_B 31
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GUIDE TO ENVIRONMENT-FRIENDLY WASTE MANAGEMENT
DURING PRODUCT MAINTENANCE AND AT END OF LIFE
1. INTRODUCTION
Waste generated during the maintenance of GUASCOR equipment, or at the end of their useful life, demands
environmentally correct management. This guide establishes adequate environment-friendly waste management
procedures that aim at keeping the environmental impact as low as possible and at boosting waste recycling and
valorisation processes.
It is thus essential to disassemble, handle and manage the parts, components and waste removed from
GUASCOR machines according to the waste management procedures that legislation prevailing at the
equipment’s operating site might provide from time to time.
Most components of the machines are ferrous and non-ferrous materials (scrap) that are usable as raw materials
in the iron and steel industry. All other non-reusable waste products will be disposed of to landfill sites. When
performing the a.m. disassembling, removal and handling operations, it is necessary to bear in mind the impact
they may have on the environment, including but not limited to contamination resulting from inadequate
arrangement of stored supplies or from ground pollution at the place where said operations are carried on.
The environmental impact that improper handling of waste products may cause further originates in machines
containing hazardous substances that must be considered throughout the operations said machines undergo.
2. DECONTAMINATION AND DISASSEMBLY
ATTENTION
Maintenance staff shall decontaminate the machine, stripping it of all the parts that contain hazardous substances
and are classified as hazardous waste (see further below). Only if it is planned to reuse the complete engine
block is it admissible to keep it lubricated, omitting to extract oil.
The area assigned to decontamination operations shall comprise pollution prevention systems against accidental
spillage while handling the machines (sealed collection boxes) and (whenever possible) grease separation and
settling systems. Likewise, provisions shall be made to store decontamination process waste under cover and
separately in adequate containers, such as containers for batteries or sealed tanks for each type of liquid waste
(fuels, oils, coolants, etc.). Those tanks must have individual retention basins per type of waste, or similar
systems to ensure possible overflow containment.
All collected dangerous waste shall be forwarded, separately and subject to prior acceptance, to authorised
hazardous waste managers.
Decontaminated machines, which thus rank as NON-HAZARDOUS WASTE, shall undergo the following process:
disassembly and sorting of components and special waste products capable of reuse or recycling. This type of
waste includes metallic components that contain copper, aluminium and magnesium, electric parts and plastic
items.
It will thus be necessary to do the following: remove the battery as soon as possible, extract fuel and all other
fluids, materials and components classified as hazardous waste, discharging them into their respective, properly
tagged containers. Draining all the fluids must be carried on in the appropriate manner to minimise hazardous
waste generation at subsequent pressing and fragmentation processes and to make recycling easier. The fluid
removal means (funnels, drums, pumps, etc.) shall be assigned to one single duty exclusively and be duly
identified and tagged to prevent using them for other duties. For instance, gas oil extracting means shall differ
from lube oil draining equipment.
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3. STAFF TRAINING
Operators in charge of decontamination and disassembly shall receive adequate information and training to
ensure they qualify to do the jobs involved. Besides maintenance of the equipment to prevent contamination in
the event of accidental spillage or leakage, training shall cover safety procedures in relation to: (i) the storage and
labelling of hazardous chemicals (pollutant, inflammable, toxic, harmful, etc.); (ii) pouring inflammable liquids into
other containers; (iii) manual handling of loads (carrying and lifting); (iv) correct use of personal protective
equipment; and (v) correct use of extinguishers and fire-fighting systems.
4. DECONTAMINATION, WASTE PROCESSING AND MANAGEMENT METHODS

Another important issue refers to the choice of the waste products’ final destination. As is the case for any other
type of waste, this selection shall comply with the established hierarchical process structure:
1. Reduce, whenever possible, the amount of waste through good operating practices. That will avoid spillage,
leakage, etc., which in turn will result in less soaked cloths, contaminated absorbent products, etc.
2. Recycle. Where reuse is not feasible, it will be necessary to look for processing methods enabling to re-
incorporate the waste products into the production chain (scrap, retreading of tyres, etc.).
3. Valorise. If no other use is possible, energetic valorisation may be an option.
4. Dump. The portion of waste for dumping shall always be the lowest possible.
4.1. HAZARDOUS WASTE
DANGER
Fuels, motor oils, coolants and antifreeze products, batteries, oil filters and fuel filters are items classified as
hazardous waste, which can be present in the machines at the end of their useful life and must be removed
during the decontamination phase.
There are various methods available to remove and extract fluids from the machines: gravity draining, pumping
out, etc. The simplest method consists in suction pumping any waste fluid.
To do so, open the fluid containing tank or cavity and install the fluid recovery unit in the adequate position. You
must obligatorily use one such unit per type of fluid. Make sure it is properly identified and tagged to prevent cross
contamination of the different fluids to be drained. It is advisable for you to use a unit fitted with a large funnel and
telescopic pipe or another similar vertically adjustable system.
Pumping with a pneumatic pump will be the method for discharging waste fluid from the recovery unit tank to the
storage vessel or container pending collection by the authorised waste manager. As an alternative to the a.m.
mobile recovery unit, it is possible to use a funnel, connecting it to a drum through a hose.
4.1.1. RECOMMENDED HANDLING METHODS

Lead-Acid Battery. Selective disposal of batteries implies eliminating such contaminants as sulphuric acid and
lead from the fragmentation waste products and recovering such materials as metals and plastic. Batteries are
classified as corrosive. Decontamination: Remove the battery from its housing; cut the connection wires if the
terminals are rusty and hard to detach. Check for leaks. Always make sure you have a battery acid neutraliser
(e.g. sodium bicarbonate) within reach and ready for use in case of spill.
Fuels: They include petrols and gas oil that are classified as inflammable and harmful. Decontamination: Empty
the fuel tank. Pour waste fuel or non-reusable fuel into adequate and properly tagged tanks or vessels. Store
them separately and forward them separately to the authorised waste manager.
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Used motor oils: These fluids pollute soils; they are leaching-toxic to surface and underground waters.
Therefore, correct management is essential to avoid transferring contamination to the receiving environments.
Motor oils are classified as toxic and hazardous in addition to inflammable. Toxic additives are present in their
composition and they can be spoiled and contaminated by combustion by-products or materials they have been in
contact with. Decontamination: Open and remove the filling plugs and crankcase drain caps allowing oil to flow
by gravity or pumping. Instead of an Oil Recovery unit, you may use a funnel connected to a container through a
hose, complete with an antidrip tray.
Whenever possible, before removing motor oil, it is best to operate the engine for a certain time; this will improve
draining, especially in case of low ambient temperature.
Antifreeze. Coolants for the engine cooling system consist of a water and antifreeze mixture. Antifreeze products
generally are glycols or similar polyalcohols (ethylene glycol or propylene glycol). They are classified as toxic
products. Decontamination: Visually inspect antifreeze to determine whether it is reusable or it is waste fluid.
Install the available collecting system appropriately. Release or cut the sleeves to enable complete draining of the
engine cooling circuit. This will be easier if you open the filling plug and drain caps. Waste antifreeze is recyclable
for marketing again, either through an authorised waste manager or at the operating site itself, using the
distillation, filtration, ultrafiltration or ion exchange techniques.
Used oil filter. Decontamination: The most efficient method for removing oil from the filter consists in taking off
and emptying the filter, allowing oil to drain on the funnel of the collecting system or on a drip pan, before
squeezing the filter to facilitate draining. An alternative procedure consists in carefully drilling the filter cap with an
adequate (spark resistant) tool and setting it (with the hole downwards) on a collecting vessel or drip pan for 24
hours at least. Store the filter in an ad hoc container until you can forward it to the authorised waste manager.
Fuel filter. Decontamination: The most efficient method for removing fuel from the filter consists in taking off and
emptying the filter, allowing fuel to drain on the funnel of the collecting system or on a drip pan, before squeezing
the filter to drain fuel completely. An alternative procedure consists in removing the filter, carefully drilling the filter
cap with an adequate (spark resistant) tool and setting it upside down, with the hole downwards, on a collecting
vessel (drip pan, funnel, etc.) for 24 hours at least. Store the filter in an ad hoc container until you can forward it to
the authorised waste manager.
Asbestos. Asbestos is classified as a toxic and hazardous (carcinogenic) substance. Presently, there is a ban
put on its marketing and use. GUASCOR machines are free from asbestos.
Decontamination process waste and handling waste. Management of hazardous waste resulting from the
decontamination process shall conform to the following. Absorbent products: Keep the absorbent products used
to collect spills and leaks in adequate containers until you can forward them to the relevant waste manager.
Empties: Non-reclaimable empty drums that contained hazardous substances shall be forwarded to the
authorised manager. Contaminated rags: put them in an ad hoc container and forward them to the authorised
waste manager.
4.2. NON-HAZARDOUS WASTE

Remove all reusable parts and components from the machine, as well as any items that can be disassembled
and recycled through scrap reclamation.
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5. WASTE MANAGEMENT
Effective management of the Hazardous Waste Products deriving from machine maintenance and end of life
starts with appropriate packaging, labelling and storage at the operating site.
The producers of hazardous waste are under an obligation to refrain from pouring waste liquids into sewer
systems, septic tanks, etc., as well as to use different methods and systems for collecting and processing each
type of waste in order to avoid cross contamination, and to avoid mixing different classes of waste.
Packaging of Hazardous Waste. The containers and their seals shall be so designed and developed as to
prevent leakage whatsoever. They shall be made of materials resistant to the type of waste they are to hold.
Those constructional materials shall not be prone to hazardous combinations with the waste products.
Labelling of Hazardous Waste. Containers or packagings shall bear a firmly secured, clear, readable and
indelible label stating the waste identification code, nature of waste intrinsic hazards, name and address and
phone number of the owners of the waste products, date packed.
WASTE OIL
Waste identification code:
T
Q7//R1//L8//C51//H5/6//A241//B0019
CER: 13 02 05
Details of the owners of waste
Name:
Address:
Telephone nr.:
POISON
Date packed:
Hazardous Waste Waste Identification Code CER Pictogram

Used oil Q7 //R_//L8//C51//H5/6//A935/B0019 130205 Toxic – T
Antifreeze Q7 //D-R_//L20//C51//H6//A935/B9711 160114 Toxic – T
Lead-acid batteries Q6 //R_//S37//C18/23//H8//A935/B0019 160601 Corrosive – C
Flammable - F
Gas oil Q7 //R_//L9//C51//H38//A935/B9711 130701
Harmful – Xn
Oil filters Q6 //R_//S35//C51//H5//A935/B9711 160107 Harmful – Xn
Contaminated cloths and

Q5 //D_//S40//C51//H5//A935/B9711 150202 Harmful –Xn
absorbent products
Fuel filters Q6 //D_//S35//C51//H5//A935/B9711 160121 Harmful –Xn
Contaminated metal containers Q5 //R_//S36//C41//H5//A935/B9711 150110 Harmful –Xn
Contaminated plastic containers Q5 //D-R_//S36//C41/51//H5//A935/B9711 150110 Harmful –Xn
IO-C-M-00-004e 35
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Hazardous Waste Register. Every company that produces hazardous waste shall keep a Register in such
conditions as the prevailing legislation provides.
Storage of Hazardous Waste. Waste liquids shall be stored in individual and separate tanks or containers, by
type of waste. Those containers, properly closed and tagged, shall be stored in a sheltered area, on an
impermeable surface. Applicable legislation defines the storage conditions.
Transport and disposal. Before forwarding hazardous waste products resulting from the decontamination
process to the authorised waste manager, it is necessary to verify that the selected carriers can take charge of
waste transport to the manager’s premises, being duly authorised to do so and that the waste manager has the
necessary permits to process the specific waste products to be disposed of.
IO-C-M-00-004e 36
Chapter 2
Engine technical description
General
37
38
Chapter
2 Engine technical description - General

Title IP
GAS ENGINES
IDENTIFICATION PLATES AND CHARACTERISTICS
1. ENGINE IDENTIFICATION PLATE

The identification plate provides engine reference information which includes:
- Engine Model.
- The power and rating of the engine.
- Serial number and manufacturing date.
On the FG/FGLD/SFGLD/SFGM 180/240 (In-line) it is located on the right-hand side of the crankcase (See Fig.
2); on FGLD/SFGLD/SFGM 360/480 and SFGLD/SFGM 560 (Vee) engine, the plate is on the front right-hand
side of the crankcase (See Fig. 3), and on the HGM 560 on the bottom right front panel of the water distribution
box (See Fig. 4).
NOTE
When asking GUASCOR for information and spare parts, please state the engine model and serial
number.
Fig. 1 – Guascor Gas Engine Identification Plate
IC-G-D-00-039e_C 39
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GAS ENGINES
Fig. 2 – Identification Plate Location on 180/240 Series Engines
IC-G-D-00-039e_C 40
Chapter

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GAS ENGINES
Fig. 3 – Identification Plate Location on 360/480/560 Series Engines
IC-G-D-00-039e_C 41
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GAS ENGINES
Fig. 4 – Identification Plate Location on “HGM 560” Engines
IC-G-D-00-039e_C 42
Chapter

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GAS ENGINES
2. CHARACTERISTICS PLATE
The characteristics plate provides engine operating data including: Firing order, ignition timing, valve adjustment,
auxiliary circuit temperature, type of gas to be used, and compression ratio.
Fig. 5 - Characteristics Plate “180 Series” Engines
IC-G-D-00-039e_C 43
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GAS ENGINES
Fig. 8 - Characteristics Plate “480/560 Series” Engines
IC-G-D-00-039e_C 44
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GAS ENGINES
Fig. 9 – Characteristics Plate Location on “180/240 Series” Engines
IC-G-D-00-039e_C 45
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GAS ENGINES
Fig. 10 – Characteristics Plate Location on “360/480/560 Series” Engines
IC-G-D-00-039e_C 46
Chapter

Title IP
IDENTIFICATION PLATE OF THE POWER GENERATING SET
1. IDENTIFICATION PLATE OF THE POWER GENERATING SET

The identification plate of the power generating set has the purpose to give a unique reference for the group
identification, this reference almost to:
- Explain the version of the built power generating set
- Indicate the power and the raring of its rated service
- Assure the tracking in the production and quality system of the company
The details that are compiled are:
Serial number, manufacturing year, rated power, power factor, altitude and maximum temperature of the
installation without necessarily derating power, frequency, strain and rated intensity, weight and kinds of
operations.
The identification plate is set over the power generating support.
m
C°
Hz
V
A
kg
M ADE IN SPAIN
PLACA IDENTIFICACION BANCADA
Fig. 1 – Situación Placa de Identificación Vista de Planta
Fig. 2 – Placa de Identificación Grupo Generador
IC-C-D-00-013e 47
Chapter

Title IP
GAS ENGINES
GENERAL DESCRIPTION OF CONSTRUCTION
1. BASIC SPECIFICATIONS OF GAS ENGINES

The technical characteristics of the engines are shown in IC-G-D-00-34, IC-G-D-00-35 and IC-G-D-00-036.
These are four-stroke engines with spark ignition (Otto Cycle). The SFGM and HGM series feature Miller cycle.
They belong to different categories, as follows:
- FG engines, naturally aspirated with stoichiometric combustion (lambda=1).
- FGLD/SFGLD/SFGM engines supercharged by turbocharger and aftercooler with lean burn technology
(Lambda=1.3 / 1.6) and low-pressure air/gas mixture.
- HGM engines supercharged by high-compression ratio turbocharger and intercooler, with lean burn
technology (Lambda=1.4 / 1.7) and low-pressure air/gas mixture.
GUASCOR engines can operate on gases with different calorific capacities (LHV), see Product Information IC-G-
D-30-001e.
2. GENERAL DESCRIPTION OF THE CONSTRUCTION OF THE ENGINE

2.1. Crankcase
The crankcase is manufactured from grey cast iron with a stabilising heat treatment to eliminate residual stresses.
It has a high mechanical sturdiness as befits its original design oriented towards diesel applications.
The crankcase is constructed with different side openings, which allows a high degree of accessibility to internal
engine components such as connecting rods, camshafts, etc., to facilitate engine maintenance.
2.2. Sleeves
Sleeves are from centrifuged grey cast iron and are installed on the engine block, due to which they are
interchangeable, allowing easy maintenance.
2.3. Crankshaft
The crankshaft is made from die-pressed alloy steel, which is given a general heat treatment (quenching and
tempering).
It is of the suspended block type for which reason it is secured with nodular cast iron caps and alloy steel studs,
making the engine assembly very sturdy.
The crankshaft bearings, crankpins and radii (bends) are induction-tempered to ensure surface hardness and
better performance and longer life for the crankshaft.
The crankshaft is dynamically balanced by built-in counterweights and its ends are supported by an inertia
flywheel to ensure regular operation and a torsion vibration damper.
2.4. Bearings
The semi-bearings used in the connecting rod head and crankshaft are manufactured from steel and the roller
track is made from aluminium tin alloy.
IC-G-D-00-040e_B 48
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GAS ENGINES
2.5. Cylinder Heads
The cylinder heads are made from grey cast iron and are individual for each cylinder, allowing high engine
maintenance.
Apart from housing the intake and exhaust piping, they have two water chambers that are part of the engine
cooling system.
Each cylinder head comes complete with a four-valve system per cylinder (2 intake and 2 exhaust) which are
formed by valve seats, valves and valve guides, as well as springs, valve plates and half-cones. All the
components fitted into the cylinder heads allow easy replacement and maintenance.
The cylinder head also houses the spark plug sleeve that accommodates an easy-to-fit/remove firing spark plug.
2.6. Connecting Rods
The connecting rods are die-pressed in alloy steel and are then quenched and tempered to improve their
mechanical characteristics. They are cut obliquely and with a saw-tooth joint which guarantees an adequate joint
after assembly of crank head and cap.
2.7. Pistons
The pistons are made from aluminium alloy and the volume of the combustion chamber is shaped over the piston
itself (without prechamber).
The piston is jet cooled with refrigeration oil from a specific regulated pressure gallery either at the base of the
piston or through a gallery inside the piston itself.
2.8. Piston Rings
A piston ring set consists of three rings:

- Compression ring, i.e. a chrome-plated rectangular ring on a piston ring carrier for engines with 152mm dia.
pistons and a ceramic trapezoidal ring for engines with 160mm dia. pistons,
- Scraper ring, and
- Greasing ring.
2.9. Camshaft
The camshafts (one for in-line engines and two in V-engines) are made from alloy steel and induction tempered.
The cams have been calculated to optimise the operation of all the engine distribution; camshaft drive is through
gear arrangement.
The cam followers are of the roller type, mounted on a rocker arm.
2.10. Distribution
Timing gears, i.e. the drive system of such components as camshafts, regulators, oil pump, water pumps and the
like, consist of spur gears on in-line engines and helical gears on V-engines.
2.11. Lubrication
The oil pump is a gear pump type, driven by means of gears from the crankshaft. The lubrication system also
consists of interchangeable filters, thermostatic oil temperature regulation (V-engines), oil refrigeration, regulation
IC-G-D-00-040e_B 49
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GAS ENGINES
of the lubrication oil pressure, in addition to safety systems like centrifugal filters according to the application
concerned.
2.12. Refrigeration
The engine is cooled by a double water circuit. A main circuit which cools the motor crankcase, cylinder heads
and exhaust manifold (as well as the air-fuel mixture on engines with double-stage intercooler), and an auxiliary
circuit for cooling the oil and the air-fuel mixture. Both circuits include pumps that can be driven by gears from the
crankshaft.
2.13. Carburetion
The gas system consists of an air/fuel ratio adjustment system (mechanical, screw-type on
FG/FGLD/SFGLD/SFGM-series engines and electronic on SFGLD/SFGM and HGM-series engines) and a
Venturi type carburettor.
Following the specifications and general standards, a valve train is always installed before the engine to
guarantee the safety of the gas installation.
2.14. Intake
All the engines are supplied with an air filter system. Once the mixture has been made, it flows through the intake
manifold immediately on a naturally aspirated engine, or after passing through the compressor and intercooler on
a supercharged engine. The intake manifolds are made from aluminium and are provided with a safety, explosion
and pressure relief valve system.
2.15. Miscellaneous
The engine incorporates a crankcase gas vent for relieving pressure due to blow-by gases.
In order to ensure performance consistent with their different applications, our engines include auxiliary pre-
lubrication systems, oil draining, oil level control, etc.
IC-G-D-00-040e_B 50
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TABLE OF TECHNICAL CHARACTERISTICS
OF IN-LINE FG GAS ENGINES
ITEM UNITS FG 180 FG 240

APPLICATION
Nº of Cylinders 6 8
Cycle 4 strokes per cycle
Cylinder Bore X Stroke mm / (in) 152 x 165 / (5.98 x 6.50)
Displacement L / (in3) 17.96 / (1096) 23.95 / (1462)
Compression Ratio 11:1
Firing Order 1-5-3-6-2-4 1-4-2-6-8-5-7-3
Rotation as viewed from the Flywheel end Counter-clockwise
Flywheel Housing / Flywheel SAE 0 / 18"-14"
Valve Set mm / (in) Intake 0.3 / (0.012) - Exhaust 0.8 / (0.031)
Engine Weight Kg / (Lb) 2510 / (5522) 3210 / (7062)
W mm / (in) 945 / ( 37.20) 945 / (37.20)
General Dimensions L mm / (in) 2020 / (79.53) 2612 / (102.84)
H mm / (in) 1459 / (57.44) 1459 / (57.44)
COOLING SYSTEM
Types Water-Water or Water-Air
Main Circuit capacity L / (gal) 48 / (12.68) 58 / (15.32)
Standard Jacket Water Temp. ºC / (°F) min-max 75-90 / (167-194)
High Jacket Water Temp. ºC / (°F) min-max 98-123 / (208-253)
LUBRICATION SYSTEM
Natural Gas See IC-G-D-25-003
Oil type
Bio-Gas See IC-G-D-25-002
Normal Oil Pressure Bar / (psi) min-max 4 – 5 / (58 – 72.5)
Oil Temperature ºC / (°F) min-max 80-100 / (176-212)
Oil capacity L / (gal) 70 / (18.50) 95 / (25.10)
Approximate oil consumption gr/kWh / (gr/hphr) 0.35 / (0.26)
COMBUSTION SYSTEM
Type of Combustion LeanCombustion (Lambda = 1)
Combustible Gases Natural Gas / Digester / Landfill
Carburettor (1) Impco 200 D / Deltec 140
Gas regulation valve (1) Fisher (Membrane type) / Dungs (Zero Pressure)
(1) Contact Guascor with application.
IC-G-D-00-034e_A 51
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TABLE OF TECHNICAL CHARACTERISTICS
IN-LINE FGLD/SFGLD/SFGM ENGINES
ITEM UNITS FGLD/SFGLD/SFGM 180 FGLD/SFGLD/SFGM 240

Cylinder Bore X Stroke mm / (in) 152 x 165 / (5.98x6.50)
3
Displacement L / (in ) 17.96 / (1096) 23.95 / (1462)
Compression Ratio FGLD/SFGLD/SFGM 11:1 / 11.8:1 – 9,3.1* / 9,3:1**
Firing Order 1-5-3-6-2-4 1-4-2-6-8-5-7-3
Rotation as viewed from the Flywheel end Counter-clockwise
Flywheel Housing / Flywheel SAE 0 / 18"-14"
Valve Set mm / (in) Intake 0.3 / (0.012) - Exhaust 0.8 / (0.031)
Engine Weight Kg / (Lb) 2510-2700 / (5534-5952) 3210-3500 / (7077-7716)
W mm / (in) 1225 / ( 48.23) 1248 / (49.13)
General Dimensions L mm / (in) 2365 / (93.11) 2864 / (112.76)
H mm / (in) 1850 / (72.83) 1914 / (75.35)
COOLING SYSTEM
Main Circuit capacity L / (gal) 50 / (13.2) 60 / (15.8)
Standard Jacket Water Temp. ºC / (°F) min-max 75-90 /(167-194) // 105-120*** / (221-248)
High Jacket Water Temp. ºC / (°F) min-max 96 / (205) // 125*** / (257)
Auxiliary Water Temp. ºC / (°F) 55 /(131) 80*** /(176) 55 /(131) 80*** /(176)
LUBRICATION SYSTEM
Natural Gas GUASCOR MOTOROIL 3040 Plus See IC-G-D-25-003
Oil type Bio-Gas / Syngas GUASCOR MOTOROIL 2040 See IC-G-D-25-002
Propane** GUASCOR MOTOROIL 99.27.046 See IC-G-D-25-004
Normal Oil Pressure Bar / (psi) 4 – 6 / (58-87)
Oil Temperature ºC / (°F) min-max 80 – 100 / (176-212)
Oil capacity L (gal) 70 / (18.50) 95 / (25.10)
Approximate oil consumption gr/kWh / (gr/hphr) 0.35 / (0.26)
COMBUSTION SYSTEM
Lean Burn (Lambda = 1.3 / 1.6)

F: mixture regulation by screw (mechanical)
Type of Combustion
SF: Mixture Regulation by TEC-JET 50 (electronic)
And also mixture regulation by screw (mechanical)
Natural Gas / Digester / Landfill

Combustible Gases
Well gases* / Syngas* / Propane**
Gas regulation valve Dungs (Zero Pressure) (Mechanical regulation)
* SFGLD engines, Syngas and low methane number (<65)

** SFGM 180 y SFGM 240 propane engines
*** Only natural gas engines
IC-G-D-00-035e_B 52
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TABLE OF TECHNICAL CHARACTERISTICS “V”
GAS ENGINES
ITEM UNITS FGLD/SFGLD/SFGM 360 FGLD/SFGLD/SFGM 480 SFGLD 560 SFGM 560 HGM 560
Cylinder Bore X
mm / (in) 152 x 165 / (5.98x6.50) 160 X 175 / (6.30x6.90)
Stroke
3
Displacement L / (In ) 35,93 (2193) 47,90 / (2923) 56,30 / (3436)
11,8:1-
Compression Ratio 11:1 / 11,8:1 – 9,3:1* / 9,3:1** 12:1
9,3:1*
1-8-5-10-3-7-6-11-2-
Firing Order 1-12-4-10-2-14-6-16-8-13-5-15-7-11-3-9
9-4-12
Rotation as viewed
from the Flywheel Counter-clockwise
end
Flywheel Housing /
SAE 00 / 18"
Flywheel
Intake: mm /(in) 0.3 / (0.012) 0.3 / (0.012)
Valve Set
Exh.: mm /(in) 0.8 / (0.031) 0.5 / (0.02)
4115-4200 / 5360-5450 /
Engine Weight Kg / (Lb) 5800 /(12787) 7500 /(16500)
(9072-9259) (11816-12015)
W mm / (in) 1664 / (65.51) 1664 / (65.51) 1669 / (65.71) 1787 / (70)
General
Dimensions L mm / (in) 2796 / (110.08) 3033 / (119.41) 3033 / (119.41) 3409 / (120)
H mm / (in) 2258 / (88.90) 2278 / (89.69) 2.270 / (89.37) 2165 / (85)
COOLING SYSTEM
Main Circuit
L / (gal) 180 / (47.6) 200 / (52.8) 260/ (68.6)
capacity
Standard Jacket ºC / °F (min-
75-90 /(167-194) // 105-120*** / (221-248) 75-90 /(167-194) 75-90 /(167-94)
Water Temp. max)
High Jacket Water ºC / °F (min-
96 / (205) // 125*** / (257) 96 / (205) 96 / (205)
Temp. max)
Auxiliary Water /55 /(131) /32 /(90)
ºC / °F /55 /(131)
Temp. /80*** /(176) /55 /(131)
LUBRICATION SYSTEM
Natural Gas GUASCOR MOTOROIL 3040 Plus See IC-G-D-25-003
Bio-Gas /
Oil type GUASCOR MOTOROIL 2040 See IC-G-D-25-002
Syngas
Propane GUASCOR MOTOROIL 99.27.046 See IC-G-D-25-004
Normal Oil
Bar / (psi) 4 – 6 / (58-87)
Pressure
Oil Temperature
ºC / °F 80 –100 /(176-212)
(min/max)
Oil capacity L / (gal) 150 / (39.6) 195 / (51.5) 232 / (61.3) 400 / (105)
Approximate oil gr/kWh /
0.35 / (0.26) 0.20 / (0.15)
consumption (gr/hphr)
IC-G-D-00-036e_C 53
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TABLE OF TECHNICAL CHARACTERISTICS “V”
GAS ENGINES
COMBUSTION SYSTEM
Type of
Lean burn (Lambda = 1.3 / 1.7)
Combustion
FGLD: Fuel ratio regulation by adjusting screw (manual - mechanical carburetion)
Regulation SFGLD: Electronic regulation and also manual regulation by adjusting screw
HGM: Electronic regulation

Natural Gas / Digester / Landfill / Natural Gas/ Digester /
Fuel Gases
Syngas* / Well gas* / Propane ** Landfill
Gas regulation
Dungs (Zero Pressure) (mechanical carburetion)
valve
* SFGLD engines, Syngas and low methane number (<65)

** SFGM 180 y SFGM 240 propane engines
*** Only natural gas engines
IC-G-D-00-036e_C 54
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DESCRIPTION OF THE COMPONENTS IN “LINE” GAS
Fig. 1 – Right side view
IC-G-D-00-038e 55
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Fig. 2 – Left side view
IC-G-D-00-038e 56
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Fig. 3 – Front view
IC-G-D-00-038e 57
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Fig. 4 – Rear view
IC-G-D-00-038e 58
Chapter

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1 Crankcase
2 Connecting rod inspection door
3 Rocker arm inspection doors
4 Oil pan
5 Flywheel housing
6 Front gear cover
7 Cylinder head
8 Rocker arm cover
9 Crankase breather
10 Flywheel
11 Vibration damper
12 Jacket water pump
13 Auxillary water pump
14 Jacket water thermostatic valve
15 Auxillary water thermostatic valve
16 Jacket water inlet
17 Jacket water outlet
18 Auxillary water inlet
19 Auxillary water outlet
20 Oil cooler
21 Oil filters
22 Dipstick
23 Oil filling elbow
24 Oil drain plug
25 Fuel gas inlet
26 Fuel gas regulator
27 Carburetor
28 Electronic ignition module
29 Ignition coil
30 Intake manifold
31 Butterfly valve body
32 Butterfly valve elbow
33 Air filter
34 Exhaust manifolds
35 Intercooler
36 Turbocharger
37 Exhaust gas outlet elbow
38 Starter
39 Instrument panel
40 High jacket water temperature switch
41 High intake air temperature switch
42 Low oil pressure switch
43 Lifting eye
44 Engine supports
IC-G-D-00-038e 59
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DESCRIPTION OF THE COMPONENTS IN V GAS ENGINES
Fig. 1 – Right side view
IC-G-D-00-037e 60
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Fig. 2 – Left side view
IC-G-D-00-037e 61
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Fig. 3 – Top view
IC-G-D-00-037e 62
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Fig. 4 – Front view
IC-G-D-00-037e 63
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Fig. 5 – Rear view
IC-G-D-00-037e 64
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1 Crankcase
2 Connecting rod inspection door
3 Rocker arm inspection doors
4 Oil pan
5 Flywheel housing
6 Front gear cover
7 Cylinder head
8 Rocker arm cover
9 Crankase breather
10 Flywheel
11 Vibration damper
12 Jacket water pump
13 Auxiliary water pump
14 Jacket water thermostatic valve
15 Auxiliary water thermostatic valve
16 Jacket water inlet
17 Jacket water outlet
18 Auxiliary water inlet
19 Auxiliary water outlet
20 Oil cooler
21 Oil filters
22 Dipstick
23 Oil regulation and thermostat
24 Oil distributor
25 Oil filling elbow
26 Oil drain plug
27 Fuel gas inlet
28 Fuel gas regulator (tecjet)
29 Carburetor
30 Electronic ignition module
31 Ignition coil
32 Intake manifold
33 Butterfly valve body
34 Butterfly valve elbow
35 Butterfly valve and intake manifold elbow union
36 Right intake manifold elbow
37 Left intake manifold elbow
38 Air filter
39 Exhaust manifolds
40 Intercooler
41 Turbocharger
IC-G-D-00-037e 65
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42 Exhaust gas outlet elbow

43 Starter
44 Instrument panel
45 High water temperature switch
46 High oil temperature switch
47 High air intake temperature switch
48 Low oil pressure switch
49 High oil pressure switch
50 Oil pressure transducer
51 Engine supports
52 Lifting eye
IC-G-D-00-037e 66
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GAPS AND WEAR LIMITS FOR IN-LINE GAS ENGINES
REFERENCE GAPS & LIMITS (mm)

ITEM
F/SFGLD/SFGM 180 F/SFGLD/SFGM 240 Normal Limit
DISTRIBUTION
Front / Central / Rear
Camshaft bushing Ø 68 / 68.001 / 68.001 68.15
16.10.123 / 13.10.014 / 16.10.318
Longitudinal gap on camshaft (locked pinion) 0.15 to 0.30 0.3
Gap between flanks of timing gears
OIL CIRCUIT
Axial clearance of internal pump gears 0.10 to 0.209
Radial clearance of internal pump gears 0.24 to 0.325
Gap between gear tooth faces 0.14 to 0.22
Diametral clearance of drive shaft in pump cover and sleeve 0.06 to 0.139
Oil pump safety valve rating 16.26.320 8 bar
Lube oil pressure control valve rating 16.25.760 4.5bar
Piston coolant pressure control valve rating 16.25.750 3 bar
VALVE LIFTER
Lifter guide housing inside Ø 16.15.129 14.05 to 14.077
Clearance between housing and lifter 0.006 to 0.044
Lifter guide Ø 16.10.067 14.033 to 14.044
Clearance between lifter and rocker arm (intake) 0.3
Clearance between lifter and rocker arm (exhaust) 0.8
CYLINDER
Liner inside Ø (top) 16.10.031 152.0 to 152.025 152.4
Maximum out-of-roundness 0.03 0.2
Upper Ø of bore (liner housing) 16.10.281 16.10.292 175.50 to 175.54
Lower Ø of bore (liner housing) 16.10.281 16.10.292 172.00 to 172.04
Protrusion of liner over cylinder block 0.04 to 0.10
CONNECTING ROD
Width of connecting rod big end 16.10.110 52.82 to 52.78
Clearance between piston pin and connecting rod bearing insert 0.035 to 0.068
Diametral clearance between crankpin and bearing 0.077 to 0.144
PISTON-RINGS
Height of piston groove 1 (compression ring) 3.56 to 3.54 3.7
Height of piston groove 2 (scraper ring) 3.56 to 3.54 3.7
Height of piston groove 3 (oil control ring) 4.04 to 4.02 4.15
Height of compression ring 1 19.15.016 3.475 to 3.490 3.4
Height of scraper ring 2 19.15.013 3.478 to 3.490 3.4
Height of oil control ring 3 16.15.125 3.978 to 3.990 3.9
Protrusion of the piston over the liner (dwell) -0.90 to -0.30
Clearance of ring 1 in groove 1 1 0.05 to 0.085 0.15
IM-G-C-00-003e_A 67
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GAPS AND WEAR LIMITS FOR IN-LINE GAS ENGINES

ITEM F/SFGLD/SFGM F/SFGLD/SFGM
Normal Limit
180 240
End-to-end clearance of compression ring (1) 19.15.016 0.50 to 0.75 1.7
End-to-end clearance of scraper ring (2) 19.15.013 0.60 to 0.85 1.7
End-to-end clearance of oil control ring (3) 16.15.125 0.50 to 0.80 1.7
CRANKSHAFT
Crankpin Ø 114.991 to 115.03 114.9
Crankpin Ø 1st repair size 114.491 to 114.513 114.4
Crankpin Ø 2nd repair size 113.991 to 114.013 113.9
Crankshaft journal Ø 134.96 to 135.00 134.84
Crankshaft journal Ø 1st crankshaft repair size 134.46 to 134.50 134.34
Crankshaft journal Ø 2nd crankshaft repair size 133.96 to 134.00 133.84
Axial thrust disk thickness 16.10.026 / 16.10.027 3.5 to 3.62 3.3
End play of crankshaft 0.22 to 0.586 0.8
VALVES
Head angle, intake / exhaust valves 19.10.025 / 16.10.074 140º / 90º
Milling angle, intake / exhaust valve seats 19.10.026 / 19.10.027 140º / 90º
Free length of external spring 16.10.336 67.1 65
Free length of internal spring 16.10.337 56.6 55
Clearance of valve stem in removable guide 16.10.074 / 16.10.068 0.071 to 0.099 0.45
Clearance of valve stem in removable guide 19.10.025 / 16.10.068 0.081 to 0.109 0.15
Depression of valve with regard to cylinder head plane 1.25 to 1.75 3
ROCKER ARM
Rocker arm shaft 16.10.088 31.975 to 31.991 31.9
Clearance of rocker arm shaft in removable bushing 16.15.187/ 16.10.080 0.018 to 0.059 0.1
Other considerations for taking into account with all the engines:
The connecting rods and their bearing caps are marked with matching identification numbers in addition to the
revelant cylinder number for assembly purposes.
All connecting rods (rod + cap + 2 screws + piston) are equal in weight: 9,800 g ±45 for connecting rods ref.:
16.15.184 / 16.15.185.
It is necessary to replace the connecting rod bolts after either their third retightening or 16,000 hours of
operation.
The lips of the front and rear seals must be oriented towards the inside of the engine and impregnated with
motor oil on assembly.
Change the counterweight screws each time the crankshaft is rectified.
IM-G-C-00-003e_A 68
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GAPS AND WEAR LIMITS FOR V GAS ENGINES

360 480
Normal Limit
DISTRIBUTION
Central / Front / Rear
Central / Front / Rear +0 +0
Camshaft bushing Ø 92 +0,057 / 92 +0,057 /
16.10.119 / 16.10.517 / 16.10.158 +0,110
92 +0,020
OIL CIRCUIT
Lube oil pressure control valve rating 16.26.530 4.5 bar
Relief valve rating because of filter obstruction 16.26.660 6 bar
VALVE LIFTER
Lifter guide Ø 16.10.067 14.033 to 14.044
CYLINDER
Upper Ø of bore (liner housing 16.10.381 16.10.521 175.50 to 175.54
Lower Ø of bore (liner housing) 16.10.381 16.10.521 172.00 to 172.04
CONNECTING ROD
Diametral crankpin-to-bearing clearance 0.077 to 0.144
PISTON-RINGS
Height of piston groove 1 (compression ring) 3.56 to 3.54 3.7
Height of compression ring 1 19.15.016 3.475 to 3.490 3.4
IM-G-C-00-002e_C 69
Chapter

Title IP
REFERENCE GAPS & LIMITS (mm.)

360 480
Normal Limit
Clearance of ring 1 in groove 1 0.05 to 0.085 0.15

CRANKSHAFT
Crankpin Ø 114.991 to 115.013 114.9
16.15.362 16.15.363
Crankshaft journal Ø 159.96 to 160.00 159.8 4
Crankshaft journal Ø 1st crankshaft repair size 159.46 to 159.50 159.3 4
Crankshaft journal Ø 2nd crankshaft repair size 158.96 to 159.00 158.8 4
Diametral gap between journal and bearing 0.120 to 0.219
VALVE
Head angle, intake / exhaust valves 19.10.075 141º ± 0º15’
Milling angle, intake / exhaust valve seats 19.10.026 140º ± 0º15’
Clearance of valve stem in removable guide (Exhaust) 19.10.075 / 19.10.083 0.077 to 0.102 0.15
Clearance of valve stem in removable guide (Intake) 19.10.075 / 19.10.082 0.077 to 0.102 0.15
Depression of valve with regard to cylinder head plane 1.15 to 1.50 1.75
ROCKER ARM
Clearance of rocker arm shaft in removable bushing 16.10.088 / 16.15.197 0.018 to 0.059 0.10
IM-G-C-00-002e_C 70
Chapter

Title IP

ITEM
SFGLD/SFGM 560 Normal Limit
DISTRIBUTION
Central / Front / Rear Central / Front / Rear
Camshaft bushing Ø 16.10.119 / 16.10.517 / 92+0+0.057 /92 +0 +0.057 / 92
+0.110
16.10.158 +0.020
OIL CIRCUIT
VALVE LIFTER
Lifter guide Ø 16.10.067 14.033 to 14.044
Clearance between lifter and rocker arm (exhaust) 0.8 (SFGLD) / 0.5 (SFGM)
CYLINDER
Upper Ø of bore (liner housing 19.10.084 181.50 to 181.54
Lower Ø of bore (liner housing) 19.10.084 180.00 to 180.04
CONNECTING ROD
PISTON-RINGS
Height of piston groove 1 (compression ring)
Height of compression ring 1 19.15.028
IM-G-C-00-002e_C 71
Chapter

Title IP
REFERENCE GAPS & LIMITS (mm.)

ITEM
SFGLD/SFGM 560 Normal Limit
Clearance of ring 1 in groove 1 -
CRANKSHAFT
Crankpin Ø 114.991 to 115.013 114.9
19.15.026
VALVE
Head angle, intake / exhaust valves 19.10.075 141º ± 0º15’
Milling angle, intake / exhaust valve seats 19.10.026 140º ± 0º15’
Clearance of valve stem in removable guide
16.10.075 / 16.10.068 0.077 to 0.102 0.15
(Exhaust)
Clearance of valve stem in removable guide
19.10.075 / 16.10.068 0.077 to 0.102 0.15
(Intake)
ROCKER ARM
Clearance of rocker arm shaft in removable
16.10.088 / 16.15.197 0.018 to 0.059 0.10
bushing
IM-G-C-00-002e_C 72
Chapter

Title IP

ITEM
HGM 560 Normal Limit
DISTRIBUTION
Central / Front / Rear Central / Front / Rear
Camshaft bushing Ø 16.10.119 / 16.10.517 / 92+0+0.057 /92 +0 +0.057 / 92
+0.110
16.10.158 +0.020
OIL CIRCUIT
VALVE LIFTER
Lifter guide Ø 16.10.067 14.033 to 14.044
CYLINDER
Upper Ø of bore (liner housing) 19.10.234 181.50 to 181.54
Lower Ø of bore (liner housing) 19.10.234 180.00 to 180.04
CONNECTING ROD
PISTON-RINGS
Height of piston groove 1 (compression ring)
Height of compression ring 1 19.15.028
IM-G-C-00-002e_C 73
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Title IP

ITEM
HGM 560 Normal Limit
Clearance of ring 1 in groove 1 -
CRANKSHAFT
Crankpin Ø 114.991 to 115.013 114.9
19.15.026
VALVE
Head angle, intake / exhaust valves 19.10.243 70º30’ ±0º15’
Milling angle, intake / exhaust valve seats 19.10.244 60º30’ ±0º15’
Free length of external spring 19.11.310 140º ±0º15’
Free length of internal spring 19.11.310 120º ±0º15’
Clearance of valve stem in removable guide (Exhaust) 19.10.246 69 ±1.69 67
Clearance of valve stem in removable guide (Intake) 19.10.247 69 ±1.33 67.5
Head angle, intake / exhaust valves 19.10.244 / 19.10.241 0.055 to 0.080 0.15
Milling angle, intake / exhaust valve seats 19.10.243 / 19.10.241 0.070 to 0.095 0.15
ROCKER ARM
Clearance of rocker arm shaft in removable bushing 16.10.088 / 16.15.197 0.018 to 0.050 0.10
IM-G-C-00-002e_C 74
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Title IP
Other considerations for taking into account with all the engines:
The connecting rods and their bearing caps are marked with matching identification numbers in addition to the
revelant cylinder number for assembly purposes.
All connecting rods (rod + cap + 2 bolts + 2 nuts) are equal in weight.
It is necessary to replace the connecting rod bolts either after their third retightening or according to the relevant
maintenance instructions.
The counterweight bolts must be changed at each regrinding of the crankshaft.
The lips of the front and rear seals must be oriented towards the inside of the engine and impregnated with motor
oil on assembly.
The damper is a precision device, the internal parts of which are adjusted to very close tolerances. Any wear of its
external housing can reduce its performance and cause serious damage to the engine crankshaft. It should be
changed, following the relevant instructions for that purpose.
Main bearing caps are marked with figures in ascending order from the flywheel side. These figures are
reproduced on the lower face of the cylinder block.
IM-G-C-00-002e_C 75
Chapter

Title IP
TIGHTENING TORQUES FOR GAS ENGINES
FG/FGLD/SFGLD/SFGM 180/240
TIGHTENING TORQUE
ITEM REFERENCE
Kgm. Nm.
ENGINE BLOCK
Bearing capscrew (See IM-C-C-10-001e) 16.10.024 82* 804*
Bearing cap cross bolt (See IM-C-C-10-001e) 16.10.296 13* 128*
Cylinder head stud to crankcase (with Loctite 511) 16.10.172 5 49
MOVING PARTS
Counterweight to crankshaft capscrew 16.15.348 28.5* 280*
Connecting rod capscrew (See IM-C-C-15-002e) 16.15.186 50* 491*
Flywheel mounting capscrew (with Loctite 243) 16.15.128 36 353
Screws crankshaft companion flange front (with Loctite
70.40.562 16 157
243)
Vibration damper capscrew 70.12.303 14 137
CYLINDER HEAD
Cylinder head nut (See IM-C-C-10-002e) 16.10.047 48* 471*
Spark plug sleeve 19.10.078 23 226
76.64.291/76.64.292
Spark plug FG/FGLD/SFGLD 4.8 47
76.64.293
Spark plug SFGM 76.64.356 5 49
Rocker arm adjusting screw 16.15.139 10 98
Valve lifter adjusting screw 15.15.039 4.5 44
DISTRIBUTION
Oil pump gear fixing nut (with Loctite 243) 16.25.372 30 294
OTHERS
Nut for water pump impeller, main circuit
16.20.401 10 98
(with Loctite 243)
Water pump gear drive and bearing capscrew, main circuit
70.50.432 10 98
(with Loctite 243)
Engine to skid / subbase capscrew (M.20) -- 33 324
17.40.058 6 59
Exhaust manifold to cylinder head capscrew
70.10.453 8.3 81
Turbocharger to manifold nut 17.40.064 6 59
NOTE
* Oil lubricated (with plenty of motor oil)
General directive for tightening torques based on screw quality and diameter.
These values should be used unless expressly specified otherwise. See IM-C-C-00-002e.
IM-G-C-00-001e_B 76
Chapter

Title IP
FGLD/SFGLD/SFGM 360/480/560
TIGHTENING TORQUE
ITEM REFERENCE
Kgm. Nm.
ENGINE BLOCK
Bearing cap fixing stud 16.10.166 10* 98*
Bearing cap nut (See IM-C-C-10-001e) 16.10.155 102* 1001*
Cyl. head stud SFGLD 560 (with Loctite 511) 19.10.095 5 49
MOVING PARTS
Counterweight to crankshaft capscrew 16.15.348 28,5* 280*
Crankshaft rear output flange capscrew (flywheel) 16.15.006 43* 421*
Flywheel capscrew 16.15.082 31* 304*
CYLINDER HEAD
Cylinder head nut (See IM-C-C-10-002e) 16.10.047 48* 471*
Cyl. head nut SFGLD/SFGM 560 (See IM-C-C-10-002e) 19.10.086 45* 441*
76.64.291/76.64.292
Spark plug FGLD/SFGLD 4,8 47
76.64.293
Spark plug SFGM 76.64.356 5 49
Valve lifter adjusting nut 15.15.039 4,5 44
DISTRIBUTION
OTHERS
Nut for water pump impeller, main & auxiliary circuits
16.20.401 10 98
(with Loctite 243)
Water pump gear drive and bearing capscrew, main &
70.50.408 18 177
auxiliary circuits (with Loctite 243)
Wet / Dry
6,5 64
Exhaust manifold to cylinder head capscrew 17.40.058 / 19.40.041
70.10.453 / 19.40.042 8,3 81
Turbocharger to manifold nut 70.10.301 / 70.10.401 4,7 46
NOTE
IM-G-C-00-001e_B 77
Chapter

Title IP
HGM560
TIGHTENING TORQUE
ITEM REFERENCE
Kgm. Nm.
ENGINE BLOCK
Bearing cap fixing stud 16.10.166 10* 98*
Bearing cap nut (See IM-C-C-10-001e) 16.10.155 102* 1001*
MOVING PARTS
Counterweight to crankshaft capscrew 16.15.348 28,5* 280*
Crankshaft rear output flange capscrew (flywheel) 16.15.006 43* 421*
Flywheel capscrew 16.15.082 31* 304*
CYLINDER HEAD
Cylinder head nut 19.10.086 48* 441*
Spark plug 76.64.356 5 49
Valve lifter adjusting screw 15.15.039 4,5 44
DISTRIBUTION
OTHERS
Nut for water pump impeller, main & auxiliary circuits
16.20.401 10 98
(with Loctite 243)
Water pump gear drive and bearing capscrew, main &
70.50.408 18 177
auxiliary circuits (with Loctite 243)
Exhaust manifold to cylinder head capscrew 19.40.066 8,3 81
NOTE
IM-G-C-00-001e_B 78
Chapter

Title IP
TIGHTENING TORQUES FOR COMMERCIAL BOLTS & NUTS
1. STANDARD TIGHTENING TORQUE SPECIFICATION

Tabulated below are the tightening torques for commercial bolts and nuts according to their metric threads and
grades.
GRADE
THREAD 8.8 10.9 12.9
N.m Ft.lb N.m Ft.lb N.m Ft.lb
M.5 6 4.4 9 6,6 11 8.1
M.6 11 8 15 11 18 13.3
M.8 25 18 34 25 43 32
M.10 47 35 65 48 83 61
M.12 78 58 113 83 140 103
M.14 120 86 175 129 210 155
M.16 180 133 260 192 310 229
M.18 250 184 360 266 430 317
M.20 330 243 470 347 560 413
M.22 430 317 600 443 720 531
M.24 560 413 790 583 950 701
M.27 710 524 1060 782 1180 870
M.33 1110 819 1540 1136 1730 1276
Table 1 – Tightening torques for the fasteners’ different threads and grades
Screw tightening torques outside this standard specification are listed in documents IM-F-C-00-002e and IM-F-C-
00-004e for diesel and dual-fuel engines and IM-G-C-00-001e for gas engines.
2. CALCULATING THE SCREW PRE-STRESSING FORCE ACCORDING TO THE

APPLIED TIGHTENING TORQUE
The screw tightening torque is useful for two purposes:
- To overcome friction between contact areas, whether between screw and nut threads or between screw head
and bearing surface.
- To apply a pre-stressing force to the fastener.
The amount of tightening torque usable for applying the pre-stressing force varies depending on the coefficient of
friction to overcome. Therefore, even though the same tightening torque is applied to two identical screws, the
pre-stressing force can vary if the coefficient of friction is different in both instances. The lower the coefficient, the
lower the effort needed to overcome friction and consequently, the pre-stressing force will be greater.
Torques table 1 has been calculated with a coefficient of friction standard for steel μ=0.14. For other coatings,
look at Table 2.
IM-C-C-00-002e_A 79
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Title IP
Coefficient of friction
Coating
Normal Lubricated
Steel with cadmium 0.07 0.07
Cadmium with zinc 0.1 0.08
Cadmium with cadmium 0.1 0.07
Steel with phosphate 0.11 0.1
Phosphate with cadmium 0.11 0.08
Phosphate with zinc 0.11 0.11
Phosphate with phosphate 0.12 0.1
Steel with zinc 0.14 0.07
Table 2 – Coefficient of friction for different coatings
In any case, the normal coefficient of friction used is 0.14 for clean and non-lubricated steel-to-steel assembly. If
the screw and the mating threads are of steel, clean and lubricated, this coefficient is 0.1.
From a known coefficient of friction, it is possible to calculate the pre-stressing force using this formula.
df = side diameter
μ = The average coeficient of friction of :
μ1 = Coeficient of friction between screw and part
S + dn
M = Pv [ μ ( + 0.58df ) + 0.16 p ] μ 2 = Coeficient of friction in screw and part´s thread
4 S = Washer´s diameter
dn = Screw nominal diameter
p = Screw pitch
Pv = Pre - stressing force obtained with the torque M
To determine whether a screw will resist a pre-stressing force (as calculated from a known tightening torque and
coefficient of friction), it is necessary to know the mechanical properties of that screw. The following table shows
those properties.
GRADE 8.8 10.9 12.9

Min. 784 980 1176
Tensile strength (N/mm2) Max. 980 1176 1372
2
Yield strength (N/mm ) 627 882 1058
Extension to the breakage (%) min 12 9 8
2
Resilience (N.m/cm ) 59 39 29,4
Min. 18 27 34
Hardness HRC
Max. 31 38 44
Table 3 – Mechanical properties of screws used by Guascor (acc. to DIN 267)
IM-C-C-00-002e_A 80
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Title IP
3. AUXILIARY SCREW DRIVING PRODUCTS
All screwed joints must have all their parts perfectly clean and assembled applying oil to the threads. For special
applications, different products are usable for assembly. The following situations occur.
- Screws that never need to be removed, which can come loose due to vibration or for other reasons. In those
cases, high strength threadlocker (Loctite 270) will be used.
- Screws that will be removed only on rare occasions, which can come loose due to vibration or for other
reasons. In those cases, medium strength threadlocker (Loctite 243) will be used.
- Screws that never need to be removed, which fix low-pressure oil or water pipes, where gaps between threads
are small. Medium strength thread sealant (Loctite 542) will be used.
- Screws that will have to be removed, which fix low-pressure oil or water pipes, where gaps between threads
are small. They require low-strength thread sealant (Loctite 511).
- Screws that never need to be removed, which fix high-pressure oil or water pipes, where gaps between
threads are important. They require high-strength threadlocker (Loctite 270 with Activator N [7649]).
- Awkward bolts and nuts, where high tightening torque accuracy and a known steady coefficient of friction are
necessary, which will have to be removed, even after working in bad conditions. They require the application
of solid lubricants for bolted metal joints (Molykote 1000).
IM-C-C-00-002e_A 81
82
Chapter 2
Cooling system
83
84
Chapter
2 Engine technical description - Cooling system

Title IP
COOLING
INTRODUCTION
Our engines are cooled by treated fresh water flowing through a closed circuit under a minimum pressure of 0.3
bars.
Figure 1 shows the components and operating principle of the cooling circuit.
6 7 8
5
9
4
10
1
2
Fig. 1 – Cooling Circuit
1 Positive lift pump 6 Thermostat box

2 Oil cooler 7 Bleeder
3 Water manifold to cylinder block 8 Expansion tank
4 Intake air cooler 9 Low water level sensor
5 Outlet water manifold 10 External cooling system
Depending on the power the engine outputs, changes in heat generation cause water to warm up to a greater or
smaller extent. The thermostats fitted in the circuit help keeping the engine water temperature homogeneous. As
the temperature increases, the thermostats allow water to flow to the external cooling system for cooling down,
while maintaining temperature at an adequate level for correct operation of the engine.
IT-C-A-20-003e_A 85
Chapter

Title IP
COOLING
1. POSITIVE LIFT PUMP:

This pump forces cooling water to flow, at the right amount and pressure, through the different engine
components that need cooling.
It can be driven either mechanically by the engine itself or electrically by an off-engine supply.
2. OIL COOLER:
This is the lube oil and coolant cooling system.
3. WATER MANIFOLD TO CYLINDER BLOCK:

The manifold distributes water to the cylinders to cool the engine jacket first and the cylinder heads afterwards.
4. INTAKE AIR COOLER:

On supercharged engine, this cooler cools intake air that warms up due to compression, before air enters the
combustion chamber.
5. WATER OUTLET MANIFOLD:

It collects water flowing from the cylinder heads and air cooler and carries it to the Thermostat Box.
6. THERMOSTAT BOX:
It regulates water temperature inside the engine circuits, maintaining it at adequate levels. For this purpose, when
temperature rises, the thermostats open, allowing water to flow out to the external cooling system.
7. BLEEDER:
The bleeder removes any air pockets from the circuit. There are two operating modes available: manual and
automatic.
8. EXPANSION TANK:
Because of the increase in volume due to water warming, it is necessary to install an expansion tank that will
regulate such increase in volume. Two types of tank are available:
- Gravity tank: it must lie above the highest point in the cooling circuit (Fig. 2)
- Pressurized tank with an internal system that absorbs volume variations (Fig. 3)
Fig. 2 – Gravity Expansion Tank Fig. 3 – Pressurized Expansion Tank
IT-C-A-20-003e_A 86
Chapter

Title IP
COOLING
9. LOW WATER LEVEL SENSOR:

It detects water reaching the lowest level in the expansion tank.
10. EXTERNAL COOLING SYSTEM:

a.- WATER-TO-WATER HEAT EXCHANGE:
Engine-mounted Heat Exchanger: It uses seawater or raw water delivered by a mechanical or electrical pump
as a coolant. It includes a built-in expansion tank. When there is no running raw water available, it will be
necessary to install a cooling tower to cool the coolant. (Fig. 4)
Fig. 4 – Engine-mounted Heat Exchanger
Plate Heat Exchanger: It uses seawater or raw water delivered by a mechanical or electrical pump as a coolant.
It must be fitted with an expansion tank. When there is no running raw water available, it will be necessary to
install a cooling tower to cool the coolant. (Fig. 5)
Fig. 5 – Plate Heat Exchanger
IT-C-A-20-003e_A 87
Chapter

Title IP
COOLING
Box Cooler: It is usable only for marine applications. It consists of a tubular system submerged in a box that is
made in the keel of the vessel and has water inlet and outlet holes. (Fig. 6)
Fig. 6 – Box Cooler
b.- WATER-TO-AIR HEAT EXCHANGE:

Engine cooling circuit that cools down with the following elements:
Radiator: Made of vertically arranged fin tubes through which cooling water flows, this cooling device dissipates
heat by blowing fan-driven air onto the tubes. The fan is driven either by the engine and belts or by an electric
motor (electro-radiator). (Fig. 7)
Fig. 7 - Radiador
IT-C-A-20-003e_A 88
Chapter

Title IP
COOLING
Aero refrigerator: Similar to an electro-radiator, an aero refrigerator consists of fin tubes and normally lies in a
horizontal position. Cooling results from blowing forced air driven by several electric fans. (Fig. 8)
Fig. 8 – Aero Refrigerator
RAW WATER CIRCUIT

- Cooling Tower:
When cooling the engine circuit is by means of heat exchangers, whether tubular or plate type, if the external
water flow rate is not sufficient to cool the heat exchangers, a closed-circuit cooling tower must be installed for
cooling the coolant (raw water).
Operating principle: Inside a closed vessel, thinly dispersed water jets drop against an air stream generated by
electric fans. This air stream dissipates heat and water falls into a tank, flowing then to the inlet of the pump that
propels raw water into the cooling circuit. (Fig. 9)
Fig. 9 – Cooling Tower
IT-C-A-20-003e_A 89
Chapter

Title IP
TECHNICAL INFORMATION
OF APPROVE FLEXIBLES JOINTS
1. INTRODUCTION
On GUASCOR gas engines, there are two independent cooling systems whose functions are indicated below:
JACKET WATER CIRCUIT, consisting of:

- One jacket water pump which can be engine mounted (gear-driven) or externally mounted (electric pump);
- One thermostatic valve controlling the engine outlet water temperature;
- An external heat exchanger or cooling system (air/water, water/water, cooling tower)
AUXILIARY CIRCUIT, consisting of:

- One auxiliary water pump which can be engine mounted (gear-driven) or externally mounted (electric pump);
- One thermostatic valve controlling the auxiliary circuit water temperature;
- An external heat exchanger or cooling system (air/water, water/water, cooling tower)
2. MAIN COOLING CIRCUIT

2.1. JACKET WATER PUMP
This is a gear-driven centrifugal pump located on the front right side of the engine, or an externally mounted
electric pump.
1 5
2 3 4
1 Drive gear
2 Bearing
3 Seal
4 Seal
5 Impeller
IT-G-A-20-004e 90
Chapter

Title IP
2.2. JACKET WATER COOLING CIRCUIT
The jacket water pump draws water from the heat exchanger, thermostatic valve or both and discharges it to the
water manifold located on the right side of the engine. Water then flows through the block, around the cylinder
sleeves, up through the cylinder heads then to the cooled exhaust manifolds. From the exhaust manifolds, water
is directed to the thermostatic valve (see page 4/7 for a full description of the thermostatic valve) that either
recirculates water to the pump inlet or diverts water to the heat exchanger, depending on water outlet
temperature.
5 6 7
1
4 3
Fig. 2 – Jacket Water cooling system with engine-mounted pumps.
5 7
4 3
Fig. 3 – Jacket Water cooling system without pumps.
IT-G-A-20-004e 91
Chapter

Title IP
No. PART NAME

1 Water inlet (from external cooling system)
2 Water pump
3 Water manifold
4 Water cooled cylinder head
5 Water cooled exhaust manifold
6 Thermostatic valve
7 Water outlet (to external cooling system)
2.3. JACKET WATER THERMOSTATIC VALVE
The thermostatic valve contains 3 thermostats and is designed to maintain the operating temperature of water in
the engine between 75 ºC and 88 ºC (167 ºF to 190 ºF).
Most of the coolant flows back to the suction side of the jacket water pump if the temperature is less than 75 ºC
(167 ºF).
A small amount of cooling water will always circulate through the thermostatic valve to the external cooling
system. This flow is used for purging air, thus avoiding the formation of air pockets in the cooling system.
When the cooling water temperature exceeds that which causes the thermostats to open, water circulates around
thermostats and exits to the external cooling system.
1
2
1 Thermostatic valve body

2 Thermostats
3 Bleed valve
IT-G-A-20-004e 92
Chapter

Title IP
3. AUXILIARY COOLING CIRCUIT

3.1. AUXILIARY WATER PUMP
The auxiliary water pump is a gear driven centrifugal pump and is located on the front right side of the engine on
the opposite side of the jacket water pump. Both pumps are driven off the same shaft.
The auxiliary water pump discharges cooling water to the intercooler, oil cooler and auxiliary circuit thermostatic
valve.
1 2 3
1 Auxiliary water pump
2 Water pump shaft
3 Jacket water pump
3.2. AUXILIARY COOLING CIRCUIT
This system serves to maintain a constant air/fuel mixture temperature in the intake manifold as well as cooling of
the lubricating oil. Cooling water flows from the auxiliary pump to the intercooler then to the oil cooler, and from
there to the auxiliary thermostatic valve located next to the outlet of the oil cooler. Depending on the water
temperature, all or part of the water will flow to the auxiliary pump inlet. Diverted water will flow to the external
cooling system.
IT-G-A-20-004e 93
Chapter

Title IP
2 2
3
5 4
Fig. 6 – Auxiliary cooling circuit without pumps
1 Water inlet 4 Oil cooler

2 Intercooler 5 Water outlet
3 Pipe from intercooler to oil cooler
IT-G-A-20-004e 94
Chapter

Title IP
5
1
4
Fig. 7 – Auxiliary cooling circuit with engine-mounted pumps (Right side view)
TEMPERATURA TEMPERATURA TEMPERATURA

AGUA PRINCIPAL AIRE ACEITE
°C °F °C
90 100 1 10 120 140 90 100 11
70 120 50 90 1 60 70 0
32 120
50 50
40 60 70
0
°C
°F BARS
120 140
50
90 1 60 2 3 4 5 6
32 1 7
0
40 60 70
0
°C
BAR
TEMPERATURA
AGUA AUXILIAR
PRESION AIRE PRESION ACEITE
9 8
2 7
Fig. 8 – Auxiliary cooling circuit with engine-mounted pumps (Left side view)
1 Auxiliary pump 6 Pipe from intercooler to oil cooler

2 Water inlet 7 Oil cooler
3 Water pump inlet pipe 8 Thermostatic valve
4 Pipe from pump to intercooler 9 Water outlet
5 Intercooler
IT-G-A-20-004e 95
Chapter

Title IP
4. SCHEMATIC DRAWING OF THE WATER CIRCUITS
5
3
4
2 1
Fig. 9 – Jacket water circuit
7
8
6
9
10
11
Fig. 10 – Auxiliary water
1 Jacket water pump inlet line 7 Auxiliary circuit water pump

2 Jacket water pump 8 Intercooler
3 Cylinder heads and sleeves 9 Oil cooler
4 Jacket water circuit thermostatic valve 10 Auxiliary circuit thermostatic valve
5 Jacket water outlet 11 Auxiliary circuit water outlet
6 Auxiliary water circuit inlet line
5. EXTERNAL COOLING SYSTEM

Specifically designed to order, the external cooling equipment can be any of the following types:
- Water-to-water heat exchanger (tubular or plates)

- Radiator (air-to-water heat exchanger)
- Cooling tower (only recommended for the auxiliary circuit).
IT-G-A-20-004e 96
Chapter

Title IP
GAS FUELED VEE ENGINE COOLING SYSTEM.
DESCRIPTION
1. AIM
This document describes the cooling system of GUASCOR gas-fueled Vee-engines.
2. INTRODUCTION
Any heat output produced by a combustion engine must be eliminated by means of a cooling system.
On GUASCOR gas-fueled Vee-engines, cooling is performed by a double cooling water system:
JACKET WATER CIRCUIT, consisting of:
- one jacket water pump which can be engine mounted (gear-driven) or externally mounted (electric pump);
- a cooling circuit built on the engine itself (cylinder liners, cylinder heads, outlet water manifolds, etc.);
- one thermostatic valve controlling the engine outlet water temperature;
- and an external heat exchanger or cooling system (water-to-water heat exchanger, radiators or cooling tower).
Its function is to refrigerate the engine by maintaining the coolant temperature between 80ºC and 90ºC.
AN AUXILIARY CIRCUIT, composed of:
- an auxiliary water pump which can be engine mounted (gear-driven) or externally mounted (electric pump);
- a cooling circuit built on the engine itself, which extends over the supercharged air/fuel mixture cooler
(intercooler) to the oil cooler;
- one thermostatic valve controlling the auxiliary circuit water temperature;
- and an external heat exchanger or cooling system (water-to-water heat exchanger, radiators or cooling tower).
Its function is to cool lube oil and the air/fuel mixture past the turbocharger to about 65ºC, in order to limit the risk
of detonation (fuel knock).
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DESCRIPTION
3. MAIN COOLING CIRCUIT

3.1. JACKET WATER PUMP
This can be a timing gear-driven centrifugal pump located on the front left side of the engine, or
an electric pump for applications in which the external cooling system stands far away from the engine.
Fig. 1 – Jacket water pump.
1 Driven gear
2 Bearing
3 Seals
4 Impeller
3.2. ENGINE-MOUNTED COOLING CIRCUIT
The main pump draws cold water from the external cooling equipment and discharges it through a pipe into the
front of the engine (into the Vee of the block) where water flows through the block's internal ducts, cooling every
cylinder head, cylinder sleeve and cooled exhaust manifold.
From the front end of the cooled exhaust manifolds, water flows through two elbows to the thermostatic valve that
either directs water to the pump inlet for recirculation inside the engine block or diverts water to the external
cooling system, depending on the degree of dilatation of the seven thermostatic valves that open or close the
respective pipeplines according to the water temperature.
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DESCRIPTION
Fig. 2 – Jacket Water cooling system with engine-mounted pumps. FRONT VIEW
Fig. 3 – Jacket Water cooling system with engine-mounted pumps. LEFT SIDE VIEW
1 Jacket water pump 6 Cylinder heads

2 Water pump inlet 7 Thermostatic valve
3 Water supply line to engine 8 Jacket water circuit by-pass pipe
4 Water inlet to engine
9 Water outlet to external cooling system
5 Cooled exhaust manifold
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DESCRIPTION
Fig. 4 – Jacket Water cooling system without pumps. FRONT VIEW
Fig. 5 – Jacket Water cooling system without pumps. LEFT SIDE VIEW
1 Water inlet to engine 3 Cylinder heads

2 Cooled exhaust manifold 4 Water outlet to external cooling system
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DESCRIPTION
3.3. JACKET WATER CIRCUIT THERMOSTATIC VALVE
Located at the front of the engine, the thermostatic valve contains 7 thermostats and is designed to maintain the
operating temperature of water in the engine between 80 ºC and 90 ºC (176 ºF to 194 ºF).
Most of the coolant flows back to the suction side of the jacket water pump if the temperature is less than the
desired value.
A small amount of cooling water will always circulate through the thermostatic valve to the external cooling
system. This flow is used for purging air, thus avoiding the formation of air pockets in the cooling system.
When the cooling water temperature exceeds that which causes the thermostats to open, water circulates around
thermostats and exits to the external cooling system.
Fig. 6 – Jacket water circuit thermostatic valve.
1 Thermostatic valve body

2 Thermostats
3 Bleed valve
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DESCRIPTION
4. AUXILIARY COOLING CIRCUIT

4.1. AUXILIARY WATER PUMP
The auxiliary water pump is a gear driven centrifugal pump and is located on the front right side of the engine. It
discharges cooling water to the air cooler (intercooler) and the oil cooler.
For applications with a remote external cooling system, the engine-driven pump may be substituted by an electric
pump.
Fig. 7 – Auxiliary circuit water pump.
1 Driven gear
2 Bearing
3 Seal
4 Impeller
4.2. AUXILIARY COOLING CIRCUIT
This system serves to maintain a constant air/fuel mixture temperature in the intake manifold as well as cooling of
the lubricating oil. Cooling water flows from the auxiliary pump to the intercooler (air-to-water heat exchanger
made of plates and tubes), then to the oil cooler, and from there to the auxiliary thermostatic valve located next to
the outlet of the oil cooler. Depending on the water temperature, all or part of the water will flow to the auxiliary
pump inlet. Diverted water will flow to the external cooling system.
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DESCRIPTION
Fig. 8 –Auxiliary water circuit with engine-mounted pumps. FRONT VIEW
Fig. 9 –Auxiliary water circuit with engine-mounted pumps. RIGHT SIDE VIEW
1 Auxiliary water pump 6 Oil cooler

2 Water pump inlet 7 Thermostatic valve
3 Water pipe to intercooler 8 Auxiliary water circuit by-pass pipe
4 Intercooler
9 Water outlet to external cooling system
5 Water pipe to oil cooler
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DESCRIPTION
Fig. 10 – Auxiliary water circuit without pumps. FRONT VIEW
Fig. 11 – Auxiliary water circuit without pumps. RIGHT SIDE VIEW
1 Water inlet 4 Water pipe to oil cooler

2 Water pipe to intercooler 5 Oil cooler
3 Intercooler 6 Water outlet to external cooling system
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DESCRIPTION
5. SCHEMATIC DRAWING OF THE WATER CIRCUITS
Fig. 12 – Water circuit diagrams
1 Jacket water pump inlet line 7 Auxiliary circuit water pump

2 Jacket water pump 8 Intercooler
3 Cylinder heads and sleeves 9 Oil cooler
4 Jacket water circuit thermostatic valve 10 Auxiliary circuit thermostatic valve
5 Jacket water outlet 11 Auxiliary circuit water outlet
6 Auxiliary water circuit inlet line
6. EXTERNAL COOLING SYSTEM

Specifically designed to order, the external cooling equipment can be any of the following types:
- Water-to-water heat exchanger (tubular or plates)

- Radiator (air-to-water heat exchanger)
- Cooling tower (only recommended for the auxiliary circuit).
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WATER PREHEATING
180/240 SERIES ENGINES
1. AIM
The aim of this production information sheet is to indicate the correct application (installation) of water preheating
for engines.
2. INSTALLATION CRITERIA
The water, from the top of the engine, and externally, flows to the pump, where is connected to the inlet (low
level) of the preheating box.
In engines without water pump the intake water connection is made from the top side of the engine.
In the preheating box, the heating of the water by the resistance initiates the circulation of this water by
convection from the top of the preheating box towards the bottom of the engine.
The hot water circulates in the engine from bottom to top, heating the entire engine.
IMPORTANT
The box must be placed in the position indicated in the figure, without any inclination and ensuring that the outlet
connector is on top.
The preheating box can be placed on the bead or wherever required, in accordance with the application.
The pipe must be installed inclined upwards.
3. FEATURES
The heating expected with the proposed preheating equipment is 30ºC (86ºF) in 2 hours.
4. CONTROL
The preheating elements are put into operation (connected) by means of an automatic preheating control unit,
which can be supplied in a separate box (to be installed on the engine or bead, see product information sheet
(IT-C-A-60-006) or integrated into the engine control panels and emergency generator unit.
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WATER PREHEATING
Fig. 1 – Engine with Fresh Water pump
Fresh water
pump in the
lower side
Cylinder block
(right side)
Fig. – Electro-pump Detail
1 THERMOSTAT 2 RESISTANCE
Engine Reference
31.20.B90 1000W / 230V
180
31.20.C10 1000W / 400V
240
31.20.B80 1000W / 480V
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WATER PREHEATING
Fig. 3 – Engine without Fresh Water Pump
To the rear
Water manifold
Cylinder block
(right side)
Fig. 3 – Electro-pump detail
1 THERMOSTAT 2 RESISTANCE
Engine Reference
38.20.690 1000W / 230V
180
38.20.700 1000W / 400V
240
38.20.720 1000W / 480V
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WATER PREHEATING WITH ELECTRO-PUMP
V SERIE ENGINES
1. AIM
for engines.
The water, from the top of the engine, is connected to the inlet (low level) of the preheating box.
In the preheating box, the heating of the water by the resistance initiates the circulation of this water by
convection from the top of the preheating box towards the bottom of the engine.
The hot water circulates in the engine from bottom to top, heating the entire engine.
IMPORTANT
The box must be placed in the position indicated in the figure, without any inclination and ensuring that the outlet
connector is on top.
The preheating box can be placed on the bead or wherever required, in accordance with the application.
The pipe must be installed inclined upwards.
3. FEATURES
4. CONTROL
(“IT-C-A-60-006”) or integrated into the engine control panels and emergency generator unit.
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V SERIE ENGINES
Fig. 1 - F/SF360/480 - FGLD/SFGLD/SFGM360/480 – HGM560 Engines
To water manifold
right side
To the cylinder
block left side
Fig. 2 – Detail electro-pump
1 RESISTANCE 2 THERMOSTAT (45ºC / 113ºF) 3 DRAIN PLUG
Engine Reference
38.20.630 2x2000 W / 230V
360 38.20.640 2x2000 W / 400V
38.20.650 2x2000 W / 480V
38.20.570 2x2000 W / 230V
480
38.20.580 2x2000 W / 400V
HGM 560
38.20.590 2x2000 W / 480V
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V SERIE ENGINES
Fig. 3 – FGLD/SFGM560 Engines
To water manifold
right side
To the cylinder
block left side
Fig. 4 – Electro-pump detail
1 RESISTANCE 2 THERMOSTAT (45ºC / 113ºF) 3 DRAIN PLUG
Engine Part number Engine Part number

38.20.600 2x2000 W / 230V 38.20.600 2x2000 W / 230V
SFGLD560 38.20.610 2x2000 W / 400V SFGM560 38.20.610 2x2000 W / 400V
38.20.620 2x2000 W / 480V 38.20.620 2x2000 W / 480V
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GAS ENGINES – PRESSURE LOSSES AND FLOWRATES
1. INTRODUCTION
When calculating pressure losses in the cooling circuits of gas engines. Product Information Datasheets IT-C-A-
20-001e and IT-C-A-20-002e apply. The former explains how to calculate pressure losses based on the
components layout. while the latter summarises the pressure losses for each separate component.
To define flowrates in addition to the parameters that guarantee correct performance of the engine against seizing
or knocking. we take it into account that the flowing-through velocity in the heat exchanger pipes should not be
less than 1m/s nor greater than 3m/s.
CAUTION
Maximum flowrate in the main circuit depends on the external cooling system. while the maximum flowrate in
the auxiliary circuit is determined by the passage cross section in the air and oil coolers and should not exceed
30m3/h.
According to the temperature of the primary and/or secondary cooling circuit(s). the minimum flowrates will vary.
WARNING
The circuit's pressure loss (Delta P) and restriction (K) are valid for a basic engine configuration with mechanical
pumps as defined in section 5 of this document. Any change to the components of said configuration will entail
recalculating both aforementioned parameters. For instance. if the engine incorporates electric pumps. the
thermostat box is different from that specified for engines with mechanical pumps; therefore. you need to
recalculate both the restriction and the pressure loss.
The minimum flowrates specified for both cooling circuits apply to "continuous" duty equipment. For "standby"
units. the minimum flowrate shall be determined. increasing it in the same proportion as power does in relation to
the tabulated flowrates.
Minimum flowrates are the same for engines with dry exhaust manifolds and with (wet) cooled exhaust
manifold.
NOTE
SFGLD360 R engines with main circuit temperature of 90ºC. which has the oilcooler in main circuit has higher
minimum flows that the configuration with oilcooler in auxiliary circuit.
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2. MINIMUM FLOWRATES FOR FGLD ENGINES

2.1 MAIN COOLING CIRCUIT
Speed Minimum flowrate Delta P

Engine K
[rpm] [m3/h] [bar]
FGLD180 1500 25 0.28
4.5·10-4
FG180 1800 30 0.41
FGLD240 1500 30 0.30
3.3·10-4
FG240 1800 35 0.40
1500 50 0.25
FGLD360 1.0·10-4
1800 60 0.36
1500 60 0.40
FGLD480 1.1·10-4
1800 70 0.54
2.2 AUXILIARY COOLING CIRCUIT
Speed Temperature Minimum Flowrate Delta P

Engine K
[rpm] [ºC] [m3/h] [bar]
55(Biogas) 0.42 1.86·10-3
1500 55 15 0.45 2.01·10-3
FGLD180 80 0.46 2.04·10-3
55 0.81 2.01·10-3
1800 20
80 0.82 2.04·10-3
55(Biogas) 0.74 1.86·10-3
55 (90 Main C.) 0.80 2.01·10-3
1500 20
55 (120 Main C.) 0.82 2.04·10-3
FGLD240 80 0.7 1.76·10-3
55(Biogas) 1.16 1.86·10-3
1800 55 25 1.26 2.01·10-3
80 1.10 1.76·10-3
55 (90 Main C.) 0.45 1.13·10-3
55 (120 Main C.) 0.45 1.13·10-3
1500 20
80 (90 Main C.) 0.45 1.13·10-3
FGLD360
80 (120 Main C.) 0.46 1.16·10-3
55 0.68 1.09·10-3
1800 25
80 0.71 1.13·10-3
55 (90 Main C.) 0.45 1.13·10-3
1500 55 (120 Main C.) 20 0.46 1.16·10-3
FGLD480 80 0.47 1.18·10-3
55 0.71 1.13·10-3
1800 25
80 0.74 1.18·10-3
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3. MINIMUM FLOWRATES FOR SFGLD ENGINES

Speed Minimum flowrate Delta P

Engine K
[rpm] [m3/h] [bar]
1200 20 0.18
SFGLD/SFGM180 1500 25 0.28 4.5·10-4
1800 30 0.41
1200 25 0.21
SFGLD/SFGM 240 1500 30 0.30 3.3·10-4
1800 40 0.53
1200 40 0.16
SFGLD/SFGM 360 1500 50 0.25 1.0·10-4
1800 60 0.36
(90 main c.) 55 0.30 1.0·10-4
SFGLD360R 1500
(120 main c.) 50 0.24 1.0·10-4
1200 50 0.28
SFGLD/SFGM 480 1500 60 0.40 1.1·10-4
1800 80 0.70
1200 60 0.40
SFGLD560 1.1·10-4
1500 70 0.54
1500 70 0.54
SFGM560 1.1·10-4
1800 75 0.62
3.2 AUXILIARY COOLING CIRCUIT. SINGLE-STAGE AIRCOOLER
Speed Temperature Minimum Flowrate Delta P K

Engine
55 0.42 1.86·10-3
1200/1500 15
80 0.43 1.89·10-3
SFGLD/SFGM180
55 0.74 1.86·10-3
1800 20
80 0.76 1.89·10-3
1200 55 15 0.43 1.89·10-3
40 – 55 0.76 1.89·10-3
1500 20
SFGLD/SFGM240 80 0.64 1.61·10-3
55 1.18 1.89·10-3
1800 25
80 1.01 1.61·10-3
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Engine K
1200 55 15 0.25 1.09·10-3
40 – 55 (90 Main C) 0.44 1.09·10-3
55 (120 Main C)
1500 20 0.45 1.13·10-3
80 (90 Main C)
SFGLD360 80 (120 Main C) 0.46 1.16·10-3
55 (90 Main C) 0.68 1.09·10-3
80 (90 Main C) 0.71
1800 25 1.13·10-3
80 (90 Main C) 0.71
80 (120 Main C) 0.73 1.16·10-3
1200 55 15 0.25 1.13·10-3
40 – 55 (90 Main C) 0.45 1.13·10-3
1500 55 (120 Main C) 20 0.46 1.16·10-3
SFGLD480
80 0.47 1.18·10-3
55 0.71 1.13·10-3
1800 25
80 0.74 1.18·10-3
1200 55 15 0.25
SFGLD560 1.13·10-3
1500 32 – 55 25 0.71
3.3 AUXILIARY COOLING CIRCUIT. DOUBLE-STAGE AIRCOOLER

Engine K
1200 55 15 0.45
SFGLD/SFGM360 1500 40 – 55 23 1.07 2.02·10-3
1800 55 25 1.26
40 -55 (90 Main c) 10 0.19 1.87·10-3
SFGLD360R 1500
40 (120 Main c) 23 1.09 2.06·10-3
1200 55 18 0.67
SFGLD/SFGM480 1500 40 – 55 23 1.09
1800 55 25 1.29 2.06·10-3
1200 55 17 0.6
SFGLD560
1500 40 – 55 25 1.29
1500 55 21 0.88
SFGM560 2.06·10-3
1800 55 25 1.28
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4. MINIMUM FLOWRATES FOR HGM ENGINES
Engine Speed Minimum Flowrate Delta P

K
[rpm] [m3/h] [bar]
1200 55 0.53
HGM560 1500 70 0.87 1.78·10-4
1800 80 1.13
Engine Speed Temperature Minimum Flowrate Delta P K

3
[rpm] [ºC] [m /h] [bar]
1200 12 0.27
HGM560 1500 40-55 21 0.83 1.90·10-3
1800 25 1.18
5. BASIC CONFIGURATIONS
The following are the basic configurations used to determine the pressure losses in the main and auxiliary cooling
circuits of the above-listed engines.
Engine Cyl. Block Thermostat Box

SFGLD/SFGM/FGLD/FG180 YES YES (3 Thermostats)
SFGLD/SFGM/FGLD/FG240 YES YES (3 Thermostats)
SFGLD/SFGM/FGLD360 YES YES (7 Thermostats)
SFGLD360R YES YES (7 Thermostats)
SFGLD/SFGM/FGLD480 YES YES (7 Thermostats)
SFGLD/SFGM560 YES YES (7 Thermostats)
5.2 AUXILIARY COOLING CIRCUIT. SINGLE-STAGE AIRCOOLER
Engine Oil cooler Aircooler Thermostat Box

FGLD180 YES YES (16.45.160) YES (1 Thermostat)
FGLD180 (Landfill/Digester) YES YES (76.73.527/76.73.529) YES (1 Thermostat)
FGLD240 YES YES (16.45.160) YES (1 Thermostat)
FGLD240 (Landfill/Digester) YES YES(76.73.527/76.73.529) YES (1 Thermostat)
FGLD360 YES YES YES (2 Thermostats)
FGLD480 YES YES YES (2 Thermostats)
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SFGLD/SFGM180 YES YES (76.73.455) YES (1 Thermostat)
SFGLD/SFGM240 YES YES (76.73.455) YES (1 Thermostat)
SFGLD360 YES YES (76.73.441) YES (2 Thermostats)

SFGLD/SFGM360 YES YES YES (2 Thermostats)
SFGLD360R (90 Main C.) NO YES YES (2 Thermostats)
SFGLD360R (120 Main C.) YES YES YES (2 Thermostats)
5.4 COOLING CIRCUIT WITH DISTRIBUTION BOX (19.20.C60)
5.4.1. Main Cooling Circuit
Motor Cyl. Block Distribution box Thermostat Box

HGM560 YES YES YES (6 Thermostats)
5.4.2. Auxiliary Cooling Circuit.
Motor Oil cooler Aircooler Distribution Box Thermostat Box

HGM560 YES YES YES YES (4 Thermostats)
IT-G-A-20-007e_E 117
118
R
Chapter 2
Lubrication system
119
120
Chapter
2 Engine technical description - Lubrication system

Title IP
DESCRIPTION OF LUBRICATION SYSTEM
FOR IN-LINE DIESEL & GAS ENGINES
1. INTRODUCTION
The purpose of the engine lubrication system is to:
- Provide pressurised oil for hydrodynamic lubrication, minimizing friction between parts moving in relation to
each other (crankshaft, connecting rods, etc.).
- Regulate the oil pressure so as to ensure correct lubrication.
- Filter oil adequately in order to maintain its lubricating properties.
- Cool the engine.
- Protect the engine parts, like the filters, seals, etc., against oil overpressure by means of relief valves.
2. DESCRIPTION
The lubricating system is made up of the following elements:
- Wet oil sump, suction tube and oil level indicator.

- Geared oil pump with overpressure safety valve.
- Lube oil pressure regulating valve.
- Oil cooler.
- Oil filters.
- Jet pressure regulation valve.
- Centrifugal filter (diesel and biogas engines)
- Blow-by gas exhaust system: crankcase breather.
2.1. Oil sump
The bottom of the crankcase is enclosed by the oil sump or oil tank. The amount of oil it contains depends on the
engine model. A threaded drain plug is fitted to the lowest point in the sump.
Located in the crankcase is the oil suction tube which is fitted with a grille, preventing the suction of foreign
material into the oil circuit.
The dipstick, which allows visual control of the oil level, is also located in the sump.
2.2. Oil pump
This a gear type positive displacement pump driven through the timing gears, which ensures the pump operates
when the engine is running.
It is the oil pump function to supply oil to the other components of the engine. The pump consists of: a pump
body, cover or suction hood, two gears (a driving gear and an idler gear), and an overpressure safety valve.
Overpressure Safety Valve
Fig.1 Oil Pump
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2.3. Overpressure safety valve
The overpressure safety valve or relief valve is located at the outlet of the oil pump. Its function is to discharge oil
directly to the sump if the impulse pressure exceeds the rated pressure (8 bar / 116 psi), thus protecting engine
components from failure. The valve is fixed to a bracket attached to the ribs of the oil sump. (See Fig. 1)
2.4. Lubricating oil pressure regulating valve
Its function is to regulate the lubricating oil pressure of the engine. It is located at the inlet of the oil filters and is
rated at 4.5 bar (65 psi). Its function is to discharge the surplus oil when the rated pressure is exceeded, ensuring
that the pressure is constant under all the engine operating or load conditions. (See Fig. 2.)
2.5. Oil cooler
Either of two types can be used:
- Plate type: housed in a casing, fitted integrally on the engine.

- External oil cooler: the standard version is the pipe type, housed in a casing. The design of the oil cooler can
be adapted to the application requirements.
2.6. Oil filters
The filters are of the interchangeable and full flow cartridge type, oil being entirely cleaned in a set of three
parallel filters. They have no bypass or non-return valve. Filtering efficiency is 99% at 30μm and 50% at 15μm.
2.7. Jet pressure regulation valve
This is located downstream of the filters and it is rated at 3 bar (43.5 psi). Its function is to allow oil to pass to the
jet gallery and to the piston coolant jets themselves when the rated pressure is reached. Piston coolant oil is
filtered. (See Fig. 2.)
Jet pressure Lubricating oil pressure

regulation regulating vavle
Fig.2 Jets and Regulation Valves Disposition
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2.8. Centrifugal filter
Combustion in diesel engines produces a large amount of soot or very fine-grained pulverised carbon particles
that are absolutely not retained in the oil filter.
In case of the gas engines, the main problem is the presence of pollutants in gas fuel (such as biogases) which
are carried by the oil.
Centrifugal filters are not so common as the oil filters; their underlying principle is the heavier weight of solids
compared to oil. A centrifugal filter comprises a rotating circular body on the wall of which the solid particles settle,
while purified oil flows through a central duct to the oil sump.
2.9. Blow-by gas exhaust system
GUASCOR engines can have either a passive or an active venting system.
2.9.1 Passive or open system (diesel and gas engines):
This is the standard venting system. It consists of a breather which allows oil vapours and blow-by gases to get
out into the atmosphere through an exhaust pipe. These are the components of such an open gas exhaust
system:
- The crankcase, which finally collects the gases that escape from the combustion chamber through the
interstice between the piston rings and the cylinder liner.
- The blow-by gas breather. It is made of one or various wire-mesh separators which separate the gas-borne
thick liquid drops and feed them back to the crankcase by gravity.
- An exhaust pipe.
2.9.1 Active or crankcase gas recirculating system (only gas engines):
The crankcase gas recirculating system aims to introduce the engine-produced blow-by gases into the inlet
airstream in a clean and efficient manner.
Besides the open system elements, adding a filter, to clean the gases previous their recirculation, is required.
3. OPERATION
- Oil is drawn from the sump through the grille in the suction tube by means of the oil pump.
- The pump supplies a specific flow of oil at a certain pressure. If the pressure exceeds 8 bar (116 psi), oil is
drained in the safety valve directly to the crankcase.
- Oil flows from the pump to the oil cooler then to the filter access gallery.
- This gallery is fitted with the lubricating oil pressure regulating valve. If the pressure does not exceed 4.5 bar
(65 psi), oil is allowed in the filter access gallery; otherwise, part of the oil stream is diverted to the crankcase.
The oil circulates in parallel through the filters.
- On the one side, filtered oil reaches the jet pressure regulation valve which allows it to pass on to the jet
gallery if the rated pressure of 3 bar (43 psi) is exceeded. From here it flows to the piston cooling jets.
- On the other side, filtered oil gains access to the main lubrication gallery, from which oil is distributed to
different parts of the engine, namely:
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The crankshaft, bearing caps and small and big ends of the connecting rod: on reaching the crankshaft, oil
flows through internal channels which lead it to the bearing caps and big-end bearings. Oil circulates through
ducts inside the connecting rod to reach the upper part of the conrod, i.e. the small end bushings and the pin,
which are coated with a lubricating film.
The camshaft, cylinder heads, rocker arms on the engine. Oil flows inside the camshaft, from end to end,
along the longitudinal direction of the engine block. Also, oil is distributed through individual passages to the
bearings and the auxiliary rocker arm shaft. Holes in the rocker arm shaft bushing allow oil to lubricate the
camshaft rollers.
Part of the oil that flows through the camshaft flows into an external channel which is machined on the engine
block and cylinder head and conveys oil to the main rocker arm shaft. From this point, oil passes through the
shaft orifices to the oiling holes of the intake and exhaust valve rockers and to the valve stems. The rest of
the cylinder head is spray-lubricated.
On turbocharged engines, oil reaches the turbocharger by an external pipe.
From the main lubrication gallery, oil is fed to the injection pump driving coupling, to the injection pump and to
the water pump.
Part of the oil flows to the centrifugal filter that retains dispersed soot and contributes to keeping oil cleaner
and to extending the oil change intervals.
- Finally, the oil returns to the sump.
SAFETY NO
OIL VALVE OIL MAIN LUBR. GALLERY
PUMP COOLER
P > 8 bar
Crankshaft Conrods
OIL PRES Aux. Main

YES Camsha Rocker Rocker Rock
REG. VALVE
Arm Arm
P > 4,5 bar
Regulator
NO
Suction Turbocharg
tube grill YES FILTERS
Centrifugal
JET PRES Injection pump

YES
REG. VALVE
P > 3 bar
Water pump drive
Piston
cooling jets
Injection pump drive
OIL SUMP
IC-C-D-25-004e_B 124
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FOR DIESEL AND GAS V ENGINES
1. INTRODUCTION
The purpose of the engine lubrication system is to:
- Provide pressurised oil for hydrodynamic lubrication, minimizing friction between parts moving in relation to
each other (crankshaft, connecting rods, etc.).
- Regulate the oil pressure so as to ensure correct lubrication.
- Filter oil adequately in order to maintain its lubricating properties.
- Cool the engine.
- Protect the engine parts, like the filters, seals, etc., against oil overpressure by means of relief valves.
2. DESCRIPTION
The lubricating system comprises the following elements:
- Wet oil sump, suction tube and oil level indicator.

- Geared oil pump with overpressure safety valve.
- Lube oil pressure regulating valve.
- Oil temperature thermostatic regulation.
- Oil cooler.
- Clogged filter valve.
- Safety oil pressure switch.
- Oil filters.
- Jet pressure regulation valve.
- Centrifugal filter (diesel and biogas engines).
- Blow-by gas exhaust system: crankcase breathers.
2.1. OIL SUMP
An oil sump or oil tank encloses the bottom of the crankcase. The amount of oil it contains depends on the engine
model. A threaded drain plug is fitted to the lowest point in the sump.
Located in the crankcase is the oil suction tube which is fitted with a grille, preventing the suction of foreign
material into the oil circuit.
The dipstick, which allows visual control of the oil level, is also located in the sump.
2.2. OIL PUMP
This is a gear type positive displacement pump driven through the timing gears, which ensures the pump
operates when the engine is running.
It is the oil pump function to supply oil to the other components of the engine. The pump consists of: a pump
body, cover or suction hood, two gears (a driving gear and an idler gear), and an overpressure safety valve.
Overpressure safety valve
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2.3. OVERPRESSURE SAFETY VALVE
The overpressure safety valve or relief valve lies at the outlet of the oil pump. Its function is to control pressure
and discharge oil directly to the sump if the impulse pressure exceeds the rated pressure (8 bar / 116 psi), thus
protecting engine components from failure. The valve is fixed to a bracket attached to the ribs of the oil sump.
(See Fig. 1).
2.4. LUBRICATING OIL PRESSURE REGULATING VALVE
Its function is to regulate the lubricating oil pressure of the engine. It is located at the inlet to the oil filters and is
rated at 4.5 bar (65 psi). Its function is to discharge the surplus oil when the rated pressure is exceeded, ensuring
that the oil pressure is constant under all the engine operating or load conditions.
2.5. THERMOSTATTED OIL VALVE
Its function is to control the minimum oil temperature. It is located at the inlet to the oil cooler. It operates in such a
way that when the oil temperature drops below a preset value (75ºC), it prevents oil from going through the
cooler, allowing oil to heat up quickly. Once the minimum oil temperature has been reached, all the oil will flow
through the cooler.
2.6. OIL COOLER
These engines have an external oil cooler, which in its standard version, is the pipes type, housed in a casing.
The design of the oil cooler can be adapted to the application requirements.
2.7. CLOGGED FILTER VALVE
Situated upstream of the filters, this valve would divert oil to the sump in order to avoid damage to filter cartidges,
should pressure exceed the set limit of 6 bar due to the clogging of the filters.
2.8. SAFETY OIL PRESSURE SWITCH
All V-engines have a low oil pressure switch in the main lubrication gallery. If the lubrication pressure is
insufficient, the alarm will go off as a warning about the need for service or activate the engine shutdown.
When oil flows back into the sump due to the clogging of the filters, it is normal that pressure drops after the filters
and this pressure switch activates the alarm.
It is possible to have a high oil pressure switch. This will be placed at the inlet to the oil filters. It will operate,
activating an alarm, when the oil pressure rises due to the clogging of the filters or if the oil flow is blocked.
2.9. OIL FILTERS
The filters are of the interchangeable and full flow cartridge type, oil being entirely cleaned in a set of three
parallel filters. They have no bypass or non-return valve. Filtering efficiency is 99% at 30μm and >50% at 15μm.
2.10. JET PRESSURE REGULATION VALVE
On a V-engine, this valve lies at the end of the main lubrication gallery (side opposite the oil inlet to the engine
block). It is rated at 3 bar (43.5 psi) and its function is to allow oil to pass to the jet gallery and to the piston
coolant jets themselves when the rated pressure is reached.
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2.11. CENTRIFUGAL FILTER
Combustion in diesel engines produces a large amount of soot or very fine-grained pulverised carbon particles
that are absolutely not retained in the oil filter.
In the case of gas engines, the problem is the presence of oil-borne contaminants in fuel gas (mainly biogas)
rather than the production of soot.
Centrifugal filters are not so common as the oil filters; their underlying principle is the heavier weight of solids
compared to oil. A centrifugal filter comprises a rotating circular body on the wall of which the solid particles settle,
while purified oil flows through a central duct to the oil sump.
2.12. BLOW-BY GAS EXHAUST SYSTEM
GUASCOR engines can come with a passive or an active blow-by gas exhaust system.
2.12.1. Open or passive system (for diesel and gas engines)
The commonest standard blow-by gas exhaust system is the open system with an oil separator followed by an
exhaust pipe to the outside. These are the components of such an open gas exhaust system:
- An exhaust pipe.
2.12.2. Active o blow-by gas recirculating system (only for gas engines)
The blow-by gas recirculating system aims at introducing the crankcase gases, in a clean and effective manner,
into the intake air stream.
In the blow-by gas recirculating system, there is a filter that cleans the gases before they flow into the engine.
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8
1 Oil pump
2 Safety valve
R
3 Regulation valve
4 Thermostat valve
7
5 Oil cooler
6 Clogged filter valve
7 Oil filters
8 Jet pressure valve
3
9 Oil sump
4
9 5 2 1
3. OPERATION
- Oil is drawn from the sump through the grille in the suction tube by means of the oil pump.
- The pump supplies a specific flow of oil at a certain pressure. If the pressure exceeds 8 bar (116 psi), oil is
drained in the safety valve directly to the crankcase.
- Oil flows from the pump to the thermostat valve unit, reaching first the lubricating oil pressure regulating valve.
This adjusts the oil flow to maintain a pressure of 4.5 to 5 bar in the gallery under normal working conditions.
- If the oil is cold (less than 75ºC), it flows through the thermostat valve, avoiding the cooler. Under normal
operating conditions (hot oil), it flows through the cooler.
- Afterwards oil arrives at the filter access gallery where the clogged filter valve is to be found. If, for this reason
(filter clogging), the pressure exceeds 6 bar, oil will be diverted to the oil sump.
- Once filtered, a small amount of oil flows to a distributor that lubricates the auxiliary water pump as well as:
• the right injection pump , on diesel engines;

• the turbocharger on HGM gas engines.
- The other portion of oil flows to the main lubrication gallery and is distributed in parallel towards:
The right camshaft, cylinder heads, rocker arms and injection pump drive.
Oil flows inside the camshaft, from end to end, along the longitudinal direction of the engine block. Also,
oil is distributed through individual passages to the bearings and the auxiliary rocker arm shaft. Holes in
the rocker arm shaft bushing allow oil to lubricate the camshaft rollers.
Part of the oil that flows through the camshaft flows into an external channel which is machined on the
engine block and cylinder head and conveys oil to the main rocker arm shaft. From this point, oil passes
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through the shaft orifices to the oiling holes of the intake and exhaust valve rockers and to the valve
stems. The rest of the cylinder head is spray-lubricated.
Finally, on diesel engines, oil will lubricate the injection pump drive.
Then, oil lubricates the timing gears.
Next, oil reaches a distributor that guides the oil stream to the turbocharger (except for the HGM engine) and
to the regulator.
Now, ahead of the oil distributing point to the crankshaft, oil reaches another distributor that directs oil partly to
lubricate the left injection pump (on diesel engines) and the water pump drive and partly to proceed to the
centrifugal filter, if any.
Afterwards, oil passes through a hole to the crankshaft, bearing caps, big and small ends of the connecting
rods.
On reaching the crankshaft, oil flows through internal channels which lead it to the bearing caps and big-
end bearings. Oil circulates through ducts inside the connecting rod to reach the upper part of the conrod,
i.e. the small end bushings and the pin, which are coated with a lubricating film.
The cylinder walls and the piston pins are lubricated by the amount of oil that leaks out from the ends of
the bearings and is splashed by the rotating action of the crankshaft. Excess oil is removed from the
cylinder by the scraper ring and fed back into the crankcase.
Thereafter, oil reaches the lubricating point of the camshaft on the left-hand side of the engine. It lubricates the
camshaft, rocker arms and cylinder heads on the left bank as well as the drive of the left injection pump.
At the end of the main lubrication gallery, side opposite inlet, oil arrives at the jet pressure valve that directs oil
to the left and to the right of the engine, through the jet gallery that leads it to the piston coolant jets.
Finally, oil returns to the oil sump
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OIL
COOLER MAIN LUB. GALLERY
SAFETY NO PRES. Aux. Main

GEAR VALVE REG. VALVE
PUMP Camshaft rocker rocker Rockers
P > 8 bar P > 4,5 bar YES
shaft shaft
NO
YES
Injection pump drive (1)
Timing gears
THERMOSTAT
Sampling VALVE
Tª > 75º C Crankshaft Conrods
Regulat
NO
High pressure Distributor
Grille in
suction tube YES switch Turbocharge (1) (2)
Centrifugal filter
YES CLOGGED
FILTER VALVE
P > 6 bar Distributor Injection pump drive (1)
Water pump drive

NO
Distributor FILTERS Aux. Main

Camshaft rocker rocker Rockers
shaft shaft
Turbucharger (3)
Injection pump drive (1)
Low pressure
switch
JET PRES. Piston
VALVE Jets
Injection pump (1) head
P > 3 bar
OIL SUMP
(1) F/SF diesel engines

(2) FGLD/SFGLD gas engines
(3) HGM engine
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AUTOMATIC ENGINE OIL LEVEL CONTROLLER
1. INTRODUCTION
If a (gas or diesel) engine-driven equipment is intended for 24-hour operation or similar, it is recommended that
the engine should be fitted with an oil level controller.
MT-90
Digi tal T achometer
3 4 100
80
5
2 60 110
6
1
7 40 120
0 bar °C
6 5 4 1 3 2
Fig. 1 – General Layout
1 Automatic oil level controller

2 Oil tank
3 Fillinghose
4 Oil sump to level controller hose
5 Ventighose
6 Lube oil level indicator (See IT-C-A-25-009e)
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AUTOMATIC ENGINE OIL LEVEL CONTROLLER
5
3
Fig. 2 – Automatic Oil Level Controller.
3 Fillinghose
4 Oil sump to level controller hose
5 Ventighose
2. DESCRIPTION
The oil level controller is a mechanical actuator placed on the oil sump at the bottom of the engine. It includes a
floater inside a small reservoir which opens or closes the oil flow into the engine crankcase.
Connection to the external circuit is via a hose (supplied) suitable for ø 12mm (0.47inch) pipes.
ENGINES REFERENCE
180 38.60.690
240 38.60.600
360
480 38.60.610
560
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LUBE OIL LEVEL INDICATOR
2 3 5 9
6
A
MAX.
B
MIN.
1 8 7
Fig. 1 – Main Drawing
1 Lube oil level indicator

2 High level indicator
3 High level adjust
4 Low level indicator
5 Low level adjust
6 Float
7 Two-way valve
8 Lube oil pan
9 Conn rods inspection door
Table 1 – Elements Specification
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LUBE OIL LEVEL INDICATOR
A B Capacity Lube Oil

Engine Ref.
mm (inch) mm (inch) Pan Litres (gal)
F180 180 (7.086) 205 (8,070) 40 (10.5)
F180T 145 (5.708) 174 (6.850) 55 (14.5)
F180TB 31.60.360
70 (18.4)
F180TA/TAB 85 (3.34) 142 (5.59)
F240TA/TAB 95 (25)
F360TA 150 (39.6)
31.60.540 47 (1,85) 107 (4.212)
F480TA 195 (51.5)
SF180TA 70 (18.4)
31.60.360 85 (3.34) 142 (5.59)
SF240TA 95 (25)
SF360TA 150 (39.6)
31.60.540 47 (1,85) 107 (4.212)
SF480TA 195 (51.5)
FG/FGLD180 70 (18.4)
31.60.360 85 (3.34) 142 (5.59)
FG/FGLD240 95 (25)
FGLD360 150 (39.6)
31.60.540 47 (1,85) 107 (4.212)
FGLD480 196 (51.7)
SFGLD/SFGM180 70 (18.4)
31.60.360 85 (3.34) 142 (5.59)
SFGLD/SFGM240 95 (25)
SFGLD/SFGM360 150 (39.6)
SFGLD/SFGM480 31.60.540 47 (1,85) 107 (4.212) 196 (51.7)
HGM560 427 (112.8)
SFGLD/SFGM560 31.60.540 16 (0,62) 62 (2,44) 232 (61.3)
Table 2 – General Characteristics
B High (Black)
C Low (Red)
D Common (White)
Fig. 2 – Electric Diagram
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DESCRIPTION AND ASSEMBLY OF AN OPEN CRANKCASE
GAS EXHAUST SYSTEM
1. INTRODUCTION
Crankcase venting is intended to allow oil vapours to get out of the inside of the engine block, where there is a
small positive or negative pressure
Blow-by gases refer to the portion of combustion gases which passes through the combustion chamber sealing
rings into the crankcase, generating a higher pressure than the atmospheric one, and which must be released to
the outside of the machine room in order to avoid:
- plugging of the inlet filters;

- explosion and fire hazards;
- a polluted atmosphere harmful to the machine operators.
As a consequence, on continuous-duty engines, the crankcase gases must be released to the outside through an
adequate system.
Exceptionally, the blow-by gases of emergency engines might be released into the machine room. In this event,
contact GUASCOR Services.
1 Breather or oil separator

2 Inspection door
3 Crankcase
3 4 Gas exhaust
GUASCOR engines can have either a passive or an active venting system.
Passive or open system:
This is the standard venting system. It consists of a breather which allows oil vapours and blow-by gases to get
out into the atmosphere through an exhaust pipe.
Active or crankcase gas recirculating system (only gas engines):
The crankcase gas recirculating system aims to introduce the engine-produced blow-by gases into the inlet air
stream in a clean and efficient manner. See IC-C-D-25-006e
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GAS EXHAUST SYSTEM
2. CONFIGURATION
The most usual standard gas exhaust system is the open system with an oil separator followed by a gas exhaust
pipe to the outside.
These are the components of such an open gas exhaust system:
- An exhaust pipe.
Crankcase Breather
The blow-by gases get out of the engine through the so-called "crankcase breather". This always lies above the
oil level of the engine, in a position on the engine which avoids or minimises the carrying of oil by the blow-by
gases.
Thus, the separator will be mounted on the hexagonal cover of the flywheel housing of V-engines. On in-line
engines, it will be placed on one inspection door of the cylinder block, such as the auxiliary cover of the rocker
arms, and always on the left side of the engine, which is less exposed to oil splashing due to the anticlockwise
rotation of the crankshaft.
Fig. 1- Location of crankcase breather on a V-engine Fig. 2- Location on an in-line engine
The breather or oil separator is mounted vertically, with enough free space above it for its maintenance. See IO-
C-M-25-012e.
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GAS EXHAUST SYSTEM
It consists of a cylindrical separator containing a wire

mesh that separates gas-borne oil, sending it back to GAS
EXHAUST
the crankcase. The separator strainer must be cleaned
periodically, according to the maintenance guidelines.
BLOW-BY
The location of the system depends on the type of GASES
breather fitted into the engine. Possible locations are:
- In-line engines with breather 16.10.880. See Fig. 2. WIRE
MESH
- In-line engines with breather 16.11.600. See Fig. 2.
- V-engines with breather 16.11.600. See Fig. 1. CRANKCASE
RESPIRADERO BREATHER
GASES DEL CARTER
Where an open venting system exists, the crankcase pressure must be measured periodically with the engine on
FULL LOAD, to check that it is within the specified limits and its evolution over time conforms to the following
curve.
In any case, the crankcase pressure of a new engine will be fluctuating during the first hours of operation, while
all the engine components settle; but, as a rule, a value of 10mm WG will be considered as the maximum
permissible value for a new engine. Higher values would denote problems with the design of the exhaust pipe
to the outside.
3030mm
mm.
c.d.a.
WG
PRESION DE CARTER
CRANKCASE PRESSURE
1010mm
mm.
c.d.a.
WG
HORAS DE OF
HOURS FUNCIONAMIENTO
OPERATION
Should water leakage occur, e.g. after a repair, the blow-by value would rise and then normalise when water has
evaporated completely.
On a working engine with an open venting system, the crankcase pressure will mainly depend on the condition of
the combustion chamber sealing parts (liners, rings, cylinder heads) when measured.
If the measured crankcase pressure exceeds the initial value by more than 20mm WG, there probably is an
increase in blow-by gases due to worn liners and rings. In this event, it will be necessary to check the condition of
those components and to measure the cylinder compression. Thus, the maximum permissible value of
crankcase pressure is 30mm WG.
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GAS EXHAUST SYSTEM
Exhaust pipe.
Blow-by gases must be released to the outside through an exhaust pipe. The design criteria for this pipe shall be
that the maximum permissible crankcase pressure on FULL LOAD – i.e. 10mm WG for a new engine – shall by
no means be exceeded. Refer to IT-C-A-25-001e
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BLOW BY GASES EXHAUSTING GUASCOR POWER ENGINES
1. PURPOSE
The purpose of this Product Information Sheet is to specify the conditions in which the blow by gases exhaust
installation must be made.
2. DEFINITION
"Blow by gases" refers to the portion of fire gases that enters the engine oil casing through the combustion
chamber sealing segments, building a pressure in excess of the atmospheric pressure, and has to be removed
outside the engine room in order to avoid:
- A clogged of the intake filters.

- The risks of explosion and fire.
- A polluted atmosphere in the engine room, which would be unhealthy for the maintenance staff.
For this reason, blow by gases of continuous duty engines must be removed to the outside through an
appropriate system. As an exception, exhaust of blow by gases into the engine room may be allowed for
emergency engines. In this event, please contact GUASCOR POWER.
5
1
1 Filtering element
2 Inspection door
3 Lube oil sump
4 Gas outlet
3 5 Oil blowdown
Fig. 1 – Detail of blow by gases breather
3. INSTALLATION
The engine gas exit is achieved through the so-called "blow by gases breather" that is connected through an
inspection door of the unit, always above the engine oil level.
The breather comprises an expansion chamber filled with a gas-borne oil absorbing material intended to retain
the oil.
The gas must be conveyed to the open air through the ad hoc piping, while the segregated oil must flow back
through an oil blow down situated in the lowest part.
The diameter of the exhaust pipe shall be as specified in Table 1.
The initial blow by pressure in a new engine will fluctuate during the operation early hours, until all the
components are settled. As a general rule, 10 mm H2O pressure is considered the maximum pressure for a new
engine. Higher values may indicate problems in the design of the pipe evacuation outside.
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The blow by pressure will increase during the engine life, due to the wear of the components. This increase is
explained in IC-C-D-25-007 information.
Pipe ∅ mm (inch) Pipe ∅ mm (inch)

Engine Engine
(Up To A Length 10 m, 393 inch) (Up To A Length 10 m, 393 inch)
FG/FGLD/SFGLD/SFGM 240
F/SF180 60,3 [2”]
60,3 [2”] FG/FGLD/SFGLD/SFGM 240
F/SF240 FGLD/SFGLD/SFGM 360
1
F/SF360 1 FGLD/SFGLD/SFGM 480 76,1 [2” /2]
76,1 [2” /2]
F/SF480 SFGLD/SFGM 560 / HGM560
Table 1 – Gas exhaust pipe diameter
The oil vapour outlet of the exhaust pipe shall be visible so as to enable a control of both the blowing of the
casing and the oil vapour exhaust. It must be constructed so as to prevent entry of rain water and the like. (Refer
to Fig. 2, 3 & 4).
IMPORTANT
The piping shall always be laid upwards to impede oil "deposits" due to gas condensation. Set an oil blow dawn in
the lowest parto f that pipe (See Fig. 1)
The blow-by conduction to the outside must not be made in one piece. This conduction must be divided in 2
section joined with a flexible element. In this way we will avoid vibration troubles.
If are some engines, the gas outlet pipe installation will must be independent.
IT-C-A-25-001_E 140
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Ø 60,3 [2"]
FLEXIBLE ELEMENT
Fig. 2 – F/SF180/240 & FG/FGLD/SFGLD/SFGM 180/240 engines blow by gases exhausting disposition
Ø 76,1 [2" 1/2 ]
FLEXIBLE ELEMENT
Fig. 3 – F/SF360/480 engines blow by gases exhausting disposition
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Fig. 4 – FGLD/SFGLD/SFGM360/480 y SFGLD/SFGM560 engines blow by gases exhausting disposition
Fig. 5 – HGM560 engines blow by gases exhausting disposition
IT-C-A-25-001_E 142
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OIL PREHEATING
IN LINE ENGINES
1. AIM
for engines.
The oil preheating system has a resistance, mounted on a tray located at the rear bottom side of the oil sump.
Also has a thermostat located at the top left side, tared to 35ºC (95ºF). Which regulates the engine oil
temperature.
The resistances are connected to the network through a relay which also is connected with the thermostat.
Likewise, in the circuit will install a switch to make the preheating connection and disconnection. When the
preheating system is connected, the resistances start heating the oil sump, so the oil increases its temperature.
When the oil rises 35ºC (95ºF). The thermostat makes the relay to work disconnecting the resistances with the
supply network.
When the oil temperature go down below 35ºC (95ºF), the thermostat makes the relay to work again, connecting
the resistances to the network, which heat again the oil so that is carried out the preheating whole cycle.
3. FEATURES
4. CONTROL
“IT-C-A-60-006”) or integrated into the engine control panels and emergency generator unit.
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OIL PREHEATING
IN LINE ENGINES
REAR VIEW LEFT SIDE VIEW
1 RESISTANCE
2 THERMOSTAT
Engine Reference
31.25.490 1500W / 230V
180 / 240 31.25.990 1500W / 400V
31.26.010 1500W / 480V
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OIL PREHEATING
IN V ENGINES
1. AIM
for engines.
The oil preheating system has two resistances, each one mounted on separate trays and located at the front and
rear bottom side of the oil sump. Also has a thermostat located at the top right side, tared to 35ºC (95ºF). Which
regulates the engine oil temperature.
The resistances are connected to the network through a relay which also is connected with the thermostat.
Likewise, in the circuit will install a switch to make the preheating connection and disconnection. When the
preheating system is connected, the resistances start heating the oil sump, so the oil increases its temperature.
When the oil rises 35ºC (95ºF).The thermostat makes the relay to work disconnecting the resistances with the
supply network.
When the oil temperature go down below 35ºC (95ºF)., the thermostat makes the relay to work again, connecting
the resistances to the network, which heat again the oil so that is carried out the preheating whole cycle.
3. FEATURES
The heating expected with the proposed preheating equipment is 30ºC (86ºF). In 2 hours.
4. CONTROL
which can be supplied in a separate box (to be installed on the engine or bead, see product information sheet “IT-
C-A-60-006e”) or integrated into the engine control panels and emergency generator unit.
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OIL PREHEATING
IN V ENGINES
RIGHT SIDE VIEW REAR VIEW
1 RESISTANCES
2 THERMOSTAT
ENGINE REFERENCE
31.25.500 1500 w / 230 V
360 31.26.020 1500 w / 400 V
31.26.030 1500 w / 480 V
31.25.510 1500 w / 230 V
480/560 31.25.760 1500 w / 400 V
38.25.310 1500 w / 480 V
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CLEANING THE OIL SEPARATOR FILTER OF THE
CRANKCASE GAS BREATHER
1. REMOVAL
Follow the instructions with reference to Figure 1 that shows the different parts of the crankcase gas breather.
1. Remove the bolts and nuts (10 & 4), taking care that O-ring (8) does not fall out.
2. Separate the flexible hose from the upper body.
3. Undo nut (6) and remove washer (7). Next, detach the lower body (1) from the upper body (5), taking care that
O-ring (2) does not fall out.
2. CLEANING AND INSPECTION

1. Remove wire mesh (3) from its housing and clean it with a solution of water, detergent and rust-preventer,
eliminating all accumulated dirt and residues. If the wire mesh is badly damaged, change it.
2. Clean bodies (1 & 5) and check to see if O-rings (2 & 8) are in perfect condition, flexible and free from cracks.
Otherwise, fit new O-rings.
3. ASSEMBLY
1. Set O-ring (2) in its seat on lower body (1). Next, set wire mesh (3) surrounding the stud that lies inside the
lower body (1).
2. Fit the upper body (5) onto the lower body (1), fixing them with washer (7) and nut (6). Take care that the O-
ring does not come off its seat.
3. Connect the outlet of upper body (5) to discharge pipe (9), fitting O-ring (8) in-between and fastening them
with bolts (4) and nuts (10).
4. CHECK FOR LEAKS

1. After starting the system, check that there is no leak; otherwise repair them.
7 8
5 9
4 10
1 3
Fig. 1 – Crankcase Gas Breather
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GUASCOR ENGINES
SUBMERGED OIL PREHEATING SYSTEM
1. INTRODUCTION
The aim of preheating oil is to raise the oil temperature before starting the engine up to the appropriate minimum
value (about 40ºC) that ensures adequate oil viscosity for loading the engine.
2. DESCRIPTION
For this purpose, we use a direct preheating system in which the heating resistance is in straight contact with the
fluid, i.e. oil, to warm up.
Direct heating offers the advantage that heaters’ efficiency is near 100% because oil directly absorbs all the
generated heat. This contributes to faster warming up and suppression of thermal delay. There is no intermediate
medium giving rise to heat losses during heat transfer.
The oil preheating system is a monobloc unit that consists of a resistance, a thermostat and a protective cap.
According to the engine model and the crankcase capacity, there will be one, two or four resistances. See table 1.
For heating oil, we specify a 1500W resistance with a specific charge of up to 3.9W/cm². Fitting into the tank is
with a 1-1/4” gas stamped brass cap nut and a copper gasket to prevent oil leaking through the thread. The tube
is made of AISI 321 stainless steel, 8mm in diameter.
Fig. 1 - Heating resistance
3. ASSEMBLY
These monobloc units lie inside the crankcase (oil sump), in the lower front area. See Fig. 2, 3 and 4.
The resistance is connected to the mains through a plug-in thermostat with the power wires secured to the
special-purpose clamping screws.
The resistance must always lie horizontally and submerged in oil. Otherwise, it could break and fail to operate
correctly.
These so-called monobloc preheating systems have built-in thermostatic controls with temperature adjustments
from 30 to 90ºC. The thermostat must be set at 40ºC. When the preheating system switches on, the resistances
start warming up the crankcase and the oil temperature rises progressively. As the oil temperature reaches 40ºC,
the thermostat switches off.
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GUASCOR ENGINES
ENGINE TYPE REFERENCE VOLTAGE POWER No. of Units

F/SF/FG/FGLD/SFGLD/SFGM 180/240 1
F/SF/FGLD/SFGLD/SFGM 360/480 2
31.25.A50 230 V/50 Hz 1500 W.
SFGLD/SFGM 560 2
HGM 560 4
31.25.A60 400 V/50Hz 1500 W.
SFGLD/SFGM 560 2
HGM 560 4
31.25.A70 480 V/60Hz 1500 W.
SFGLD/SFGM 560 2
HGM 560 4
Table 1 – Oil Preheating System per Type of Engine
Fig. 2 – General Layout - F/SF/FG/FGLD/SFGLD/SFGM 180/240 Engines
Fig. 3 - General Layout - F/SF/FGLD/SFGLD/SFGM360/480 – SFGLD/SFGM560 Engines
Fig. 4 - General Layout - HGM560 Engines
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GUASCOR ENGINES
4. PERFORMANCE
Warming expected from the proposed preheating system is 40ºC over 2 hours.
5. OPERATION
Switching on/off of the preheating resistances is through a control integrated into the engine control panels, which
assures thermal/magnetic protection of each resistance. The resistance incorporates an on/off thermostat.
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DESCRIPTION OF A CRANKCASE GAS
RECIRCULATION SYSTEM
1. INTRODUCTION
The crankcase gas recirculation system of the engine, also called the active system, is intended to feed the flow
of engine blow-by gases back into the intake air current in a clean and efficient manner and so:
- to eliminate one source of emissions, by burning these gases inside the engine, and thus to get one single
exhaust in accordance with the prevailing legislation in different countries;
- to clean the blow-by gas flow so that it is harmless when reintroduced into the engine;
- to regulate the blow-by gas flow so as to set optimum working conditions, fulfilling both internal criteria of
optimum cleanness and engine operation requirements.
Blow-by gases refer to the portion of combustion gases which passes through the combustion chamber sealing
rings into the crankcase, generating a higher pressure than the atmospheric one, and which must be released to
the outside of the machine room in order to avoid:
- plugging of the inlet filters;

- explosion and fire hazards;
- a polluted atmosphere harmful to the machine operators.
2. CONFIGURATION
A crankcase gas recirculation system (CGR) comprises the following parts:
- A crankcase (1) which finally collects the gases that escape from the combustion chamber through the
- The blow-by gas breather (2). It is made of one or various wire-mesh separators which separate the gas-borne
- Piping between separators and recirculation filter (6).
- Blow-by gas separator filter (3) (part no. 76.73.48). All the liberated configurations have only one filter, except
for terrestrial diesel V-engines with air filters which have two gas separator filters.
- An oil return pipe from the separator filter (5) (part no. 76.91.284).
- Crankcase pressure control valve (4).
- Blow-by gas feed pipe to air intake (between air filter and carburettor) (6).
NOTE
It is mandatory to follow the installation and assembly instructions defined in product information documents IT-C-
A-25-024e and IM-C-C-25-002e in order to ensure correct operation of each component as specified or otherwise
to be able to take the necessary corrective steps.
IC-C-D-25-006e 151
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6 6 4 3
°C °F °C
90 1 00 110 90 120 1 40 90 1 00 110
70 50 16 70
120 0 120
50 32 50
40 60
70
0
°C
4 32
50
90
0
°F
120
40
°C
140
60
70
160
0
1 2
BARS
3 4 5 6
7
2 5 6
5 1 1
Fig.1: CGR on gas in-line engine. Fig 2: CGR on gas V-engine.
2 6 3 6 6
6
4 4
4
3 3
5 5
5 2
1
1
Fig 3: CGR on terrestrial diesel in-line engine with filters Fig 4: CGR on terrestrial diesel V-engine with filters
2.1. Crankcase
The crankcase or oil sump is an important component of the engine, which is often paid little attention to. In
addition to collecting, storing and recirculating oil that has lubricated and cooled the engine, the crankcase also
accumulates the gases leaking from the engine's combustion chambers through small interstices between the
rings and liners of each cylinder.
The amount of gas entering the crankcase will depend on the wear condition of the a.m. parts.
Due to crankshaft rotation and oil removal from different places of the engine, an undetermined quantity of oil
drops is carried by the blow-by gas flow.
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The crankcase gas pressure indicates the status of balance between the amount of blow-by gases removed from
the crankcase through the exhaust system and the quantity generated during the engine operation.
By analysing the crankcase pressure over time, it is possible to anticipate any failure that would offset the said
balance in one direction or another, notably wear of piston rings, filter clogging, blocked pipes, etc.
2.2. Crankcase breather
The blow-by gases get out of the engine through the so-called
"crankcase breather" made of one cylindrical separator filled Crankcase
with wire-mesh. breather
It is the breather's function to separate gas-borne oil, collect it

in its lower portion and feed oil back to the crankcase by Blow-by gas
gravity.
The breather always lies above the oil level of the engine. It is
part of the engine, whether integrated into a blow-by Gas exhaust
recirculation system or an open venting system.
The location of the system in the engine depends on the type

of breather and will be such as to prevent or minimise the
entrainment of oil by the blow-by gases. Wire mesh
2.3. Blow-by gas recirculation filter
This is the real conditioner of the blow-by gases before their entry into the
BLOW-BY GAS RECIRCULATION FILTER
air intake system. Externally, it looks like an upright black cylinder fitted
with a blow-by gas inlet pipe, one gas exhaust pipe and a drain for filtered Plugged filter indicator
products at the bottom.
Its function consists in eliminating gas-borne oil and condensates

completely. For this purpose, it includes a high-performance synthetic fibre
filtering cartridge.
At the top, it has a red light indicator warning that the filter is plugged and
Locks for cartridge
must be changed. In any case, the cartridge shall be changed at the change
intervals specified in the maintenance guidelines. See IO-C-M-25-011e.
At the bottom of the system, there is a non-return valve which prevents

blow-by gas from flowing in a direction opposite draining.
The device has marks on the top showing the gas flow direction, by
pointing to the in and out ports of the filter.
Filter drain
IC-C-D-25-006e 153
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2.4. Crankcase pressure control valve
This valve checks the balance between the amount of blow-by gas sucked out of the crankcase into the air intake
system and the total quantity of blow-by gas produced in the engine.
For correct operation of the valve, it is necessary to measure

the pressure in the crankcase with the engine running at
nominal power and to set the valve to the specified rating.
When done, the valve need not be readjusted until the
cartridge is changed, since the crankcase pressure variations
provide important information on the system performance and
the internal wear of the engine. Tampering the valve would
result in a loss of data and "deceiving" the system.
When changing the filter cartridge, check the valve. If found

dirty or full of condensates, flush it with a water jet.
2.5. Oil feedback to crankcase
Oil separated by the recirculation filter shall be fed back through a hose to the crankcase and always above the
crankcase oil level.
2.6. Blow-by gas feed pipe to the air intake
Connected downstream of the crankcase pressure control valve, this pipe transports the filtered gas to the engine
air intake.
On gas engines, the blow-by gas feed pipe is connected between the air filters and the compressor (Fig. 1 & 2),
while it is connected to the air filters on terrestrial diesel engines with air filters (Fig. 3 & 4).
2.7 Crankcase pressure
Monitoring the crankcase pressure will enable you to detect and follow-up the evolution of possible failures due to
a malfunction of the recirculation system or the engine.
The crankcase pressure can be measured at the connecting rod cover or oil sump filling plug or crankcase
breather cover, using a water gauge.
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MAINTENANCE OF THE CRANKCASE GAS
1. MAINTENANCE OF THE RECIRCULATION SYSTEM

Maintaining the crankcase gas recirculation system basically consists in changing the filtering cartridge,
inspecting the installation and performing the start-up procedure after changing the cartridge.
The filtering cartridges must be changed when the hours of operation specified in the maintenance guidelines
have been reached or when the filter is clogged (the red indicator at the top of the filter being completely
extended), whichever first occurs.
NOTE
Make sure you use spare filtering cartridges of model reference: 76.73.484.
Check to see that, with the cartridge, you receive one O-ring for the top of the filter cartridge and another for the
upper part of the body.
1.1. Changing the filtering cartridge
- Release the 4 filtering cartridge locks (1).

- Pull the lower body (3) slightly downwards and the
upper body (2) upwards to separate them. Take care
of possible oil splashing.
- Remove the waste filtering cartridge (4) pulling
downwards smoothly; again oil splashing may occur.
- Remove the O-ring (5) from the top of the external
body of the filter and set a new one.
- Set another O-ring (5) into the upper body and the
new filtering cartridge in the same position as the
used one was.
- Slightly push the new cartridge upwards for a perfect
fit into its housing.
- Replace the external body of the filter, taking care
that the locks match.
- Tighten the locks, fastening all the parts together.
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1.2. Inspecting the installation
- Detach the hose clamps and wash any oil condensate and water out of the hose.
- Clean the pressure control valve.
1.3. Performing the start-up procedure
- Carry out the operations of a normal start-up (see IT-C-A-25-024e). If the red indicator is fully extended, push
it down with your finger, before starting the engine.
- Record the crankcase pressure with the engine on load and the time (number of hours of operation) for the
next filter change. Set the control valve at an initial crankcase pressure of minus 4mbar. This valve shall not
be readjusted until the filtering cartridge is changed again; therefore, we recommend removing its operating
lever.
2 6
°C °F °C
90 1 00 11 1 20 1 40 90 1 00 11
70 0 120 50 90 160 70 0 120
50 32 50
40 60 7
0 0
°C
ALTRONIC CPU-95
°F BAR S IGNITION SYSTEM
0 1 20 14 0 160 3 4 5
50 9 1 2 6 7 PART NO. S /N
32 0
0
40 60 7
0 U.S . PA TENT NO.5.623.209
°C MUST B E I NSTA LLE D P ER FORM CP U-95 II
INST ALLECONFORMEMA NT CP U-95 II
WAR NIN G:KEEP COVE R TIGHT

R WH ILE C IRC UITS ARE LI VE.
AVER TISSE ME NT:GAR DER LE
COUVE RCLE BIE N FERME
CER TIFIED LORS QU E LES.
CLASS I, GROUP D, DIV .2T4
ALTRON IC,INC YOU NGSTOWN,OHIO
1 Crankcase 4 Pressure control valve

2 Blow-by gas breather 5 Oil return line
3 Gas recirculation filter 6 Connecting hoses
The graph below shows the crankcase pressure variation in relation to the hours of operation of the filtering
cartridge.
RELATIVE
PRESIONPRESSURE
RELATIVA
+3 mbar
0 mbar
CRANKCASE
PRESION DEPRESSURE
CARTER
-4 mbar
HOURS OF FUNCIONAMIENTO
HORAS DE OPERATION
IO-C-M-25-011e 156
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2. TROUBLESHOOTING
At times, the filter clogging indicator will rise when starting the engine after a certain period shut down. This
occurs because the cooling of oil in the outside of the filter leads to an increase in head losses. Once warm, oil
drips and the system operates correctly again.
To check that the filter works alright, remove the cap from the indicator and push the indicator downwards with
your finger, when the engine has warmed up. If the indicator does not rise again, the filter is in good condition. If
after pushing the indicator down, it rises again, change the filtering cartridge even if the specified hours of
operation for maintenance have not been reached.
When the engine is fitted with a crankcase gas recirculation system, it is advisable to measure the crankcase
pressure periodically (every 200 hours). This pressure, being indicative of the balance between the amount of
engine-generated blow-by gas and the exhausted quantity, may denote the occurrence of a failure.
The following table shows the relation between the crankcase pressure and the engine components, suggesting
corrective actions.
Crankcase pressure CAUSE ACTIONS
System ok. Pressure varies from -4 to +3 mbar

from –4 to +3 mbar None
in time
Check clogging indicator. Change filtering

cartridge. Check to see if the valve has been
closed by mistake.
Filter clogged.
Inspect the pipeline of the system to detect any
Greater than +3 mbar plug or undesired throttling of the gas flow.
Possible high blow-by (rings and liners)
Measure the crankcase pressure level, after
disconnecting the recirculation system, i.e. at
atmospheric pressure (by opening the oil filling
plug). See IT-C-A-25-016.
Pressure control valve wide open. Check the valve condition.

Less than –4 mbar
High exhaust of blow-by gases. Check the air filters for good condition.
Make sure the entire run of pipes of the system is

free from spots where condensates could gather.
Many fluctuations Condensate build-up in the system. Verify if the hoses of the system are subject to
excessive ventilation, leading to large amounts of
condensate developing in the hoses. If yes, lag
the cold spots.
IO-C-M-25-011e 157
158
Chapter 2
Fuel system
159
160
Chapter
2 Engine technical description - Fuel system

Title IP
VALVE TRAIN, DESCRIPTION AND OPERATION
1. INTRODUCTION
The phrase "Valve train" refers to a set or assembly of different items such as shutoff cocks, filters, valves, etc.,
which are arranged so as to fulfil certain functions, mainly to interrupt the supply of gas to a receiving facility for
safety reasons.
Conceptually, valve trains always have the same configuration, differing only in that the sizes of their components
vary to meet the gas flowrate requirements and characteristics.
In general, the design of valve trains conform to the specifications of UNE 60620-88 - "Natural Gas Receiving
Installations".
2. CONSTRUCTION AND FUNCTION OF VALVE TRAINS

Valve trains consist, in all cases, of the following elements (see Fig. 1 and 2):
- Manual gas shutoff cock
- Gas filter
- Pressure gauge
- Pressure switch
- Solenoid shutoff valve (normally closed)
- Breather
- Solenoid shutoff valve (normally closed).
It is a valve train's function to:
- Allow the gas supply to the gas receiving equipment to be opened and closed manually;
- Filter the gas, filtering (type of filter) being adapted to each kind of gas;
- Control the gas pressure at the external service line which is subject to previous contractual specifications, in
order to guarantee its suitability for the dimensions of the valve train and the subsequent regulation stage,
before gas flows in the engine;
- Activate a control signal through the pressure switch should the supply pressure be outside the specified limits
for any reason whatsoever;
- Ensure, by means of a double series-connected solenoid shutoff valve (normally closed), that gas supply to
the receiving installation takes place further to an electrical enable signal and the opening of the valve train;
- Establish a simple safety logic so that any engine malfunction or the activation of any alarm would entail the
de-energisation of the normally-closed solenoid valves, thus cutting off the gas supply;
- Allow a safe inspection of correct gas shutoff when the installation is not running (solenoid valves de-
energised), since the breather-operating solenoid valve being open under these conditions allows leak gas (if
IC-G-D-30-011e_A 161
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Title IP
any) to reach the gas leak sight-glass. This is possible thanks to a breather system, or gas exhaust line, that
is mounted between the two shutoff solenoid valves and which consists of a normally-open solenoid valve and
a leak sight-glass (bubble type).
3. PRESSURE REGULATOR
Downstream of the valve train is the engine inlet gas pressure regulator.
The UNE 60620-88 standard considers the REGULATOR as an integral part of the valve train and calls the whole
the regulation unit.
Given the importance of a carefully selected regulator for the operation of the engine, the regulator of GUASCOR
engines remains out of the valve train that is prepared as a standard equipment for each application.
The selection of a regulator requires GUASCOR Product Engineering's specification or confirmation.
4. DESIGN
In designing the valve train, consideration is given to the UNE 60620-88 standard specifications. So, the bore
diameter of the valve train (nominal value for its selection) is calculated in accordance with:
- The flow required by the engine for its correct operation and development of the specified rated power;
- The necessary pressure at the outlet of the valve train or entry of the regulator;
- The need for limiting head loss; and
- The requisite to limit gas flowing speed through the valve train to 20m/s as demanded by the standard.
The mechanical strength of the valve train constituents is class PN6 for gas pressures ranging from 0.4 to 4 bars
and PN4 for gas pressures less than 0.4 bars (as per standard).
Assembly with steel pipes is done by electric arc welding and normal DIN flanges (threaded connections being
used only when the fitting diameters are smaller than 50mm).
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5. INSTALLATION OF THE VALVE TRAIN

Valve trains must be installed close to the engine, taking care however that they are not affected by the engine's
radiant heat or any fluid used in its operation, protected from impacts and in adequate ventilation conditions.
8
3 4
7
1 2
6
Valve train with regulator
8
4 3 4 9
1 3
2
7
6 5
Valve train without regulator
1 Ball valve 7 Breather valve

2 Gas filter 8 Leak sight-glass
3 0-600 mbar pressure gauge 9 High pressure switch
4 Push-operated valve 10 Filter drain valve
5 Low pressure switch 11 Regulator
6 Double solenoid valve 12 Valve train support
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EGS 02. DESCRIPTION
1. DESCRIPTION
EGS 02 is the new control system for gas engines and it is suitable for the entire range of GUASCOR POWER
gas engines.
These are the major features of the controller:

- Speed control (variable duty and island applications)
- Load control (parallel/mains applications)
- Control of carburetion at different loads
- Control of carburetion for variations of gas quality
- Engine protections
- Communications-based system management.
A complete EGS control system comprises the following items:

- EGS 02.
- TECJET
- AIR/FUEL MIX BUTTERFLY VALVE
- PICK-UP
- MAT
- MAP
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EGS 02. DESCRIPTION
2. FUNCTIONALITIES
2.1. SPEED CONTROL
EGS02 can ensure the engine runs at constant speed regardless of its load. Speed can be pre-programmed in
the controller memory or changed externally by means of an analogue signal or through communications.
2.2. LOAD CONTROL
Where EGS02 does not control speed, e.g. when the engine is synchronised with the grid, it can control power
according to the required output, by means of an analogue signal or through communications.
2.3. CONTROL OF CARBURATION AT DIFFERENT LOADS
EGS02 can control the required air/gas ratio from tables that depend on power and speed. For this purpose, EGS
measures the gas flow as provided by the Tecjet and the mixture volume. This enables controlling emissions
according to load.
2.4. CONTROL OF CARBURATION FOR VARIATIONS OF GAS QUALITY
EGS02 will control carburetion, and subsequently emissions, when gas quality variations do not exceed ±10%.
Where gas quality is expected to change by more than 10%, it is possible to feed EGS02 with the gas CH4
percentage to enable EGS to make the appropriate corrections.
2.5. COMMUNICATONS-BASED SYSTEM MANAGEMENT
For easier monitoring and control, EGS02 features CanOpen communications that allow operators to read the
controller's data and to enter all kinds of settings. For further information about CanOpen communications, please
refer to: IT-G-A-50-010e “Description of EGS02 CanOpen Communications”.
2.6. ENGINE PROTECTIONS
EGS02 provides a number of alarms to protect the engine against mechanical failures:
- Overspeed detection. It is possible to program the maximum speed limit that the engine may not exceed.
- Sensor faults: the controller can detect failing sensors in order to prevent damage to the engine.
- Misfire detection Detecting engine running instability can help detect misfire events. The following are possible
causes of engine speed inconsistency that can cause misfire events:
• Failure of ignition parts (module, coil, high voltage wire, spark plug)
• Carburetion faults
• Mechanical breakdowns
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EGS 02. DESCRIPTION
3. EGS02 COMPLEMENTARY EQUIPMENT

The EGS02 control system would keep to the following diagram:
Air filter
Carburetor
Butterfly valve
3.1. PICK-UP
This sensor detects the teeth of the engine flywheel. From the teeth detection data, EGS02 can calculate the
engine rotational speed.
3.2. MAT
This NTC type temperature sensor reads the temperature of the air/fuel gas mixture fed into the engine. The data
is necessary for carburetion control.
3.3. MAP
This pressure sensor reads the pressure of the air/fuel gas mixture in the inlet manifold. The data is necessary for
carburetion control.
IC-G-D-50-003e 166
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EGS 02. DESCRIPTION
3.4. BUTTERFLY VALVE
By controlling the butterfly valve, the EGS controller adjusts the amount of mixture fed into the engine. Controlling
the butterfly valve is the way the EGS can control the engine power or speed.
3.5. TECJET
This is a valve controlling the amount of gas supplied to the engine. It incorporates both pressure and
temperature sensors before and after the valve chest. Hence the controller receives accurate information on the
gas volume entering the engine.
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VENTURI TYPE CARBURATION - DESCRIPTION
1. INTRODUCTION
A venturi-type carburation system comprises the following items:
- Zero Pressure Regulator (ZPR)
- Main Adjustment Screw (MAS)
- Carburettor (Mixer)
CARBURATION SYSTEM
MAIN ADJUSTMENT
SCREW
ZERO
VALVE PRESSURE
GAS
TRAIN REGULATOR
AIR FILTER
TO ENGINE
BARREL
CARBURETTOR HOUSING
2. ZERO PRESSURE REGULATOR (ZPR)

It is the pressure regulator's function to reduce the gas supply pressure to the carburettor inlet pressure. This type
of regulator is called "zero pressure regulator", because the regulator outlet pressure is zero or almost zero.
For the Zero Pressure Regulator setting, see document IT-G-A-30-001e
Outlet pressure adjustment
Gas outlet Gas inlet
The ZPR shall be mounted as near the adjustment screw as possible, respecting the minimum distance specified
by the regulator manufacturer, and in such a way as to avoid the engine vibrations
GUASCOR uses two models of pressure regulators:
IT-G-E-30-001e_A 168
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- FRN: This regulator must always be placed with the outlet pressure adjusting spring facing downwards. It
needs an inlet air pressure compensation line downstream of the filters.
- FRNG: This type of regulators can be installed with the outlet pressure adjusting spring facing up or facing
downwards. They require no inlet air pressure compensation line downstream of the filters; fitting a
compensation line could lead to problems with the engine operation. Since there is no compensation line, they
require more frequent monitoring of the exhaust emissions to avoid air-fuel ratio misadjustments due to
clogged air filters.
For this type of regulators (supplied by GUASCOR), the inlet gas pressure must not exceed 50 mbar.
3. MAIN ADJUSTMENT SCREW (MAS)

The main adjustment screw for the mixture ratio lies between regulator and carburettor. It checks the flow of fuel
to the carburettor.
For the adjustment screw specifications in respect of a given type of engine, refer to IT-G-E-30-002e.
For the MAS setting procedure, see IT-G-A-30-001e
4. CARBURETTOR
A venturi-type carburettor consists of a barrel in a housing, which allows it to be mounted on the air intake
manifold.
The operating principle is the Venturi effect. As air flows through the barrel, a vacuum proportional to the air
velocity develops in the throat of the venturi, causing gas to be drawn into the carburettor, thus giving rise to an
air-gas mixture in the venturi.
With a venturi type carburettor, the gas pressure need not be greater than the atmospheric pressure. Accordingly,
the system includes a zero pressure regulator upstream of the carburettor. Since air and gas pressures are
identical, a constant air-gas ratio is obtained throughout the operating range of the engine.
Using this type of carburation permits easy adjustment of the proper air-fuel mixture to ensure optimum operation
of the engine under conditions of maximum efficiency or minimum exhaust emissions.
Information on the appropriate carburettor for each type of engine is given in IT-G-E-30-002e
IT-G-E-30-001e_A 169
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Title IP
Complete carburettor Barrel
GAS
AIR
For a carburation setting procedure, refer to document IT-G-A-30-001e.
5. ELECTRONIC CONTROL
An electronically controlled valve replaces the zero pressure regulator and main adjustment screw in the
electronic control. Refer to Product Information IT-G-A-30-002e and IT-G-A-50-005e relating to engines with an
electronic carburation system.
IT-G-E-30-001e_A 170
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Title IP
FUEL GAS SPECIFICATIONS FOR GAS ENGINES
WITH MECHANICAL CARBURATION CONTROL
1. INTRODUCTION
This Product Information applies to all the gas engines fitted with a mechanical carburation control system.
2. CONDITION OF FUEL GAS AT ENTRY TO ENGINE

At its entry to the engine, fuel gas must fulfil the following pressure and temperature requirements:
- The gas pressure at the inlet of the zero pressure regulator (supplied by Guascor) shall not exceed 50 mbar.
The maximum temporary gas pressure gradient at the inlet of the regulator shall by no means exceed 0.5
mbar/min.
- Pressure at the outlet of the zero pressure regulator shall not fluctuate more than ± 0.2 mbar.
- The gas temperature on entering the engine shall be between +0 ºC and + 50 ºC.
- The maximum temporary gas temperature gradient shall not exceed ± 1ºC/min. Fuel gas temperature
variations at entry to engine greater than ± 5ºC in relation to the gas temperature during carburation will make
it necesary to check carburation.
- Gas quality defined in Product Information sheets:
IC-G-D-30-001e - Fuel Specifications for Gas Engines. General.

IC-G-D-30-002e - Fuel Specifications: Natural Gas
IC-G-D-30-003e - Anaerobic Digestion Gas Fuel Specifications. Landfill and Digester Gas
IC-G-D-30-004e - Fuel gas specifications - synthesis gas (Syngas)
3. LNG-FUELLED PLANTS
In plants equipped with tanks of liquefied natural gas to be used as fuel in GUASCOR engines, special care must
be taken in the event of prolonged shutdowns when no fuel gas is burnt. When there is no draw of liquefied
natural gas from the tank, the pressure inside the tank rises. This is why the tank must be drained in order to keep
the pressure in the tank within safety limits. Draining, whether done manually or automatically through the safety
valves, implies alterations of the gas quality, with the heavier components staying in the liquid phase.
Adequate measures shall be taken to prevent the quality of the engine-fuelling gas from deviating from the
specifications of the a.m. Product Information sheets.
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SPECIFICATION OF GAS SUPPLY TO TECJET 50PLUS
1. INTRODUCTION
This Product Information document applies to all the gas engines fitted with a TecJet 50 PLUS valve.
2. GAS PRESSURE RANGE

Correct operation of the Tecjet 50PLUS control valve is directly related to the input gas pressure and the pressure
drop in the valve during normal running of the engine.
The input pressure to Tecjet 50PLUS must be in the range from 50 to 345 mbar (as shown on the graph-Fig. 1).
NOTE
For input gas pressure to Tecjet50PLUS less than 50 mbar, consult Guascor. Accuracy may be adversely
affected
With the engine running, pressure drop in the Tecjet valve (delta-p) must be in the range 70-345 mbar. Operation
below this range is possible at start-up and idling, but on load, accuracy will be affected negatively. At pressures
greater than 275 mbar, accuracy decreases as well and the error tolerance increases by about 10% in relation to
the normal margin.
The graph below shows the minimum pressure requirements as measured at the inlet to the TecJet 50 PLUS
valve related to engine power and gas quality under normal conditions.
MINIMUM PRESSURE TJ50PLUS vs MAXIMUM POWER

(Gas Temperature 25ºC / 40ºC)
350
Maximum Pressure 345 mbar 40ºC 25ºC 40ºC 25ºC 40ºC 25ºC
300
1- Natural gas (37,5 MJ/Nm3)
2- Mine gas (27,5 MJ/Nm3)
3- Sewage gas (22 MJ/Nm3)
4- Landfill gas (18 MJ/Nm3)
TJ50PLUS inlet pressure (mbar)
250 5- Landfill gas (14MJ/Nm3) 40ºC

6- Syngas (10,1 MJ/Nm3)
200 6
5 25ºC
4
150
3 40ºC
100
25ºC
2
50
Minimum Pressure 50 mbar 1
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig.1 Minimum pressure at Tecjet50PLUS vs Maximum Power
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SPECIFICATION OF GAS SUPPLY TO TECJET 50PLUS
NOTE
For engines equipped with two TecJet 50PLUS valves, divide the engine power shown on the graph by two.
NOTE
Where gas temperatures exceed the value used in the graph, the minimum pressure required for a given power
will increase. Consult Guascor.
Tabulated below are the characteristics of the reference types of gas used in the graph:
Density (kg/mn3) LHV (kJ/kg)

Natural Gas 0,80 47200
Mine gas 0,88 31500
Digester Gas 1,17 18800
Landfill Gas A 1,33 13500
Landfill Gas B 1,38 10200
Syngas 0,89 11400
For optimum performance of the carburetion control, a gas pressure regulator must be installed upstream of the
Tecjet 50 PLUS valve. We recommend that the volume between both devices be minimized by placing a regulator
close to the engine and, where practical, with a straight fitting of a minimum length equal to 5 times the diameter
of the pipe linking the pressure regulator to the Tecjet50PLUS. Under stable operation, the input pressure to the
Tecjet 50PLUS valve should not fluctuate in more than +/- 2 mbar.
With the engine running at full power, the position of the Tecjet50PLUS valve must lie anywhere between 20 and
85% of its total travel. In the event it is near any of the said limits, then, if the equipment allows and the input
pressure and pressure drop requirements are fulfilled, it will be necessary to adjust the pressure regulator so as
to work with the valve in the recommended position.
3. WORKING TEMPERATURES
Room temperatures for Tecjet50PLUS operation: - 20 ºC to + 85 ºC
Tecjet50PLUS gas temperature range: 0 ºC to + 65 ºC
Guascor-recommended gas temperature in operation: +10 ºC to + 40 ºC
4. GAS FILTER
To prevent damage, a 1μm or thinner mesh filter must be installed at the Tecjet gas intake.
With regard to the contaminants contents, gases must also meet the specifications set out in Product Information
IC-G-D-30-001e, IC-G-D-30-002e, IC-G-D-30-003e, IC-G-D-30-004e, IC-G-D-30-013e and IC-G-D-30-018e.
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SPECIFICATION OF GAS SUPPLY TO TECJET 110
1. INTRODUCTION
This Product Information document applies to all the gas engines fitted with a TecJet 110 valve.
A Tecjet 110 valve is usable when the conditions of the gas flow (supply pressure to Tecjet valve and gas LHV)
are inappropriate for the use of a Tecjet 50 PLUS valve due to its size. You must also take it into account that the
volume of gas required for a same level of engine output power increases as the LHV of the gas decreases.
Besides, the lower the fuel gas pressure at the Tecjet inlet is, the greater the occupied volume will be.
To determine whether a Tecjet 50 PLUS valve is fit or not, refer to Product Information Sheet IC-G-D-30-007e.

Correct operation of the Tecjet 110 control valve is directly related to the input gas pressure and the pressure
drop in the valve during normal running of the engine.
The input pressure to Tecjet 110 must be in the range from 50 to 275 mbar (as shown on the graphs-Fig. 1 & 2).
NOTE
For input gas pressure to Tecjet 110 less than 50 mbar, consult Guascor. Accuracy may be adversely affected
With the engine running, pressure drop in the Tecjet valve (delta-p) must be in the range 50-275 mbar. Operation
below this range is possible at start-up and idling, but on load, accuracy will be affected negatively. At pressures
greater than 275 mbar, accuracy decreases as well and the error tolerance increases by about 10% in relation to
the normal margin.
Using a Tecjet 110 valve with a gas of high Low Heat Value (LHV) may affect accuracy negatively, depending on
the engine power and the gas pressure at the Tecjet. If the supply pressure is high for a gas of high LHV, small
variations in the valve opening or supply pressure may lead to great variations in the carburetion of the engine.
For this reason, we specify a maximum supply pressure to the Tecjet for each type of gas according to its LHV.
NOTE
A TecJet 110 valve is not suitable for use when the maximum gas pressure and minimum gas pressure at TecJet
inlet coincide for the same levels of engine power, as shown on the next graphs.
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The graph below shows the minimum pressure requirements as measured at the inlet to the TecJet 110 valve
related to engine power and gas quality under normal conditions.
MINIMUM PRESSURE TJ110 vs MAXIMUM POWER
(Gas Temperature 25ºC / 40ºC)
300
Presión máxima 275

Maximum Pressure mbar
275 mbar
40ºC
250
1-Natural gas (37,5 MJ/Nm3)
2-Mine gas (27,5 MJ/Nm3) 25ºC
3-Sewage gas(22 MJ/Nm3)
4-Landfill gas (18 MJ/Nm3)
TJ110 inlet pressure (mbar)
200 5-Landfill gas (14MJ/Nm3)

6-Syngas (10,1 MJ/Nm3)
7-Syngas (5 MJ/Nm3)
7
150
40ºC
100
6
25ºC
50
1-2-3-4-5
Presión mínima 5050
Minimum Pressure mbar
mbar
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig. 1. Minimum gas pressure at Tecjet 110 vs Maximum Power
NOTE
The graph below shows the maximum pressure requirements as measured at the inlet to the TecJet 110 valve
related to engine power and gas quality under normal conditions.
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MAXIMUM PRESSURE TJ110 vs POWER 2-Mine gas (27,5 MJ/Nm3)
(Gas temperature 25ºC)
3-Sewage gas (22 MJ/Nm3)
300 4-Landfill gas (18 MJ/Nm3)
Maximum pressure 275 mbar
5-Landfill Gas (14MJ/Nm3)
7-Syngas(5 MJ/Nm3)
250
TJ110 inlet pressure (mbar)
200
7 6 5
4 3 2 1
150
100
50
Minimum pressure 50 mbar
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Power (KW)
Fig. 2. Maximum gas pressure at Tecjet 110 vs Maximum Power
NOTE
Tabulated below are the characteristics of the reference types of gas used in the graph:

Mine gas 0,88 31500
Syngas A 0,89 11400
Syngas B 1,22 4250
For optimum performance of the carburetion control, a gas pressure regulator must be installed upstream of the
Tecjet 110 valve. We recommend that the volume between both devices be minimized by placing a regulator
close to the engine and, where practical, with a straight fitting of a minimum length equal to 5 times the diameter
of the pipe linking the pressure regulator to the Tecjet 110. Under stable operation, the input pressure to the
Tecjet 110 valve should not fluctuate in more than +/- 2 mbar.
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With the engine running at full power, the position of the Tecjet 110 valve must lie anywhere between 20 and 85%
of its total travel. In the event it is near any of the said limits, then, if the equipment allows and the input pressure
and pressure drop requirements are fulfilled, it will be necessary to adjust the pressure regulator so as to work
with the valve in the recommended position.
Room temperatures for Tecjet 110 operation: - 20 ºC to +85 ºC
Tecjet 110 gas temperature range: 0 ºC to +65 ºC
Guascor-recommended gas temperature in operation: +10 ºC to +45 ºC
NOTE
Synthesis gases resulting from the pyrolisis of biomass residues may contain paraffin compounds that condense
and solidify at low temperatures. To avoid starting problems at low ambient temperatures, it is advisable to use
heating cable ref. 76.64.316 that will maintain the TecJet temperature high enough to prevent those compounds
from condensing and blocking the TecJet valve.
4. GAS FILTER
To prevent damage, a 1μm or thinner mesh filter must be installed at the Tecjet gas intake.
With regard to the contaminants contents, gases must also meet the specifications set out in Product Information
Sheets IC-G-D-30-001e, IC-G-D-30-002e, IC-G-D-30-003e and IC-G-D-30-004e.
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SUPPLY GAS SPECIFICATIONS.
ELEKTRA 50
1. INTRODUCTION
This Product Information document applies to all gas engines with an Elektra-50 gas injection system.

Correct performance of the Elektra-50 control valve is closely related to the gas inlet pressure and to any
pressure drop inside the valve during the normal operation of the engine.
Inlet pressure to the Elektra-50 control valve must be within the 50-240 mbar range (shown on graph in Fig. 1).
NOTE
For gas pressures less than 50mbar at inlet to Elektra 50, please contact GUASCOR. They could affect
accuracy negatively.
The following graph shows the minimum necessary pressure as measured at inlet to Elektra-50 according to
engine power and gas quality under normal conditions.

MINIMUM PRESSURE ELEKTRA 50 vs MAXIMUM POWER 2-Mine gas (27,5 MJ/Nm3)
3-Sewage gas (22 MJ/Nm3)
(Gas temperature 25ºC / 40ºC) 4-Landf ill gas (18 MJ/Nm3)
250 5-Landf ill gas (14MJ/Nm3)
40ºC 25ºC 40ºC 25ºC
200
40ºC 25ºC
Inlet pressure (mbar)
40ºC 25ºC
150
6 5
4
40ºC
3
100
2 25ºC
50
Minimum pressure 50 mbar 1
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig.1 Minimum Pressure at Elektra 50 vs Maximum Power
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ELEKTRA 50
NOTE
When the gas temperature is greater than the value mentioned on the graph, the minimum pressure
required at given power increases. Contact GUASCOR.
The reference gases specified in the previous graph have the following properties:

Mine gas 0,88 31500
Syngas 0,89 11400
For optimum performance of carburation control, it is necessary to have a pressure regulator installed ahead of
the Elektra-50 system. We recommend minimising the volume between both items by placing the regulator near
the engine and linking it to the Elektra-50 valve with a straight fitting at least 5 times the pipe diameter in length.
During stable operation, maximum pressure oscillation should be +/- 2 mbar at inlet to the Elektra-50 system.
With the engine operating at full load, the position of the Elektra-50 valve should be at between 20% and 70% of
its total travel. If the valve is in a position close to the a.m. limits, it is advisable to adjust the pressure regulator,
provided that the installation permits and subject to meeting the inlet pressure and drop pressure requirements, in
order to situate the valve in the recommended position.
Ambient working temperature of the Elektra-50 system: -30 ºC to +80 ºC
Range of gas temperatures in the Elektra-50 system: 0 ºC to +60 ºC
GUASCOR recommended gas temperature in operation: +10 ºC to +40 ºC
4. GAS FILTER
To prevent damage, it is necessary to fit a maximum 1-micron mesh filter at the inlet to the gas ramp.
As regards contaminants, gases must meet the requirements specified in Production Information IC-G-D-30-
001e, IC-G-D-30-002e, IC-G-D-30-003e, IC-G-D-30-004e, IC-G-D-30-013e and IC-G-D-30-018e.
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ELEKTRA 85
1. INTRODUCTION
This Product Information document applies to all gas engines with an Elektra-85 gas injection system.
Using an Elektra-85 system is advisable when the gas flow conditions (inlet pressure to the Elektra and gas LHV)
are not compatible with the Elektra-50 system due to its dimensions. It is worth noting that the lower the gas LHV,
the greater the volume of gas necessary for the same level of engine power. Likewise, the lower the fuel gas
pressure is at the inlet of the Elektra system, the greater the volume it takes up.
To determine the suitability of the Elektra-50 system, refer to Product Information IC-G-D-30-015e.

Correct performance of the Elektra-85 control valve is closely related to the gas inlet pressure and to any
pressure drop inside the valve during the normal operation of the engine.
Inlet pressure to the Elektra-85 control valve must be within the 50-240 mbar range (shown on graphs in Fig. 1 &
2).
NOTE
For gas pressures less than 50mbar at inlet to Elektra 85, please contact GUASCOR. They could affect
accuracy negatively.
The use of the Elektra-85 system where the gas LHV (Low Heat Value) is high can have a negative effect on the
operating accuracy according to the engine power and the inlet gas pressure to the Elektra system. If the inlet
pressure of a high LHV gas is high, small variations in the opening of the Elektra valve or in the supply pressure
can give rise to large fluctuations of engine carburation. Therefore, we specify a maximum gas pressure at the
inlet to the Elektra valve for each type of gas according to the LHV.
NOTE
For certain types of gases, the use of the Elektra-85 system is not suitable. That occurs when the maximum gas
pressure at the inlet to the Elektra valve coincide with or is lower than the lower gas pressure limit at given power
levels.
The following graphs show:
- Fig.1 – The minimum necessary pressure at the inlet to the Elektra-85 system according to the engine power
and the gas quality under normal conditions
- Fig. 2 - The maximum permissible pressure at the inlet to the Elektra-85 system according to the engine power
and the gas quality under normal conditions
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ELEKTRA 85

MINIMUM PRESSURE ELEKTRA 85 vs MAXIMUM POWER 2-Mine Gas (27,5 MJ/Nm3)
(Gas temperature 25ºC / 40ºC) 3-Sewage gas (22 MJ/Nm3)
4-Landf ill gas (18 MJ/Nm3)
250 5-Landf ill gas (14MJ/Nm3)
7-Syngas (5 MJ/Nm3)
40ºC
200 25ºC
40ºC
25ºC
150
7
100 6
40ºC
5
25ºC 4
50
Minimum Pressure 50 mbar 1, 2, 3, 4
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig.1 Minimum gas pressure at inlet to Elektra 85 vs Maximum Power
The reference gases specified in the previous graph have the following properties:

Mine gas 0,88 31500
Syngas A 0,89 11400
Syngas B 1,22 4250
NOTE
When the gas temperature is greater than the value mentioned on the graph, the minimum pressure required at
given power increases. Contact GUASCOR.
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ELEKTRA 85

MAXIMUM PRESSURE ELEKTRA 85 vs MAXIMUM POWER 2-Mine gas (27,5 MJ/Nm3)
(Gas temperature 25ºC) 3-Sewage gas (22 MJ/Nm3)
250 4-Landf ill gas (18 MJ/Nm3)
5-Landf ill gas (14MJ/Nm3)
200
6
5
4
150 3
2
100
50
Minimum Pressure 50 mbar
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine power (KW)
Fig. 2 - Maximum gas pressure at inlet to Elektra 85
For optimum performance of carburetion control, it is necessary to have a pressure regulator installed ahead of
the Elektra-85 system. We recommend minimising the volume between both items by placing the regulator near
the engine and linking it to the Elektra-85 valve with a straight fitting at least 5 times the pipe diameter in length.
During stable operation, maximum pressure oscillation should be +/- 2 mbar at inlet to the Elektra-85 system.
With the engine operating at full load, the position of the Elektra-85 valve should be at between 20% and 75% of
its total travel. If the valve is in a position close to the a.m. limits, it is advisable to adjust the pressure regulator,
provided that the installation permits and subject to meeting the inlet pressure and drop pressure requirements, in
order to situate the valve in the recommended position.
Ambient working temperature of the Elektra-85 system: -30 ºC to +80 ºC
Range of gas temperatures in the Elektra-85 system: 0 ºC to +60 ºC
GUASCOR recommended gas temperature in operation: +10 ºC to +45 ºC
NOTE
Synthesis gases produced by pyrolysis of biomass residues can contain paraffin compounds that can condense
and solidify at low temperatures. To avoid problems starting at low ambient temperatures, we recommend using
the heating cable ref. 76.64.316. It contributes to keep the Elektra system at an adequate temperature to prevent
those compounds from condensing and solidifying and the Elektra from being blocked.
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ELEKTRA 85
4. GAS FILTER
To prevent damage, it is necessary to fit a maximum 1-micron mesh filter at the inlet to the gas ramp.
As regards contaminants, gases must meet the requirements specified in Production Information IC-G-D-30-
001e, IC-G-D-30-002e, IC-G-D-30-003e and IC-G-D-30-004e.
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KRONOS 30. OPERATION
1. DESCRIPTION
Kronos 30 is an independent air-fuel ratio control system that includes a speed and load controller. It is suitable
for all types of applications and keeps emissions roughly constant in spite of changes in gas quality, ambient
conditions and operational conditions of the engine.
The following are the system's noteworthiest features:
- Regulation and PID setting adjustable according to engine speed, load, temperature...
- For safety's sake, the unit includes a speed governor with a digital output signalling any overspeed condition.
- Analysis of engine speed variance in relation to load or actuator opening allows detecting combustion troubles,
ignition failures or mechanical problems.
- Gas and mixture flow control
- Open and closed loop lambda control based on output power
- Flexible inputs and outputs to meet operating requirements
- Compensation for changes in gas pressure and ambient conditions
- CANopen communication available with the unit
- Controller programming and parameterisation from a PC running specific DcDesk 2000 software
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2. COMPONENTS. HELENOS AND ELEKTRA

The Kronos 30 comprises two components: HELENOS and ELEKTRA.
Helenos is a speed controller with a 32-bit microprocessor. Besides connectors for speed magnetic pickup and
actuator operation, the unit features six analogue and digital inputs, five analogue and digital outputs, and a
CANopen bus.
The ELEKTRA unit controls carburetion. It consists of a control PCB fixed to a valve-actuator device available in a
range of diameters.
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3. WIRING DIAGRAMS
Wiring shall conform to the following diagrams.
HELENOS ELEKTRA
DESIGNATION PINS ASSIGNMENT DESIGNATION TERMINAL
15 + S CAN L
POWER SUPPLY CAN CONNECTION TO
52 - HELENOS
R CAN H
GOVERNOR 23 Output X SHIELD
READY 60 GND N 4
OUTPUTS
DIGITAL
24 Output M 3
GENERAL ALARM SERIAL INTERFACE
61 GND TO PC
Y 2
25 Output J 1
ENGINE RUNNING
62 GND SHIELD 5
49 Shield W +
POWER SUPPLY
11 A Z -
12 D
THROTTLE VALVE
48 E
1 B
2 C
7 A
PICK UP 8 B
44 Shield
26 Input
ENGINE STOP
63 24 Vdc
MAINS SWITCH 27 Input
MADE 64 24 Vdc
28 Input
IDLING
65 24 Vdc
DIGITAL INPUTS
29 Input
SPEED UP
66 24 Vdc
30 Input
SPEED DOWN
67 24 Vdc
31 Input
LOAD GOVERNOR
68 24 Vdc
32 Input
LOAD SHARING
69 24 Vdc
33 Input
DROOP ON
70 24 Vdc
16 Input
SPEED SETPOINT
ANALOGUE INPUTS
53 GND
17 Input
POWER SETPOINT
54 GND
MEASURED 4 Input
POWER 41 GND
6 Input
GAS QUALITY
43 GND
74 1
73 2
SERIAL INTERFACE TO
PC
37 3
36 4
71 5 (Shield)
CAN CONNECTION TO 72 Shield
PC, ELEKTRA & 34 Low
CANOPEN 35 High
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4. FITTING OF PRESSURE SENSING LEADS
The Elektra unit has differential pressure sensors that measure air-gas pressure drops in the carburettor.
Connecting the pressure sensing leads shall conform to the following diagram.
GAS measurement
Venturi 2
differentiale
pressure
Venturi 1 differentiale
pressure
AIR measurement
GAS measurement
AIR measurement
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5. DCDESK 2000 / DCDESK 2000 CAN. (See IT-C-E-50-001e)

Connection to digital controllers is through a coded cable ref. 76.41.297 or a CAN bus. This connection requires
the use of a computer's serial port or equivalent.
When connecting through a coded cable ref. 76.41.297, DcDesk2000 must be used.
When using a CAN bus, DcDesk2000 CAN must be used. The cable to use is part ref. 76.08.265. Connection
shall conform to the following diagrams, using pins 2 and 7 for CAN communication with the controller board.
To limit access to these units to GUASCOR authorised personnel only, a licence is necessary to run this
programme. Such a licence dongle is available in the following formats:
- For plugging into a USB port, ref. 76.05.036

- For plugging into a parallel port, ref. 76.05.037
It is possible to filter the parameters shown in the different windows. For this purpose, in the “parameterizing”
menu, open subfolder “favorites” and select the parameters you want to display, defining your personalised
selection tree.
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6. START-UP
For a quick basic start-up based on pre-defined settings, follow the instructions in document IT-G-A-50-006e.
Before starting with the setup, back up the parameters of the Helenos and Elektra units to your computer HD (file
with extension .HZM in File / Save all parameters values).
We recommend saving changes periodically with key F6 (Control unit / Store parameter in control unit). If power
supply to the units goes out, any modified parameters that had not been saved would be lost.
For a complete setup of the system, adjust the following items:
- SENSORS. ELEKTRA UNIT.

- DIGITAL INPUTS. HELENOS UNIT.
- DIGITAL OUTPUTS. HELENOS UNIT.
- ERROR OUTPUTS. HELENOS UNIT.
- ANALOGUE INPUTS. HELENOS UNIT.
- ANALOGUE OUTPUTS. HELENOS UNIT.
- VALVE CALIBRATION. ELEKTRA & HELENOS UNIITS.
- CAN COMMUNICATION BETWEEN HELENOS AND ELEKTRA.
- CANopen COMMUNICATION. HELENOS UNIT.
- STARTING
- SPEED CONTROL. HELENOS UNIT.
- LOAD CONTROL. HELENOS UNIT.
- LAMDBA TABLE SETTING. ELEKTRA UNIT.
- OTHER WAYS OF SENDING LAMBDA SETPOINTS. ELEKTRA UNIT.
- CLOSED LOOP LAMBDA CONTROL. ELEKTRA AND HELENOS UNITS.
- MISFIRE DETECTION.
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6.1. Sensors. ELEKTRA Unit.
The following sensors are factory-calibrated and need no recalibration.
Name Parameter Sensor

GasTemp 2910 GAS Temperature
GasPressure 2914 GAS Pressure
GasDeltaPressure 2915 Pressure drop in GAS valve
AirTemp 2908 Air Temperature
Vent1DeltaPressure 2916 Pressure drop in Carburettor 1
Vent2DeltaPressure 2917 Pressure drop in Carburettor 2
AirPressure1 2906 Air pressure upstream of Carburettor 1
AirPressure2 2907 Air pressure upstream of Carburettor 2
1= Two carburettors
TwooroneMixer 5315
0= One carburettor
The sensor Pressure drop in Carburettor 2 shall be used only when there are two carburettors. In this event, the
setting of parameter 5315 shall be 1. Should one of the two differential pressure sensors ever fail, it would be
possible to operate the system temporarily, by assigning the calculation for one carburettor to both as follows:
- If sensor of carburettor 1 fails, assign value 4 to parameter 916 AssignIn_Vent1Press

- If sensor of carburettor 2 fails, assign value 3 to parameter 917 AssignIn_Vent2Press
CAUTION This mode of operation alone is not valid. It is for occasional tests only.
It is advisable to save the original HZM file of the Elektra units as received from the
CAUTION manufacturer, to have a backup copy of the calibration settings in case of loss or
deletion.
ADJUSTING CALIBRATIONS WITH ENGINE AT REST
Check the signals of the following parameters.
Par. Name Parameter Name Sensor

1560 IntAnaIn2_RefLow 3561 IntAnalogIn2_Value Pressure drop in GAS valve
1570 IntAnaIn3_RefLow 3571 IntAnalogIn3_Value Air pressure upstream of Carburettor 1
1580 IntAnaIn4_RefLow 3581 IntAnalogIn4_Value Air pressure upstream of Carburettor 2
If there is a significant difference between both parameters, copy the value of parameter 35XX in the associated
parameter 15XX to make zero calibration.
If the signals of parameters 35XX are greater than 0.55V or less than 0.45V, the sensor is
NOTE in bad condition and needs replacement. Do not change the sensor(s) with the engine
running.
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6.2. Digital Inputs. HELENOS Unit.
For changes of the following parameters to become effective, you must reset the unit after saving the data (F6 or
Control unit / Store parameter in control unit).
The table below lists the parameters related to digital input setup.
Parameter Name Value Comments
810 FunctEngineStop 2810 SwitchEngineStop: 1= Stop engine
811 FunctIdleSpeed 2811 SwitchIdleSpeed : 1= Idling speed
2812 SwitchDroop2or1: 0= Droop1 enabled
812 FunctDroop2Or1
2812 SwitchDroop2or1: 1= Droop 2 enabled.
Specify the 2814: SwitchSpeedRange2or1: 0= Speed range 1 active
814 FunctSpeedRange2Or1 digital input to
2814: SwitchSpeedRange2or1: 1= Speed range 2 active
use (which has
815 FunctSpeedFix1 been 2815 SwithSpeedFix1: 1= SpeedFix1 active
816 FunctSpeedFix2 previously 2816 SwitchSpeeFix2: 1= SpeedFix2 active
connected). If
825 FunctSpeedInc the number is 2825 SwitchSpeedInc: 1= Increase speed
826 FunctSpeedDec positive, the 2826 SwitchSpeedDec: 1= Decrease speed
operating logic 2827 SwitchSetpoint2or1: 0= Setpoint1 active
827 FunctSetpoint2Or1 of the input will
2827 SwitchSetpoint2or1: 1= Setpoint2 active
be positive. If
828 FunctErrorReset the number is 2828 SwitchErrorReset: 1= Reset current errors
834 FunctSyncEnable minus signed, 2834 SwitchSyncEnable: 1= Synchronisation allowed
the logic will be
835 FunctLoadEnable negative. 2835 SwitchLoadEnable :1= Load control enabled
836 FunctAutoOrManual 2836 SwitchAutoOrManual: 1 =
845 FunctAutoAdjust 2845 SwitchAutoAdjust: 1 = Auto adjust actuator
2846 SwitchGenBreaker: = 0 Engine in island mode.
846 FunctGenBreaker
2846 SwitchGenBreaker: = 1 Engine in grid mode.
6.3. Digital Outputs. HELENOS Unit.
The table below lists the parameters related to digital output setup.
851 DigitalOut1_Assign Assignment to digital output 1: max 5mA
Specify the value assigned to
each digital output
855 DigitalOut5_Assign Assignment to digital output 5: max 3A
6.4. Error Outputs. HELENOS Unit.
On the HELENOS unit, there are two digital outputs for fault detection:
3800 EmergencyAlarm (pin 23)
3801 CommonAlarm (pin 24)
The meaning of those outputs is as follows:

COMMON ALARM EMERGENCY ALARM Meaning
Inactive Inactive Power supply off
Inactive Active No error detected
Active Inactive Emergency alarm. Serious fault.
Active Active General alarm. Warning.
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6.5. Analogue inputs. HELENOS Unit.
Ideally, it is best to calibrate a sensor jointly with the other items used for the measurement, i.e. the
sensor+cable+analogue input of the Helenos unit, and to simulate the physical conditions under which the sensor
is going to operate. If not all those items were available, it would be possible to simulate the electric signal (mV,
V, mA...) the sensor has to provide, by using an external signal generator.
When it is impossible to create the working conditions of a sensor or to simulate its electric signal, you should
enter the standard values for the type of sensor concerned and adjust its calibration when you know the actual
operating conditions.
The next table lists the parameters related to analogue input setup.
Parameter Name Value Description Reading

900 AssignIn_Setp1Ext Setpoint of speed range 1 2900 Setpoint1Extern
901 AssignIn_Setp2Ext Setpoint of speed range 2 2901 Setpoint2Extern
902 AssigIn_LoadCtrlInp Load control 2902 LoadControlInput
903 ÀssigIn_SyncInput Specify the Analogue synchroniser 2903 SyncInput
905 AssigIn_OilPress analogue input to Oil pressure 2905 OilPressure
907 AssigIn_CoolantTemp use. Coolant temperature 2907 CoolantTemp
911 AssigIn_ExhTemp1 Exhaust gas temperature 1 2911 ExhaustTemp
918 AssigIn_MeasPower Measured power 2918 MeasuredPower
919 AssignIn_PowerSetp Power setpoint 2919 PowerSetpoint
1510 AnalogIn1_RefLow Low value of analogue input 1
Got at calibration
1511 AnalogIn1_RegHigh High value of analogue input 1
1512 AnalogIn1_ErrorLow 10% of calibration Error: value of analogue input 1 low 3511 AnalogIn1_Value
1513 AnalogIn1_ErrorHigh values Error: value of analogue input 1 high
1514 AnalogIn2_Filter - Analogue input 1 measurement filter

Got at calibration

Got at calibration

Got at calibration
1552 TempIn1_ErrorLow 10% of calibration Error: value of temperature input 1 low
1553 TempIn1_ErrorHigh values Error: value of temperature input 1 high 3551 TempIn1_Value
1554 TempIn1_Filter - Temperature input 1 measurement filter
1562 TempIn2_ErrorLow 10% of calibration Error: value of temperature input 2 low
1563 TempIn2_ErrorHigh values Error: value of temperature input 2 high 3561 TempIn2_Value
1564 TempIn2_Filter - Temperature input 2 measurement filter
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6.6. Analogue Outputs. HELENOS Unit.
The next table lists the parameters related to analogue output setup.
Parameter Name Value

1640 CurrentOut1_Assign Enter parameter value
1641 CurrentOut1_RefLow
Calibration values
1642 CurrentOut1_RefHigh
1643 CurrentOut1_ValueMin Minimum
1644 CurrentOut1_ValueMax Maximum
1645 CurrentOut2_Assign Enter parameter value
1646 CurrentOut2_RefLow
Calibration values
1647 CurrentOut2_RefHigh
1648 CurrentOut2_ValueMin Minimum
1649 CurrentOut2_ValueMax Maximum
1650 VoltOut1_Assign Enter parameter value
1651 VoltOut1_RefLow
Calibration values
1652 VoltOut1_RefHigh
1653 VoltOut1_ValueMin Minimum
1654 VoltOut1_ValueMax Maximum
1655 VoltOut2_Assign Enter parameter value
1656 VoltOut2_RefLow
Calibration values
1657 VoltOut2_RefHigh
1658 VoltOut2_ValueMin Minimum
1659 VoltOut2_ValueMax Maximum
6.7. Valve Calibration. ELEKTRA and HELENOS Units
The calibration procedure for both gas and mixture (throttle) valves is identical on the Elektra and Helenos units.
Adjusting the actuator takes place automatically by pressing the Ctrl.+A key combination or by selecting Control
unit / Automatic actuator adjust.
Parameter 2810 SwitchEngineStop must be “0” for actuator motion to be possible. The
NOTE value of this parameter may be "1" because the unit is receiving a 'stop engine' command.
The following are the parameters concerned by this calibration:
Parameter Name Value Description

Lowest position of the actuator to protect it against
310 ActPosSecureMin 3%
mechanical or thermal overloads
Highest position of the actuator to protect it against
312 ActPosSecureMax 97%
mechanical or thermal overloads
1950 FeedbackRefLow - Low calibration value with 0% actuator opening
1951 FeedbackRefHigh - High calibration value with 100% actuator opening
1952 FeedbackErrorLow 8000 Low feedback signal error threshold
1953 FeedbackErrorfHigh 32000 High feedback signal error threshold
3950 Feedback . Real time feedback value
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6.8. CAN Communications between HELENOS and ELEKTRA.
For effective communications between the two units, it is indispensable to set the communication parameters as
indicated below.
ELEKTRA UNIT

4416 CANSegmentOrBaudrate 1
The Baudrate must be the same for all the items on the CAN
416 CANBaudrate 250 kBaud
bus.
402 CANMyNodeNumber 1 It must be the same as parameter 404 in the HELENOS unit.
403 CANTxNodeNumber 1 It must be the same as parameter 401 in the HELENOS unit.
4400 CanCommDCOn 1 Enable CAN communications
4440 CANTelActuatorPosOn 1 Transmits actuator position to Helenos (par 2305)
440 CANActPosSendRate 0 Actuator position transmission rate
Transmits major AF measurement signals (parameters 3300
4447 CANTelMeasurementsON 1
to 3347) to HELENOS (same parameters)
Resetting errors in the ELEKTRA unit through DcDesk2000
4448 CANErrorResetON 1
entails resetting of errors in the HELENOS unit.
Elektra receives the speed signal from the Helenos unit over
5305 SpeedOverCANOn 1
the CAN bus.
Elektra receives the power signal from the HELENOS unit
5306 MeasPowerOverCanOn 1
over the CAN bus.
Elektra receives the gas quality correction signal from the
5307 GasQualityOverCanOn 1
HELENOS unit over the CAN bus.
HELENOS UNIT

416 CANBaudrate 250 kBaud The Baudrate must be the same for all the items on the CAN bus.
404 CANPENodeNumber 1 It must be the same as parameter 402 in the ELEKTRA unit.
401 CANTxNodeNumber 1 It must be the same as parameter 403 in the ELEKTRA unit.
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6.9. CANopen Communications. HELENOS Unit.
As an alternative, the Kronos 30 systems can use a CANopen protocol to transmit the analogue/digital signals
through the HELENOS unit.
The next tables show the default mapping of the CAN communications variables.
WRITE
RPDO 01 2810 SwitchEngineStop Write
RPDO 01 2811 SwitchIdle Write
RPDO 01 2812 SwitchDroop2Or1 Write
RPDO 01 2815 SwitchSpeedFix1 Write
RPDO 01 2825 SwitchSpeedInc Write
RPDO 01 2826 SwitchSpeedDec Write
RPDO 01 2828 SwitchErrorReset Write
RPDO 01 2835 SwitchLoadEnable Write
RPDO 02 2900 Setpoint1Extern Write
RPDO 02 2919 PowerSetpoint Write
RPDO 02 2918 MeasuredPower Write
READ
TPDO 01 (Bit 0) 3800 EmergencyAlarm Read
TPDO 01 (Bit 1) 3801 CommonAlarm Read
TPDO 01 (Bit 2) 3802 EngineStopRequest Read
TPDO 01 (Bit 3) 3803 EngineStopped Read
TPDO 01 (Bit 4) 3804 EngineStarting Read
TPDO 01 (Bit 5) 3805 EngineRunning Read
TPDO 01 (Bit 6) 3806 EngineReleased Read
TPDO 01 2000 Speed Read
TPDO 01 2300 ActPos Read
TPDO 01 3305 PEActPos Read
TPDO 02 2050 SpeedVariance Read
TPDO 02 3600 PowerSupply Read
TPDO 02 3301 ThermalPower Read
TPDO 02 3316 AirPressure1 Read
TPDO 03 3309 GasFlow Read
TPDO 03 3335 AirFlow Read
TPDO 03 3326 AirPressure2 Read
TPDO 03 3339 Lambda Read
TPDO 04 3307 GasPressure Read
TPDO 04 3308 GasDeltaPressure Read
TPDO 04 3306 GasTemp Read
TPDO 04 3334 AirTemp Read
TPDO 05 3322 Vent1DeltaPressure Read
TPDO 05 3332 Vent2DeltaPressure Read
TPDO 05 3346 ClosedLoopLambdaTrim Read
TPDO 05 3303 LambdaSetpoint Read
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The next table shows the parameters to set in relation to CANopen communications.
- Node and baudrate settings
0 = CANopen inactive.
25750 CanOpenOn 1
1= CANopen active.
21750 CanOp:BaudRate - 125, 250, 500 or 1000 kBaud
21751 CanOp:MyNodeNo - Node assigned in the CANopen network
- Setup of signals for transmission over CANopen or Analogue or Digital system

4900 ChanTypSetpoint1Ext
4901 ChanTypSetpoint2Ext
4902 ChanTypLoadCtrlInput
4903 ChanTypSyncInput
0 = Analogue signal
4905 ChanTypOilPress -
4 = CANopen
4907 ChanTypCoolantTem
4911 ChanTypExhaustTemp
4918 ChanTypMeasPower
4919 ChanTypPowerSetp
24810 ChanTypEngineStop
24811 ChanTypIdleSpeed
24812 ChanTypDroop2Or1
24814 ChanTypSpeedRang2Or1
24815 ChanTypSpeedFix1
24816 ChanTypSpeedFix2
24825 ChanTypSpeedInc 0 = Input sent by digital contact only.
4 = CANopen. When enabling CANopen transmissions, the
24826 ChanTypSpeedDec -
digital contact remains active and the CANopen or digital
24827 ChanTypSetpoint2Or1 system can transmit the signal.
24828 ChanTypErrorReset
24834 ChanTypSyncEnable
24835 ChanTypLoadEnable
24836 ChanTypAutoOrManua
24845 ChanTypAutoAdjust
24846 ChanTypGenBreaker
- The following parameters are useful to detect CANopen communications errors.

Parameter Name Value Description
3070 ErrCanBus CAN bus error
Object of errors
Bit 0 23757 CanOp:ErrLifeSign
Bit 1 23758 CanOp:ErrRPDOTimeOut
from 0
3071 ErrCanComm Bit 2 node reset not possible
to 7
Bit 3 buffer overflow received
Bit 4 buffer overflow sent
Bit 5 .. 7: reserved. Always 0
Count of received messages. It serves to check CAN bus
23759 CanOp:RxIRCount
quickly for correct operation.
23750 CanOp:Init Initialisation
23751 CanOp:PreOperational Pre-operational
23752 CanOp:Operational Operational
23753 CanOp:Stopped Stopped
For additional information on CANopen communications in these units, refer to instruction

NOTE manual DG 002-e/10-06.
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6.10. Start
There are two types of engine start.
TYPE 1: Fixed valve position

When the speed set in parameter 255 is reached, the valve opens up to the position set in parameter 260. When
the speed set in parameter 256 is reached, the system acknowledges that the engine has started.
TYPE 2: Varying valve position

When the speed set in parameter 255 is reached, the valve opens up to the position set in parameter 260. If the
engine has not started beyond the time set in parameter 265, the valve continues opening progressively beyond
the position set in parameter 260 during the time set in parameter 266.
The following parameters affect engine start.
ELEKTRA and HELENOS UNITS
Parameter Name Comments

1= Start type 1. Fixed valve position
250 StartType
2= Start type 2. Varying valve position
Time the valve must remain in the position set in parameter 260
251 LimitsDelay before applying general valve opening vs speed restrictions. For
start type 1.
Speed at which the system acknowledges that the engine is
255 StartSpeed1
starting (For both start types)
Speed at which the system acknowledges that the engine has
256 StartSpeed2
started (For both start types)
Gas valve opening on reaching the speed set in parameter 255.
260 StartFuel1
(For both start types)
Progressive gas valve opening beyond the position set in
261 StartFuel2
parameter 260, once the time set in parameter 265 is over.
Time to pass before increasing the gas valve opening. For start
265 StartDuration1
type 2.
Time for reaching the valve position set in parameter 261. For
266 StartDuration2
start type 2
ELEKTRA UNIT.
In extreme cases where the engine would not start, you will be able to check whether the fuel mixture is very rich or very lean,
by increasing or decreasing parameter 1320.
Parameter Name Description

1303 NormGasGravity Gas density in kg/Nm³
1320 AFRAtStoichiometry Stoichiometric AF ratio in Nm³/Nm³
1340 GasLowHeatingValue LHV in MJ/Nm³
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6.11. Speed Control. HELENOS Unit.
The following parameters affect speed control.

Number of teeth per revolution
1 TeethPickUp 178 teeth: in-line engines
165 teeth: Vee engines
100 Gain Proportional factor (Pid) for speed control
101 Stability Integral factor (pId) for speed control
102 Derivative Differential factor (piD) for speed control
811 FunctIdleSpeed 2811 SwitchIdleSpeed : 1= idling speed.
2812 SwitchDroop2or1: 0= Droop1 enabled
812 FunctDroop2Or1
2812 SwitchDroop2or1: 1= Droop 2 enabled
814 FunctSpeedRange2Or1
815 FunctSpeedFix1 2815 SwithSpeedFix1: 1= SpeedFix1 active
816 FunctSpeedFix2 2816 SwitchSpeedFix2: 1= SpeedFix2 active
825 FunctSpeedInc 2825 SwitchSpeedInc: 1= Increase speed
826 FunctSpeedDec 2826 SwitchSpeedDec: 1= Decrease speed
827 FunctSetpoint2Or1
6.12. Load Control. HELENOS Unit.
The following parameters affect load control.

835 FunctLoadEnable 2835 SwitchLoadEnable :1= Load control on
1233 PowerGovGain Proportional factor (Pid) for load control
1234 PowerGovStability Integral factor (pId) for load control
1235 PowerGovDerivative Differential factor (piD) for load control
1241 PowerSetpRampUp Increase of load control ramp in kW/sec.
1242 PowerSetpRampDown Decrease of load control ramp in kW/sec.
1243 PowerSetpointPC Power setpoint when par. 5243 PowerSetpPCOn enabled.
5241 PowerSetpRampOn 1= Power setpoing ramp enabled in load control
5243 PowerSetpPCOn 1= Send power setpoint through DcDesk 2000
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6.13. Lambda Map Adjustment. ELEKTRA Unit.
Kronos 30 includes a speed and power dependent lambda map. This map has 10 possible speed values and 10
possible power (ThermalPower) values, which gives 100 possible lambda setpoints.
For improved display and easier adjustment of this map, retrieve it as a table with DcDesk 2000 functions
Graphic / map / Lambda Setpoint Map.
To be able to view the map, you must have previously copied the file 1bc64269.par in the
NOTE folder that contains DcDesk 2000 and/or DcDesk 2000 CAN.
X-AXIS: SPEED. (2000 Speed),

9120 LambdaMap:n (0) First speed value
9121 LambdaMap:n (1) Second speed value
… … …
NOTE For constant-duty operation of the engine, the value of all the parameters in this table must
be zero.
Y-AXIS: KWTH. (3301ThermalPower),

9130 LambdaMap: ThPow (0) First power value in kWth
9131 LambdaMap: ThPow (1) Second power value in kWth
… … …
To assess the maximum thermal power (in kWth) an engine can reach, you can apply the following equation:
kWth = Engine power rating x engine efficiency (%) / 10
LAMBDAS. (3302 LambdaSetpoint).

Lambda setpoints for the whole range of speeds and
9140 – 9239 LambdaMap: lambda (0) – (99)
powers
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6.14. Other Lambda setpoint transmitting methods. ELEKTRA Unit.
In addition to the previously mentioned lambda setpoint map, there are other methods for transmitting the lamdba
setpoints to the equipment.
Although these functionalities are usable with the engine running, any small change of
CAUTION one setpoint whatsoever can produce big alterations in engine carburetion and, hence,
severe damage. Therefore, using them is restricted to GUASCOR expert staff.
OPTION 1: External Lambda Setpoint
The relevant signal is obtainable from a CH4 sensor or a potentiometer or a PLC output, etc., i.e. from any device
that generates a 4-20mA signal.
To use it, it is necessary to set up the relevant analogue input in the HELENOS unit and to validate parameter
5302 ExtOrIntLambdaSetp =1 in the ELEKTRA Unit.
Parameters 2900 SetpointExtern and 3303 LambdaSetpoint will show the lambda setpoint in use at any time.
OPTION 2: Lambda Setpoint supplied by DcDesk2000
For testing, troubleshooting and other purposes, it is possible to transmit the lambda setpoint through the
DcDesk2000 software. To this effect, it is necessary to validate parameter 5301 LambdaSetpointPCOn=1 in the
ELEKTRA UNIT and to enter the desired lambda value in parameter 1301 LambdaSetpointPC.
Parameter 3303 LambdaSetpoint will show the lambda setpoint in use at any time, which must coincide with the
value assigned to parameter 1301 LambdaSetpointPC.
OPTION 3: Fixing the GAS valve position
Should it be necessary to fix the gas valve position to make tests or detect faults, you would have to validate
parameter 5300 GMUPosSetpointPCOn=1 and to enter the desired gas valve opening value in parameter 1300
GMUPosSetpointPC.
Parameter 2330 ActPosSetpoint will show the actual position of the gas valve at all times.
If parameters 5301 LambdaSetpointPCOn=1 and 5300 GMUPosSetpointPCOn=1

NOTE should coexist at any time, the equipment would implement the second one (gas valve
position) and disable the PC-supplied Lambda Setpoint option.
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6.15. Closed Loop Lambda Control. ELEKTRA and HELENOS Units
In order to compensate for variations in gas quality, ambient temperature, backpressure and other factors that
influence engine performance and emissions, it is necessary to activate the closed loop lambda control.
HELENOS UNIT
The measured power in the HELENOS unit results from an analogue input (see section 5.D.- Analogue Inputs.
Helenos Unit) and it is transmitted to the ELEKTRA unit through a CAN communication.
ELEKTRA UNIT
We must initially feed the gas data to be used at starting into the system through the following parameters:
Parameter Name Description

1303 NormGasGravity Gas density in kg/Nm³
1320 AFRAtStoichiometry Stoichiometric AF ratio in Nm³/Nm³
1340 GasLowHeatingValue LHV in MJ/Nm³
After completing and adjusting the lambda map for closed loop control, the following parameters will enable you
to enable and control its operation.

1341 ClosedLoopPowerMin Power from which correction starts to apply
1342 ClosedLoopGov:I Governor gain for correction purposes
3346 ClosedLoopLambdaTrim Correction applied at any time
0 = Closed loop lambda control disabled
5340 AFRClosedOrOpenLoop
1 = Closed loop lambda control enabled
Whenever the closed loop lambda control is enabled, the misfire detection function must be
NOTE on too.
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For improved display and easier adjustment of this map, retrieve it as a curve with DcDesk 2000 functions
Graphic / Curve / Efficiency Pel-Pth.
To be able to view the map, you must have previously copied the file 00d24399.par in the
NOTE folder that contains DcDesk 2000 and/or DcDesk 2000 CAN.
You should see a graph like the illustrated one in order to prevent knocking in the event of compensations for
engine misfire.
To adjust the closed loop lambda control map, assign the respective thermal power as calculated by the system
(3302 GasFlowThermalPower) to each measured electrical power (3300 MeasElectricalPower), using the
following parameters.
Before starting with the map adjustment, check to see if the setting of parameter 5340
CAUTION AFRClosedOrOpenLoop is 0.
X-AXIS: ELECTRICAL POWER. (3300 MeasElectricalPower),

3300 MeasPower Electrical Power as measured at any time
9100 ElPowToThPow:Pel(0)
Electrical Power values selected for adjustment purposes.
… …
Y-AXIS: THERMAL POWER. (3302 GasFlowThermalPower),

3302 GasFlowThermalPower Thermal Power as calculated by the system.
9110 ElPowToThPow:Pth(0)
9111 ElPowToThPow:Pth(1) Adjustment values. They are the thermal power value (3302
GasFlowThermalPower) equivalent to each electrical power
9112 ElPowToThPow:Pth(2) values specified in parameters 9100, 9101, 9102…
… …
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6.16. Misfire Detection
Misfire detection is indispensable to avoid too many corrections of the closed loop of the lambda control in the
event of combustion failures due to faulty spark plugs and/or mechanical troubles.
Misfire detection is based on speed measurements. By processing them, the system can detect engine operation
instabilities due to combustion failures, mechanical troubles...
In order to adjust this function, operate the engine at its different power outputs and simulate misfire in several
cylinders within the entire range of powers. Record the value of parameter 2050 SpeedVariance for the engine
with all cylinders firing correctly and for the engine with each of the test cylinders misfiring.
The Warning threshold value shall be equal to 40% of the increase in the recorded values. The Emergency
Shutdown threshold value shall equal 60% of the increase in the recorded values.
You must enter those values in the relevant curve parameters (6016…, 6040…, 6066…, 6090…) according as
the engine operates in island and/or grid mode.
Should it be necessary to override the effect of the misfire limit on some occasion, then it would be necessary to
enter the full scale of said parameter, i.e. 65.535.
The following are the parameters used for misfire detection setup.

50 SpeedVarSampleSize 8 Size of sample to be analysed
51 SpeedVarFilterCons 3 Value of signal filter
55 MisfireWarnDelay 10 Delay before releasing the misfire warning signal
56 MisfireEcyDelay 10 Delay before triggering the misfire emergency alarm
2846 SwitchGenBreaker = 0 Engine in island mode
846 FunctGenBreaker Associated digital input
2846 SwitchGenBreaker = 1 Engine in grid mode
2050 SpeedVariance Measure Display of engine instability value
3046 ErrMisfireWarn 0/1 1 = Misfire Warning threshold reached
3047 ErrMisfireEcy 0/1 1 = Emergency Shutdown threshold reached
4050 SpeedVarDetectOn 1 1 = Enable engine instability calculation
4055 MisfireWarnCurveOn 0/1 1= Misfire warning curve enabled
4056 MisfireEcyCurveOn 0/1 1 = Misfire emergency shutdown curve enabled
6000… MisfWarnIsle:Pow(0) Power Power in relation to parameters 6016…
6016… MisfWarnIsle:nVar(0) Instability threshold Misfire Warning threshold for engine in island mode
6024… MisfEcyIsle:Pow(0) Power Power in relation to parameters 6040…
Misfire Emergency Shutdown threshold for engine in
6040… MisfEcyIsle:nVar(0) Instability threshold
island mode
6050… MisfWarnGrid:Pow(0) Power Power in relation to parameters 6066…
6066… MisfWarnGrid:nVar(0) Instability threshold Misfire Warning threshold for engine in grid mode
6074… MisfEcyGrid:Pow(0) Power Power in relation to parameters 6090…
Misfire Emergency Shutdown threshold for engine in
6090… MisfEcyGrid:nVar(0) Instability threshold
grid mode
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Chapter 2
Ignition
205
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2 Engine technical description - Ignition

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IGNITION SYSTEM BY MAGNET FG/FGLD 180/240 ENGINES
1. DESCRIPTION
The standard ignition system, by magnet accumulator discharge, consist in the following elements, assembled on
the engine:
- Magnet.
- Coils.
- Spark plugs
- Low Voltage Cabling (Primary).
- High Voltage Cabling (Secondary).
1.1. MAGNET
The magnet is an element made by solid electronic components. The magnet is mechanically drawed by the
engine timing case, in order that the magnet inlet shaft draws an internal alternator, which generates an electric
current , which after be rectified is converted in continue current. This current is accumulated in some high
capacity accumulators. Silicon rectifiers perform as switches, which when are activated, they free the
accumulated energy toward the coils by the low voltage cabling (primary cabling). The energy distribution toward
the different coil is according with the engine ignition order, and is electronically programmed, internally, by the
magnet control logic.
1.2. COILS
The coils are located at certain distance from the magnet (close to each cylinder) and they contribute to creating
high energy with a long duration spark, which ignite the cylinder.
1.3. SPARK PLUGS
The GUASCOR gas engines spark plugs are of the four-electrodes type and are non-diruptives. Their function is
to generate the spark, which ignites the mixture of air and fuel in each cylinder.
1.4. LOW VOLTAGE CABLING (PRIMARY)
This connects the Magnet (via a multi-strand connector) to each of the coils via weldless connectors and
distributes the Magnet energy to each of the cylinders.
1.5. HIGH VOLTAGE CABLING (SECONDARY)
This consists of individual cables, which join each of the transformer coils to its corresponding spark plug. These
are high voltage cables with a diameter of 7mm., the core of which is formed by coiled steel condustors.
2. MAGNET ASSEMBLY INTRUCTIONS

Before install the magnet, assure that the magnet and the engine are synchronised. For that:
1. The No 1 cylinder may be in the compression stroke (all the valves closed) whilst the No 6 cylinder
(FG/FGL/FGLD 180) or the No 8 cylinder (FG/FGL/FGLD 240) may be the closed the exhaust valves and the
intake valves opened. Check the correct ignition order in the specifications plate.
- FG / FGLD 180: 1-5-3-6-2-4
- FG / FGLD 240: 1-4-2-6-8-5-7-3
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2. The magnet driving gear must be previously assembled Mark in the

and marked correctly, indicating that the magnet is ready Magnet
Driving
to ignite the first cylinder, as the ignition order. (See Fig. 1)
3. Adjust the early ignition, first turning back a ¼ of turn and
later, by turning the engine, in the normal sense of turning,
until the desired early point is reached. Check the correct
early ignition in the specifications plate.
Mark in the
Corresponding
Feather
NOTE
Do not turn the flywheel exceeding the specified point and

turning back toward the correct mark, because the magnet
driving gear has gaps and can produce a several degrees Fig. 1 - Magnet Position in the Early of
error. the Cylinder nº 1.
- FG Group: Early Ignition = 20º
- FGLD Group: Early Ignition = 15º
3. MAGNET INSTALLATION
1. Turn the magnets shaft until the display red mark coincides with the CW mark (See Fig. 2).
2. Fix the magnet on the engine, after the correct adjustment. Assure that the feeler gauges are installed
between the driving and the magnet, to have the correct tolerance. Axial Play (26.1 – 26.35 mm.) between the
driving flange and the magnet bridle surface (See Fig. 3)
26.1
26.35
Feeler Gauge and
CC
Magnet Bridle
W
Support
Magnet
Drving Flange
Fig. 2 – Magnet Adjustment. Fig. 3 – Axial Play.
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4. MAGNET ADJUSTMENT PROCEDURE (IN THE TEST BENCH)

1. Install a stroboscope light in the first cylinder spark plug cable.
2. Start up the engine in nominal load.
3. Look the ignition flywheel marks (“IGN”), across the flywheel housing index window, using the stroboscope
light.
4. Loosen the magnet bridle fixing bolts until allow that the magnet turn freely. Turn the magnet until the flywheel
marks coincide with the flywheel housing pointer.
5. When the magnet is adjusted, tight the magnet bridle fixing bolts.
Arrastre de
la Magneto
Visor de Ajuste
de la Magneto
Válvula Termostatica Cableado de La Magneto
Fig. 4 – General View of the Magnet.
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DISN 800 ELECTRONIC IGNITION SYSTEM
1. INTRODUCTION
An ignition system is a device which controls and manages the firing of the air-fuel mixture in the combustion
chamber. Firing must be accurately coordinated with the engine rotation and the movement of the different
cylinder valves.
The electronic ignition system on GUASCOR FGLD engines consists of the following components:
- DISN 800 ignition unit

- Position pickup
- Coils
- Spark plugs
- Low voltage (primary) wiring
- High voltage (secondary) wiring
2. DISN 800 IGNITION UNIT

DISN 800 electronic ignition unit is a programmable static system that generates the firing signal sequence and
distributes it to the different cylinders through the primary (low voltage) wiring, coils, secondary (high voltage) wiring
and spark plugs. This unit operates on a 24 Vdc power supply or battery and synchronises the firing signal
sequence for each cylinder according to the engine rotation reference given by the position pickup.
Since it is programmable, the ignition unit is usable with different types of engines, subject to adjusting the cylinder
number, firing sequence and intervals and advance ignition with two selectors.
ANALOG TIMING APPLICATION

TIMING SWITCH SWITCH
CONTROL
15 0 1 A
14 2 H B
13 3
12 4 G C
11 5
10 6 F D
9 8 7 E
Fig. 1 - DISN 800 unit setup controls
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2.1. Position Pickup
The DISN800 ignition unit needs to know the engine crankshaft or camshaft position at all times to be able to
synchronise the cylinders firing signal sequence (timing control) at the right moment.
For this purpose, the engines incorporate a set of magnet discs on the camshaft driving gear, angularly
distributed at fixed intervals, and one extra disc that determines the "reset" in each combustion cycle.
A Hall-effect pickup sensor lying opposite the magnet discs detects their presence and transmits the relevant
position control signals to the ignition unit.
Fig. 2 – Basic diagram of an ignition system with DISN 800 unit
2.2. Operation
The DISN 800 ignition control unit is designed to operate on a 12 to 24Vdc voltage supplied by a battery or power
supply (5A).
The required operating voltage is at least 8Vdc on starting and 12-28V during operation. Average current intake
depends on the operating speed and number of outputs according to the following equation:
(nr. of outputs x rpm/2)/10000 (for 24 Vdc)
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WARNING
Although the device includes internal protection fuses, it is advisable to insert two external 10A fuses near the
power supply, in order to protect the engine and the electrics of the building or place of installation.
The unit receives data signals from the pickup for synchronising the engine position with the ignition signals. The
ignition disc, rotating at the same speed as the camshaft, is the only moving part of the system and it carries the
magnets for indexing the cylinders position according to the crankshaft rotation. Moreover, the ignition disc has an
extra "resetting" magnet for restarting the successive entire combustion cycles.
The unit loads the primary condensers by means of the main power supply and releases the accumulated energy
through switches to the coils at the adequate time in tune with the firing sequence. A high voltage is induced by
the coils in the secondary winding, which alters the potential at the spark plug electrodes to a sufficient extent for
breaking the dielectric and producing the ignition spark.
The ignition unit has two manual selector switches:
- A "Timing Switch" serves to set advance ignition in relation to the top dead centre of each cylinder in
conformity with the engine specifications and application.
- An "Application Switch" permits pre-defining the engine type, i.e. number of cylinders and firing order.
Likewise, the unit has one (“Timing Control”) connector for using a 4-20mA analog input to determine the engine's
advance ignition. This option is active only if the “Timing Control” connector's pin "E" is live. Otherwise, the unit
works with the advance as defined by the manual timing switch.
WARNING
Set the “Application Switch” carefully to avoid problems before starting the engine and do not change the setting
while the engine is running.
Do not change the “Timing Switch” settings sharply when the engine is running on load.
NOTE
There are two optional ways of stopping ignition:
- cutting off power to the unit, or
- connecting the “G” terminal to the engine ground.
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The unit has a normally closed contact on the main connector (pin “D”), whose status changes in the event of a
pickup failure o if one of the outputs fails. Moreover, there are three LEDs on the front panel of the unit, which
provide information on the system's condition:
- Application. When on, this LED indicates an error in the selection of the engine type and/or the reference
magnets on the disc, or a failure of the unit.
- Pickup. If on, with the engine running, the LED denotes a failure of the pickup signal
(sensor, cable, gap).
- Power. If this LED is off, the power supply to the unit is failing.
GUASCOR gas engines' ignition system with DISN800 electronic unit comprises the following parts:
1- Pickup A- 3-pin Connector (for pickup)

2- Control Disc B- 6-pin Connector (pickup + 24 Vdc + alarm)
3- Pickup cable C- 10/19-pin Connector (ignition signals)
4- Ignition Unit D- 5-pin Connector (“Timing Control”)
5- Primary (low voltage) wiring S1- Timing Switch
6- Coils S2- Application Switch
7- Secondary (high voltage) wiring S2- Application Switch
8- Spark plugs
9- 10A fuse
Camshaft
24 VDC
Fig. 3 – General diagram of FGLD 180 engine's ignition system
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NOTA
The earth wire of the ignition unit must establish an effective electric
contact of the module with the engine through its support.
2
Minimum size = 10 mm
Fig. 4 – Earth connection diagram
According to the number of outputs available, there are two types of ignition units. The following table shows
GUASCOR references for these units, with regard to the Application Switch identifier for the different types of
engines.
DISN Unit Engine Application Switch Timing Switch

76.64.098 FGLD180 C Acc. to application
76.64.098 FGLD240 D Acc. to application
76.64.029 FGLD360 C Acc. to application
76.64.029 FGLD480 D Acc. to application
Fig. 5 – References of DISN unit for GUASCOR FGLD engines
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3. CHECKING IGNITION TIMING

To verify that the real ignition timing of the engine, at rated speed, matches the programmed settings, follow the
procedure described below:
- Remove the cover from the flywheel housing's inspection hole.
- Feed a light strobe with 12 VDC, by connecting the clips.
- Clamp the third clip to the wire of the coil of cylinder #1.
- Direct the light strobe through the flywheel housing hole to the adjusting rule fitted to the flywheel and read the
timing value indicated by the index.
1 INDEX
2 ADJUSTING RULE
Fig. 6 - Reading of Ignition Point
- Compare actual advance ignition with the values specified for the engine and application concerned, and
adjust as and when necessary.
Engine A.Switch Firing Order
FG 180 C
1-5-6-3-2-4
FGLD 180 C
FG 240 D
1-4-2-6-8-5-7-3
FGLD 240 D
FGLD 360 C 1-8-5-10-3-7-6-11-2-9-4-12
FGLD 480 D 1-12-4-10-2-14-6-16-8-13-5-15-7-11-3-9
Fig. 7 – Applications Table
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CPU95 ELECTRONIC IGNITION SYSTEM
1. DESCRIPTION
An ignition system is a device that controls and manages the firing of the air-fuel mixture in the combustion
chamber. Firing must be accurately coordinated with the engine rotation and the movement of the different
cylinder valves.
GUASCOR uses two models of CPU95 ignition modules:

- CPU95 ignition module Ref. 76.64.132
- CPU95 ignition module with built-in Modbus and 4-20mA communications, Ref. 76.64.317
The CPU-95 electronic ignition system consists of the following components:
1. CPU-95 ignition module (Fig 1)

2. Display units:
- Display (Fig 2) Ref 76.64.133. Usable with both CPU 95 models.
- XBTG1100 3.8” touch screen (Fig 4) Ref 76.64.318. Usable only with model Ref. 76.64.317.
3. Hall-effect pickup (Fig 3) and its wiring.
4. Two magnetic pickups (Fig 3) and their wiring.
5. Reset pin.
6. Trigger magnet.
Fig. 1 - CPU 95 Ignition Module Fig. 3 - Magnetic Pickups
Fig. 2 – Display Fig. 4 - XBTGT1100 3.8” Touch Screen
A basic wiring diagram of the ignition system, its components and connected devices, is shown on next page for
in-line and "V" engines.
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PART NO. S/ N
U.S. PATENT NO.5.623.209
CERTIFIED
CLASS I, GROUP D, DIV.2T4

ALTRONIC,INC YOUNGSTOWN,OHIO
Eis
AUTO MAN DIAG
SETUP TIMING NEXT
F1 F2 RESET ESC
F3 F4 ENTER
Basic wiring diagram of the ignition system for in-line engine
PART NO. S/N
U.S. PATENT NO.5.623.209
CERTIFIED
CLASS I, GROUP D, DIV.2T4

ALTRONIC,INC YOUNGSTOWN,OHIO
Eis
AUTO MAN DIAG
SETUP TI MING N EXT
F1 F2 RESET ESC
F3 F4 ENTER
Basic wiring diagram of the ignition system for V engine
1 CPU-95 ignition module

2 Display unit
3 Primary wiring
4 Ignition coils
5 Secondary wiring
6 Sparks
7 Hall effect pickup and wiring
8 Magnetic pickups and wiring
9 Reset pin
10 Trigger magnet
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A 24Vdc power supply.

B For proper operation of the RS485 communications, the Display Module must be powered directly from the
terminals of the CPU-95. Do not use intermediate terminals nor other power sources.
C Hall-Effect pickup to line-up with trigger Magnet coincident with reset pickup lined-up with reset pin on
compression stroke of cylinder #1 (6 and 8 in-line engines), #12 (12-cyl. "V" engines) or #8 (16 cyl. "V"
engines).
D RS485 serial data link and power transfer to display.
E Digital inputs and outputs for PLC or external controller and auxiliary RS485 serial data link.
F Engine revolution pickup wiring.
G Reset pickup wiring.
WARNING
The ignition system is configured in the factory. Field manipulation of the ignition system may lead to improper
engine operation and could cause serious engine damage and personal injury to operators or nearby personnel.
Consult GUASCOR Engineering Department for any issues concerning the ignition module. Do not manipulate
the Ignition Module without prior authorization.
NOTE
The CPU-95, through its display module, features advanced diagnostics communication possibilities. All
diagnostics and communication options will be available through the Modbus protocol. The system can also
operate in a stand-alone mode.
1.1. The CPU95 Electronic Ignition Module
These are the principal characteristics of the CPU-95 ignition module:
- Microprocessor-based digital system for highly accurate engine timing, using crankshaft and camshaft position
signals.
- Programming options for adaptation to different engine configurations.
- Capability to set and vary ignition advance manually, in accordance with the engine speed or an external
analog and/or digital signal.
- Possibility of timing offsets per cylinder.
- Variable energy levels in the primary circuit, in order to optimize the lifespan of the spark plugs.
- Advanced options (“multi-strike firing”, one-step retard, maximum energy level).
- High diagnostic capability to check the system's primary and secondary circuits; information about the
combustion status per cylinder, when connected to the display module.
- Modbus communications protocol (only for units Ref. 76.64.317)
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Fig. 5 - CPU95 Ignition Module
All the optional features are selected by GUASCOR depending on each application characteristics and
requirements. All required data, such as ignition timing, firing pattern, firing order, number of flywheel teeth, etc.
are factory-programmed.
This module lies in a support fixed to the engine with dampers to minimize the negative effect of vibrations.
NOTE For programming the CPU-95 ignition module, refer to document IT-G-A-33-003e.
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1.1.1. Operation
The CPU-95 receives three different signals from two magnetic pickups and one Hall-effect pickup, to trigger the
spark plugs at the right time in the right cylinder according to the firing order.
MAGNETIC PICKUP
ENGINE REVOLUTIONS
RESET
MAGNETIC PICKUP
ENGINE REVOLUTION
HALL-EFFECT PICKUP
COMPRESSION
COMPLETE FIRING CYCLE
SIGNALS SYNCHRONISATION
START OF NEW CYCLE
COMPRESSION STROKE IN 1ST CYLINDER ACC. TO FIRING ORDER
Fig. 6 - Basic representation of the signals received by CPU-95 from the pickups
When the engine is on the compression stroke of cylinder Nº1 (6 & 8 cyl. in-line engines), cylinder Nº12 (12-cyl.
"V" engines) or cylinder Nº8 (16-cyl. "V" engines), and at a known angle before the top dead centre of said
cylinder, the reset pin must be lined up with the reset magnetic pickup and the Hall-effect pickup must be lined up
with the trigger magnet. This situation describes the beginning of a new complete firing cycle. From this moment,
by using the engine speed signal and the software-defined settings, the CPU-95 distributes the primary signals to
the different cylinders at the right time.
As the above figure shows, the Hall-effect and magnetic pickups provide different types of signals and must be
correctly installed on the engine; but they are easily identified as can be seen on the following pictures.
Fig. 7 - Details of the Hall-effect pickup
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Fig. 8 - Details of the magnetic pickup
The CPU95 Ignition Module can provide three digital output signals about the ignition status of the engine.
Potential-free switches with common unreferenced ground (maximum 100 Vdc, 75mA) generate these three
signals:
- The FIRE-CONFIRM OUT switch is closed when the ignition is firing or trying to fire. This output could be used
as a signal to control the system to turn the fuel on.
- The FAULT OUT switch is closed to signal that the ignition has no diagnostic faults which would result in self-
shutdown. Upon detecting a fault that would result in a self-shutdown of the ignition, this switch will open. This
output can be used as a signal to the control system to turn fuel off.
- The ALARM OUT switch is closed to signal that no acknowledged faults or warnings are present. Upon
detection of a diagnostic fault or warning, this switch will open. This output is designed to control an alarm
indicator or sounding device.
In addition, four LED indicators inside the CPU95 box provide the following information:
- The power LED is on to indicate that the unit has power and the microprocessor is running. The power LED
flashes to indicate that the unit has power but is not operating correctly. The power LED is off to indicate that
the unit has no power or there is some problem with the supply board.
- The TX LED flashes to indicate that the ignition unit is transmitting on the RS-485 serial link.
- The RX LED flashes to indicate that the ignition unit is receiving on the RS-485 serial link.
- The ALARM LED turns on to indicate that a warning or fault is present. The ALARM LED flashes when an
acknowledged warning is present.
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The Ignition Module Ref. 76.64.317 incorporates one RS-485 serial communications port. This port is normally
used for communication to the Display Module. It is possible to connect a PC (subject to programming the
EEPROM) or a PLC to the RS-485 port to perform remote monitoring or control functions.
One additional digital input (MISC. INPUT) is provided inside the ignition system. This logic level input is active
when shorted to ground, and is used to control any combination of the following features: one-step retard, spark
energy level or multi-strike option. Depending on each application's characteristics and requirements, the use of
this input may be suggested, but it is not a standard input. Any of the functions is usable subject to previous setup
through a PC and the terminal program.
A digital input (SHUTDOWN INPUT) is available to shut off the ignition module instantly. When this input is
shorted to ground, the module disconnects the outputs to the primary circuit and ignition is totally inhibited.
1.1.2. Technical Data
Tabulated below are the basic technical data of the CPU-95 ignition module:
Supply voltage 24 VDC (nominal)

Current intake < 5 A (depending on the application)
Number of outputs to cylinders 16
Digital inputs 2
Digital outputs 3, NC
Analog inputs 1 (4-20mA)
Magnetic pick up 2
Hall-effect pick up 1
Communications port RS485
Display Optional
Working temperature -40ºC to 70ºC
Dimensions 251*248*158 mm
1.2. Display Module
The Display Module serves as a user interface for the CPU-95 Ignition Module.
The Ignition Module does not need the Display Module to operate, but, without it, diagnostics and control features
would not be accessible. Therefore, we recommend using said Display together with the CPU-95 unit. On the
other hand, where the application requires an analogue signal to reduce ignition advance (e.g. engines with a
knock detection system), using the display linked to the CPU-95 (Ref. 76.64.132) is obligatory since the mA
sensor is available only in the display module. Using a display connected to the CPU-95 (Ref. 76.64.317) is not
compulsory because this module incorporates the mA sensor or it is possible to reduce ignition advance through
the Modbus communications protocol.
There are two possible display units:
- Display (Fig 2) Ref 76.64.133. Usable with both models of CPU-95 units.
- XBTG1100 3.8” touch screen (Fig 4) Ref 76.64.318. Usable only with CPU-95 model Ref. 76.64.317.
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2. INSTALLATION
2.1. Ignition Module
The CPU-95 system operates on a 24 VDC supply. It is very important to assure a sufficient voltage and current
supply for proper CPU-95 system operation.
The operating voltage requirement is 20 Vdc minimum at starting and 24 -28 Vdc when running. The average
current draw (A) depends on the operating speed and the number of outputs; it is given by the following formula:
(nr. of outputs x rpm)/12500 (for 24 Vdc)
The minimum required size of the power cable to the ignition system depends on the latter's distance from the
power supply, as defined in the following table:
Distance Distance Minimum size Minimum size

feet m mm2 AWG
< 25 <7 1 16
26-40 7-12 2 14
41-65 12-20 3 12
66-100 20-30 5 10
NOTE
The negative (-) of the 24 Vdc supply must be common with engine ground.
The earth wire of the ignition module must establish an effective electric contact of the module
with the engine through its support.
Minimum size = 10 mm2
Although the device has internal protective fuses (6.3 Amp), two external 10 Amp
WARNING fuses near the power source are recommended for the protection of engine and
building or ship wiring. This will reduce the possibility of fire occurring in the event of a
short circuit in the windings.
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Power wiring and signal wiring (pickups and communications) must be in separate conduits and conduit entries
into the Ignition Module to avoid undesired electrical interaction. All conduit entries are sized for a 1/2"-14 NPT
male conduit fitting. There are three different conduit types in the Ignition Module:
1. Right conduit entry: Power wiring.

2. Center conduit entry: Magnetic pickups and Hall-effect pickup.
3. Left Conduit entry: Control inputs, serial communications, and alarm outputs.
- Right entry: Input power supply wires should enter the right conduit entry and connect to the POWER 24 Vdc
+ and GROUND - terminals of the terminal block.
- Center entry: Run a separate conduit to the center entry for the two magnetic pickups cable assemblies. The
Hall-effect pickup cable must also enter through the center hole and its connection shall be according to
Figure 9.
- Left entry: Run a separate conduit to the left entry for all connections of digital inputs/outputs and
communications.
o Shutdown input (terminal 1)

o Miscellaneous input (terminal 2)
o Alarm out (terminal 3)
o Fault out (terminal 4)
o Fire confirm out (terminal 5)
o Common out (terminal 6)
o RS485 serial port (terminals 7+, 8- & 9 shield)
Deviation from these installation instructions may lead to improper engine

WARNING operation, which could cause personal injury to operators or nearby
personnel.
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GEAR TOOTH P.U. (BLACK)

GEAR TOOTH P.U. (BLACK)
GEAR TOOTH P.U. (RED)

GEAR TOOTH P.U. (RED)
RESET P.U. (BLACK)

FIRE CONFIRM OUT
RESET P.U. (BLACK)
FIRE CONFIRM OUT
RESET P.U. (RED)

CABLE SHIELDS
RESET P.U. (RED)
SERIAL RS485 +
SERIAL RS485 -
SHUTDOWN IN
CABLE SHIELD
COMMON OUT
CABLE SHIELDS
SERIAL RS485 +
SERIAL RS485 -
SHUTDOWN IN
CABLE SHIELD
COMMON OUT
ALARM OUT
FAULT OUT
COMMON -
GROUND -
SWITCH +
SUPPLY +
ALARM OUT
24 Vdc +
FAULT OUT
COMMON -
MISC. IN
GROUND -
LOOP +
SHIELD
SWITCH +
SUPPLY +
LOOP -
24 Vdc +
MISC. IN
SHIELD
COMMUNICATIONS POWER
COMMUNICATIONS POWER +-
+- CR CR
TO PICKUPS
CR CR CR 4
TO PICKUPS
CR 4 1
+ 6
1 24V
+ 3 -
24V
6 + -
+
- 5
+ - 2 RS485 -
+ 3 TO PC
5 OR
2 RS485 - MASTER
TO PC
OR - +
MASTER 7
KNOCK
DETECTION
7 SYSTEM OR
PLC OR
OTHER
Fig. 9 - Electrical Connections of CPU-95 Fig. 10 - Electrical Connections of CPU-95

Ignition Module Ref. 76.64.132 Ignition Module Ref. 76.64.317
1. User Input, close to stop ignition.

2. User Input, close to activate selected MISC feature (default is ONE-STEP TIMING).
3. Use shielded cable for RS485 connections.
4. Use minimum 16 AWG stranded wire for input power supply wires.
5. 24 Vdc. supply 5 Amp.
6. 10 Amp. fuse
NOTE Place fuses on both + and – power wires.
7. Engine ground.
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3. IGNITION TIMING VERIFICATION
To verify that the real ignition timing of the engine, at rated speed, is the same one as the programmed one,
follow the procedure described below:
1. Remove the cover from the flywheel housing inspection hole.
2. Feed the light strobe with 12 VDC, by connecting the clips.
3. Clamp the end of the light strobe wire to the wire joining the ignition coil and spark plug of cylinder Nº1.
4. When the engine is running at its nominal power, use a timing light strobe to observe the ignition timing marks
on the flywheel.
Reading of Ignition Point
1 Index
2 Adjusting rule
5. If the measurement with the light strobe does not coincide with the display value, correct the "Reset Pin"
parameter in the CPU-95 module, using the display, until both values are identical; then, adjust ignition timing
to the desired value.
NOTE
A password is required to change the ignition parameters with the display. Contact GUASCOR about any issue
related to the engine ignition.
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Intake
227
228
Chapter
2 Engine technical description - Intake

Title IP
GAS ENGINES INTAKE SYSTEM
1. AIM
The aim of this product information sheet is to describe the elements installed in series to make up the GAS
engine intake system.
2. INTRODUCTION
The air intake system comprises the following elements mounted on the engine:
- Air filter.
- Carburettor.
- Turbocharger (only in supercharged engines).
- Air Cooler (only in supercharged engines).
- Butterfly Valve.
- Intake Manifold.
3. AIR FILTER
It is the air filter's function to remove impurities from the air needed for combustion. The most appropriate type of
filter for the operational environment must be defined.
The air filtration system must guarantee 99.7% efficiency. The maximum intake restriction is 38 mbar when the
engine is operating at its rated power.
There are two types of filters in use: two-stage cyclone filters and high-rate single-stage filter.
Prefilter
Filter
Fig. 1 – Air Filter (two stages)
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4. TURBOCHARGER
The turbocharger is installed in order to boost the air pressure fed into the intake manifold so that there is a dense
air/fuel mixture in the combustion chamber.
As they are “low gas pressure” engines, the air-fuel mixture is created at atmospheric pressure (carburettor next
to the air filter) and later the air-fuel mixture is compressed.
From the turbocharger outlet, the mixture passes through the air cooler to the elbow in the butterfly valve and
from there it is diverted towards the intake manifold.
In-line Engines
- They include one (1) turbocharger on their top right-hand side.
V Engines
- They have two (2) turbochargers: one on each cylinder bank. HGM engines however have one single
turbocharger.
- They include two (2) intake manifolds.
8 2 7 1 Air Filter
2 Air Compressor
3 Air Cooler
4 Valves
3 4 5 Piston
6 Combustion Chamber
7 Exhaust Turbine
1 9 8 Non Compressed Air
9 Hot Compressed Air
6
10 Intercooler Water Inlet
11 Intercooler Water Outlet
5
12 Cold Compressed Air
Fig. 2 – General Drawing - Intake System
The electronic management of the units with a control of the power generated (in kW) regulates and limits the
supercharging of the engine, normally being sufficient as a safety limiter.
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5. AIR COOLER
The air cooler is integrated into the engine and consist of a tube nest and blades, housed in a reinforced cast-iron
body as a pressurised air-fuel mixture circulates between the tubes.
The air cooler is cooled by means of water from the auxiliary circuit (at 55ºC or 80ºC depending on the engine
model), which circulates inside the tubes. Two-stage coolers have main circuit water flowing at 82ºC through their
first stage.
Water reduces the temperature of the air-fuel mixture once compressed by the turbo. On reducing the
temperature of the air-fuel mixture the density of the air load in the engine increases, allowing a larger amount of
air-fuel mixture to enter the cylinder. This leads to greater combustion efficiency and indirectly, more power per
cylinder.
6. BUTTERFLY VALVE
The load regulation valve (butterfly valve) lies downstream of the air cooler outlet. By regulating the amount of A/F
mixture delivered to the cylinders, it regulates the power output or the speed according as the engine is in grid or
island mode.
This valve is driven directly by the load/speed regulator.
In “V” engines, a branch at the outlet of the butterfly valve diverts the flow of mixture toward the two intake
manifolds.
7. INTAKE MANIFOLD
The design of the intake manifold includes special internal ribs that cause the flow to go in the right direction.
In-Line Engines:
- The intake manifold lies on the left-hand side of the engine and distributes the mixture to the cylinders.
V Engines:
- There are two intake manifolds: one on each side of the engine, distributing the mixture independently to the
cylinders on its bank.
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TERRESTRIAL ENGINES' AIR FILTERS
1. TERRESTRIAL ENGINES' AIR FILTERS. CHARACTERISTICS

It is the function of an air filter to ensure that air supplied to the engine has optimum cleanness characteristics.
GUASCOR engines can include either of two types of filters: double-stage cyclonic filters and GHF high-flow
single-stage filtration filters. The cyclonic air filters used on GUASCOR engines comprise two filtering elements or
cartridges: one so-called main cartridge outside and the other so-called safety element inside. High-flow filters are
single-stage filtration systems.
Air filtering is achieved to global efficiency rates of 99.7%. Pressure losses due to filtering are less than 20mbar
with a clean filter and the engine running at rated power and full speed. Filter plugging occurs when pressure
losses exceed 38mbar.
The air filters fitted to GUASCOR terrestrial engines can be used in dust-laden atmospheres of up to 15 mg/mn3.
In case of greater dust concentration, it will be necessary to install mechanical air prefilters (refer to document
IC-G-D-35-001e).
In double-stage filters, this is how filtering occurs:
- air enters the filter tangentially to the cylindrical casing of the filter,
- passes through the first filtering element (main element),
- flows through the second, safety filtering element,
- and finally goes out axially with respect to the filter casing.
Main
Safety
Fig. 1 – General view of double-stage air filters for terrestrial engines
The airflow restriction created by the air filters increases as the filters get
fouled. As already mentioned, the maximum permissible airflow restriction
is 38mbar for filters on engines running at their power rating. On reaching
this value, the filtering elements are said to be clogged and must be
immediately cleaned or changed. For monitoring their fouling level, the
GUASCOR filters include a mechanical air flow restriction detector Ref.
76.50.134 with a red-coloured indicator showing up completely when the Fouled
maximum permissible pressure drop has been reached. Alternatively, an filter
electric detector Ref. 76.50.266 can be installed, indicating the fouling
condition of the filters by means of a light signal or by transmitting an
electric signal to the PLC.
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The figures below show exploded views of GUASCOR terrestrial engine's double-stage air filters, identifying
their major components.
Intake cap
Fouling
detector
Clamp
Safety cartridge
S.C.
washer
Filter casing
Main cartridge
Front sealing
ring
Integrated axial
sealing gaskets
Locknut
M.C.
washer
Fig. 2 – Exploded view of a tangentially sealed air filter for terrestrial engines
Main filtering
element
Safety filtering
Air filter casing element
Fouling
detector
Fig. 3 – Exploded view of a radially sealed air filter for terrestrial engines
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In GHF High-Flow filter, filtering occurs as follows:
- Air enters the filter directly through the two intake ports,
- passes through each filtering cartridge,
- and finally flows out to the engine through one port on HGM engines and through two ports on the other
engines.
Fig. 4 – General drawing of GUASCOR High Flow filter for terrestrial engines
To monitor their fouling level, the GHF filters have a mechanical airflow restriction detector Ref. 76.50.319 with a
red-coloured indicator showing up completely when the maximum permissible pressure drop (38 mbar) has been
reached at the filter outlet. In this event, the two filtering elements need a change. The fouling detector can
alternatively be an electric device Ref. 76.50.266 indicating the fouling condition of the filters by means of a light
signal or by transmitting an electric signal to the PLC.
The next picture shows an exploded view of the GHF air filter for GUASCOR engines.
COVER
CLAMP
FILTERING ELEMENT
CASING
FOULING
INDICATOR
Fig. 5 – Exploded view of GUASCOR High Flow air filters for terrestrial engines
IC-C-D-35-001e_B 234
Chapter

Title IP
DYNAMIC AIR PRECLEANERS. GAS ENGINES.
SPECIFICATIONS
1. DYNAMIC AIR PRECLEANERS. INTRODUCTION

There are engines operating in plants where the contamination of ambient air is obviously high: e.g. in facilities of
the ceramic and cement industries, quarries, roads, mines, etc. Under those circumstances, the life of the filtering
elements of the air filters is generally very short and the filters require constant maintenance to avoid important
damage to the engine. However, there exist components known as dynamic air precleaners, which are capable of
preseparating dust from air (in particular, the coarser particles), impeding them from reaching the air filters and
improving the service life of the filters.
Such air cleaning devices are recommendable for engines operating in environments with a dust concentration in
air greater than 15 mg/m3.
2. DYNAMIC AIR PRECLEANERS. MODE OF OPERATION

The dynamic air precleaner is fitted and clamped to the inlet of
the standard air filter for terrestrial engine, instead of the
normal intake cap that prevents water and foreign bodies from
damaging the filtering elements. Assembling the precleaner is
thus fast and easy. For installing precleaners on the engines,
only one requisite must be fulfilled: there must be enough
space between the filter air inlet and the ceiling of the room..
The precleaners use part of the kinetic energy of the air

sucked by the engine, so as to create a vortex by guiding the
air flow through adequate passages to a number of rotating
vanes. This vortex, using the resultant centrifugal force, hurls
the coarser particles contained in the airflow towards the
outside of the precleaner. Dust removal efficiency is directly
proportional to the particle size.
Here is how a precleaner operates:
Dusty air reaches the precleaner through the side inlets (1)
due to the attraction force developed by the engine in
service.
Inside the precleaner, the special design passages (2)

force the airflow to circulate towards the rotating vanes (3)
creating a vortex which hurls the coarser particles towards DUSTY AIR DUSTY AIR
the walls of the precleaner (4).
Those particles are expelled to the outside through special-

purpose outlets, while the remaining airflow, clean of up to
80% of the initial airborne particles, proceeds through the
bottom of the precleaner (5) to the standard air filter.
IMPURITIES IMPURITIES
CLEAN AIR
IT-G-E-35-001e_A 235
Chapter

Title IP
SPECIFICATIONS
3. DYNAMIC AIR PRECLEANERS. TECHNICAL SPECIFICATIONS

3.1. Assembly
For installing a dynamic air precleaner, only one requisite must be fulfilled: there must be enough space, so that
the precleaner will not touch the ceiling of the generation room. Accordingly, taking into account the dimensions of
the precleaner and the necessary mounting space, there must be a free height above the intake of the air filter, as
follows:
- Precleaner 76.50.275: 540mm above air filter 76.50.150 or 76.50.320.

- Precleaner 76.50.274: 550mm above air filter 76.50.250 or 76.50.330.
- Precleaner 76.50.273: 560mm above air filter 76.50.173.
Carburetion must be checked, when a dynamic air precleaner is fitted to an engine having a carburetion system
designed to operate without precleaner, since the change from one configuration to the other can lead to
variations due to an increase in pressure losses over the initial value as a result of the filter and precleaner unit.
Special attention shall be given to engines with mechanical carburetion.
3.2. Maintenance
Dynamic air precleaners require no specific maintenance. Only cleaning is necessary in the event of detecting
high negative pressure problems, or if the vanes do not rotate freely or when observing that the air intake
openings to the precleaner are obstructed.
3.3 Pressure Losses
Air precleaners generate pressure losses that must be added to those of the filter, when analysing the filter’s
clogged condition. There is a balance between the pressure losses generated by the precleaner and the losses
avoided at a later stage thanks to the precleaner; i.e. when the air filter is new, an engine with a precleaner (filter
+ precleaner) is subject to a greater pressure loss than an engine without precleaner; but as operating time goes
by, an air filter without precleaner becomes fouled 3 to 4 times faster than an air filter with precleaner and,
consequently, the pressure losses exceed those of an engine with air filter and precleaner.
Whether the maximum permissible pressure loss for an engine with precleaner (saturation of the filtering element)
is reached before or after the specified maintenance frequency for the engine concerned will depend on the
airborne dust content at the place of operation during this period. This notwithstanding, it is right to assume that in
heavily contaminated environments, the filtering element will get clogged earlier if there is no precleaner installed
than if there is one. The use of precleaners in this type of environments is therefore strongly recommended.
The following graph shows the curves of precleaners’ pressure losses related to the airflow:
IT-G-E-35-001e_A 236
Chapter

Title IP
SPECIFICATIONS
Precleaners restriction curves
300
250 PRECLEANER 76.50.275
PRECLEANER 76.50.274
200 PRECLEANER 76.50.273

DP mm.WG
150
100
50
0
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48
Flow rate m3/min
Curve 1. Dynamic air precleaners' restriction curves at clean precleaner on GUASCOR terrestrial engines
IT-G-E-35-001e_A 237
238
Chapter 2
Exhaust
239
240
Chapter
2 Engine technical description - Exhaust

Title IP
OXIDATIVE CATALYTIC CONVERTERS
NATURAL GAS ENGINES
1. OXIDATIVE CATALYTIC CONVERTERS NATURAL GAS ENGINES: SPECIFICATIONS

Catalytic substrates consist of a honeycomb of metal or ceramic
sheets coated with a thin layer of catalytic materials through which
the fluid flows, leading to reactions that eliminate or reduce the
amount of pollutant present in the same.
The number of channels in a catalytic substrate varies according to

the manufacturer, although values of 200 and 400 cpsi (cells per
square inch) are very common. This high number of channels gives
a large geometric contact surface with the exhaust gases where
the catalytic reactions can take place. The catalytic materials used Honeycomb substrate
for the coatings consist of different inorganic oxide substances
combined with precious metals such as platinum, palladium and
rhodium.
Oxidative catalytic converters are normally used in lean mix

engines to oxidise the CO and NMHC molecules present in the
Pt group metals
exhaust stream. An oxidative catalytic converter requires a certain
amount of oxygen in order to be able to operate correctly, which is
why they are not normally used in stoichiometric combustion
engines. Due to the high oxygen requirements in the exhaust, it is
not viable to carry out NOx reduction reactions in this type of Coating (Alumina)
catalytic converter, meaning that the presence of these pollutants
in the exhaust flows remains practically the same. The amount of NOx in the exhausts must be adjusted to
comply with legal requirements concerning emissions by controlling the parameters of the lean mix engine itself
or by incorporating other processing systems.
OXIDATION REACTIONS
CO + ½ O2 Æ CO2
CxHy + (x+y/4) O2 Æ x CO2 + y/2 H2O
H2 + ½ O2 Æ H2O
Fig. 1 – Oxidative Catalytic Converter
IC-G-D-45-001e_A 241
Chapter

Title IP
NATURAL GAS ENGINES
2. ENGINE OPERATION
The way of working with an engine with an oxidative catalytic converter may mean that it does not work correctly
and may even damage or deactivate it. The following requirements should thus be taken into account when
operating the engine-catalytic converter unit:
- The engine must be operated and maintained in accordance with the manufacturer’s specifications.
- Special lubricating oil with less than 0.6% weight of sulphated ash as an additive of the same must be used.
- Substances deposited on the inner surface of the catalytic converter must not lead to an excessive increase in
the initial load of the catalytic converter, as it would be covering the reaction points and leading to a
progressive reduction in system efficiency.
- The engine must operate with specific oil consumption of less than 0.51 gr/kWh (0.0015 lb/bhph)
- There must be no catalytic converter poisons in the fuel, lubricating oil or exhaust gases. (See table showing
maximum catalytic converter poison values)
- The engine can operate with or without recirculation of crankcase gases, in accordance with the systems and
specifications defined by the manufacturer.
- There must be no leaks from the exhaust system.
- There must be a minimum of 4% by volume of oxygen in the exhaust gas at the oxidative catalytic converter
inlet.
- The maximum sulphur content allowed in the combustion gas must be less than 200 ppm of sulphur by mass.
(Approx. 100 ppm volume or 150 mgr/Nm3 of sulphur in natural gas)
3. OPERATION OF THE CATALYTIC CONVERTER

The oxidative catalytic converter is designed to convert the main unburnt fractions of the engine exhaust gases:
carbon monoxide (CO), hydrocarbons (CxHy) and partially oxidised hydrocarbons (CxHyO) to the typical products
of perfect combustion: carbon dioxide (CO2) and water (H2O).
These oxidation reactions are exothermic (they produce heat), meaning that the catalyser outlet temperature is
higher than the inlet temperature. The ΔT value throughout the catalytic converter depends on several factors,
such as the degree of efficiency of the catalytic converter, but the temperature rise is normally below 40ºC.
The temperature of the exhaust gases within the catalytic converter is a very important factor with regard to
obtaining a high degree of efficiency of the same. In general, the higher the temperature, the greater the
efficiency obtained by the catalytic system, depending on the pollutant being treated. Below you can see the
typical recommended values and limits for temperature and pollutants in the exhaust gas to optimise the
efficiency of oxidative catalytic converters.
Fuel type Pollutant type Minimum temperature Exhaust composition limit
Any gas CO 400ºC -
NMHCs Ethane < 40% weight NMHCs

Natural Gas 425ºC
(no methane) Ethane + propane < 45% weight NMHCs
NMNEHCs
Natural Gas 425ºC Propane < 5% weight NMNEHCs
(no methane, no ethane)
Natural Gas VOCs 425ºC -
CH2O
Natural Gas 425ºC -
(formaldehyde)
LPG THCs
425ºC Propane < 30% weight THCs
(Liquid Petroleum Gas) (total)
IC-G-D-45-001e_A 242
Chapter

Title IP
NATURAL GAS ENGINES
The following diagram shows the overall trend as regards the degree of conversion of the catalytic converter for
the different contaminants according to the exhaust gas temperature at the catalytic converter inlet.
Evolution Catalyst Conversion vs Temperature

% Covnersion
Temperature
These curves show general tendencies for oxidative catalytic converters. However, noble or transition metals that
make up the active stage, as well as the coating material and the preparation method determine conversion
results at different temperatures. Catalytic converters manufacturers do not usually supply consumer with this
information, but show the conversion vs temperature curves for a specific catalyst. Another important factor is the
influence of the spatial speed of exhaust gases in the catalytic converters. The higher the speed, the lower the
conversion is. In GUASCOR-approved oxidative catalytic converters, maximum conversion of CO can reach 95%
at a spatial speed below 50,000h-1, while conversion of VOCs and NMHC can be as high as 85% under the
same conditions.
4. TECHNICAL LIMITATIONS OF THE LUBRICATING OIL

The lubricating oil used by an engine with an oxidative catalytic converter in the exhaust must have certain
special specifications with regard to maximum additive content and maximum engine consumption. This is
because both high specific consumption of motor oil and excessive additive levels in the same can lead to the
excessive generation of components that are damaging to the catalytic converter, or poisons that reduce its
performance and useful life.
As well as these values, the lubricating oil must comply with specifications relating to engines that do not have
oxidative catalytic converters fitted to their exhausts.
POISON MAXIMUM AMOUNT

Zinc 900 ppm
Phosphorous 400 ppm
Sulphated Ash 0.6% weight
Specific consumption 0.51 gr/KWh
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Chapter

Title IP
NATURAL GAS ENGINES
5. TECHNICAL LIMITATIONS OF COMBUSTION GAS AND EXHAUST GAS

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

Chlorine compounds Combustion gas 10 ppm weight
Sulphur Combustion gas 200 ppm weight
Silicon compounds Combustion gas Zero
Exhaust gas 30 ppm weight (collectively)
Heavy metals: Pb, Hg, Ar, Sb, Zn, Cu, Sn, Fe,
Ba, Ni, Cr, P and S Catalytic converter
175 mg/litre of substrate
substrate
6. LOSS OF ACTIVITY OF THE CATALYTIC CONVERTER

The activity of a catalytic converter drops progressively over time, although a series of mechanisms can cause
said activity to be lost before the end of its useful life, significantly reducing exhaust pollutant reduction efficiency
as shown on the following table:
Mechanism Description
Poisons are those elements or compounds which are present in engine exhaust gases and
CHEMICAL
combine chemically with the materials of the catalytic converter, causing them to lose activity. In
POISONING
most cases when poisoning occurs the damage is irreversible.
Inhibitors are those elements that, when present in engine exhaust gases, can make the catalytic
converter lose efficiency in certain operating conditions. However, the catalytic converter recovers
CATALYTIC its normal performance when the inhibitor is not present in the exhaust gases or when operating
INHIBITION conditions change. One example of this is sulphur, which does not allow the catalytic converter to
operate correctly at low temperatures, and acts as a poison. When the system starts operating at
high temperatures it is eliminated and normal efficiency levels are regained.
The loss of activity by a catalytic converter through dirtying or masking happens when an inert
residue or ash from the exhaust gases is deposited on the catalytic surface, blocking it and
DIRTYING OR
preventing it from working correctly. In many cases, the residue can be eliminated from the
MASKING
catalytic surface using cleaning methods that allow it to regain normal catalytic converter activity
levels.
Thermal deactivation of the catalytic converter happens when the creep temperature of the
materials that make it up is exceeded. This type of problem can happen as a result of a sudden
THERMAL
increase in the pollutants to be eliminated which, when they are converted through exothermic
DEACTIVATION
reactions, cause the thermal limits of the materials of the catalytic converter to be exceeded,
causing irreversible damage to its structure.
The erosion of the materials making up the catalytic converter substrate is due to natural causes
MECHANICAL (time) or to wear caused by an excessive presence of solid materials in the exhaust gas.
EROSION AND Mechanical deactivation means that the internal channels of the catalytic converter become
DEACTIVATION blocked or their walls collapse due to mechanical problems (excessive vibration, blows, excessive
erosion, etc.). This type of damage to the catalytic converter is irreversible.
IC-G-D-45-001e_A 244
Chapter

Title IP
EXHAUST SYSTEM AND VENTILATION OF THE OIL SUMP
1. AIM
This product information sheet describes the exhaust system and crankcase gas breather of GAS engines.
2. EXHAUST SYSTEM
The exhaust system consists of the following components:
- Exhaust Manifold.
• 1 in “L” engines.
• 2 in “V” engines.
- Turbocharger Turbine (only in supercharged engines)
• 1 in “L” and HGM engines.

• 2 in “V” engines.
- Exhaust Pipe (supplied by customer )
- Crankcase gas exhaust system
3. EXHAUST MANIFOLD
Each exhaust manifold comprises various segments joined together. The exhaust manifolds connect to the
cylinder heads to receive the exhaust gases.
- “L” engines: The exhaust manifold lies on the right hand side of the engine.
- “V” engines: The exhaust manifolds are on the inside of the engines and fixed to their respective line of
cylinder heads.
A. Water-cooled Exhaust Manifold
Cooled by water from the engine’s cooling system, these exhaust manifolds connect to the cylinder heads to
receive coolant.
B. Dry Manifold
It is made up of various separate sections joined together with high-temperature expansion joints. The manifold is
covered with thermal insulation material.
IC-G-D-40-002e_A 245
Chapter

Title IP
Fig. 1 Example of dry exhaust manifold on a V-engine
4. TURBOCHARGER (Only in supercharged engines)

A turbocharger is a centrifuge air compressor driven by a turbine that utilises the energy of the exhaust gases. It
is an element of the air/fuel mixture system. The turbocharger delivers high-pressure air to the engine;
accordingly, the amount of air the piston can take is greater. This increase in the amount of air delivered allows
the engine to increase its level of combustion efficiency and power output.
Fig. 2 Turbocharger Section
In “L” engines, the turbocharger is mounted on the right side of the engine.
In “V” engines, the turbochargers are mounted on the right and left of the engine, over the exhaust manifolds.
In HGM engines, the turbocharger lies in the front end, above the top cover of the air cooler.
IC-G-D-40-002e_A 246
Chapter

Title IP
5. EXHAUST GASES OUTLET LINE

The exhaust gases produced by combustion leave the cylinders through the exhaust valves in the cylinder heads.
They are expelled to the exhaust manifold during the up stroke of the pistons.
In naturally aspirated engines, the exhaust gases go out of the engine through the exhaust directly. Customer has
to fit the gas outlet line to this exhaust.
In supercharged engines, the exhaust gases flow from the exhaust manifold into the turbocompressor(s) that
make(s) use of the energy of the exhaust gases to compress the intake air.
Finally, the gases go out into the atmosphere through the gas outlet line provided with flexible joints that absorb
expansion caused by the high temperatures involved.
The exhaust pipe will also be fitted with an exhaust gas silencer to reduce the noise produced in all internal
combustion engines and, where appropriate, with a catalytic converter to reduce polluting emissions.
6. CRANKCASE GAS BREATHER

Crankcase ventilation aims to eliminate the combustion gases that enter the crankcase through the clearance
between piston rings and piston liners. Those gases sweep oil along, which must be separated.
Ventilation takes place through a tap in the front or rear cover of the engine block. There, an elbow directs the
gases to a gridiron separator.
A. Open System
In an open crankcase ventilation system, gas-borne oil is separated in a separator (and drawn off oil returns to
the oil sump), while clean gases are expelled to the outside through a duct or pipeline. Refer to Product
Information Sheets IC-C-D-25-007e and IT-C-A-25-016e.
B. Closed System or Gas Recirculation System
In a closed system, the blow-by gases flow first through a separator and then through a specific filter that also
directs drawn off oil to the oil sump. Clean gases are fed back into the intake system, at a point located between
the intake filter and the carburettor. See specific Product Information Sheet IC-C-D-25-006e.
IC-G-D-40-002e_A 247
Chapter

Title IP
Fig. 3 Arrangement of Crankcase Gas Breather
IC-G-D-40-002e_A 248
(+) (-)
(+)
M
(+) (-)
(+)
M
(-)
(+)
A
(-)
(+) (+)
(-)
(-)
(+)
Chapter 2
Starter
249
250
Chapter
2 Engine technical description - Starter

Title IP
ELECTRIC STARTING
1. ELECTRIC STARTING
1.1. SYSTEM SCHEMATIC
The electric starters used to start GUASCOR engines are standard commercial systems having one longitudinally
shiftable toothed wheel that moves during the starting process and meshes with the crown gear of the heat
engine flywheel.
The toothed wheel automatically disengages once starting took place to prevent the electric motor being driven by
the engine.
The system generally comprises a small engine-driven alternator for recharging the batteries with the engine in
operation.
1.2. INSTALLATION
The figure below shows a graphic display of a general installation with 1 starting motor.
1,5 mm2
16 mm2 CAJA
WIRING
10 11
BOX
BORNAS
(ENGINE)
(MOTOR)
16 mm2
50 (+)
1,5 mm2 6
95 mm2 (+) (-)
30 31
5
12
3 B
9
(+) (-) 16 mm2
A
A
16 mm2
16 mm2 D- D+ 16 mm2
(-) (+) 95 mm2
8
4 (+) (-) B
Fig. 1.1 – General Drawing of Electric Starting System with 1 starting motor.
IT-C-A-55-001e_C 251
Chapter

Title IP
ELECTRIC STARTING
The figure below shows a graphic display of a general installation with 2 starting motors.
1,5 mm2
16 mm2 16 mm2
10 11 11
16 mm2 16 mm2
50 (+) 50 (+)
6
M M
1,5 mm2 95 mm2 (+) (-) 95 mm2 (+) (-)
30 31 30 31
5
12 12
3 B B
9 7
(+) (-)
A 16 mm2
A
16 mm2
16 mm2 D- D+ 16 mm2
(-) (+) 95 mm2
8
4 (+) (-) B
1
2
(+) (-)
Fig. 1.2 – General Drawing of Electric Starting System with 2 starting motors.
1 Battery (24 Vdc) 8 Fuse (50 A)

2 Main switch 9 Ammeter
3 Starting motor 10 Tachometric relay (Optional)
4 Battery charging alternator 11 Starting slave relay
5 Battery charger lamp 12 Toothed wheel
6 Start pushbutton A Ground insulation
7 Contact switch B Earthing
The starting slave relay must be placed as near as possible to the engine, in the terminal box or on the starting
motor.
The standard batteries GUASCOR provides for the starting of its engines are LEAD BATTERIES.
Battery values indicated in Table 1.1 are the minimum ratings necessary for proper engine starting.
If the batteries are used to supply power for other devices as well as starting, they need to be sized accordingly.
The design voltage of the starter motoring is 24 VDC. The batteries are for 12V. And it is necessary to install 2
batteries in series.
Each battery is for 12V. And 90 A. ( H Series Engine)

Each battery is for 12V. And 180 A. (F/SF/SFD - FG/SFGLD/SFGM in Line Engine and E Series in V)
Each battery is for 12V. And 230 A. (F/SF/SFD - FG/SFGLD/SFGM and HGM in V Series Engine)
IT-C-A-55-001e_C 252
Chapter

Title IP
ELECTRIC STARTING
The power cable sizing depends on the selected battery ratings, and the maximum cable length. The cable
sections indicated in the table 1.1 are the minimum to be used. Power cables must be sized according to all local
and applicable electrical codes.
MAXIMUM CABLE LENGTH

ENGINE SERIES BATTERY RATING
Section (mm²)
“H” 2 x 90 Ah. 2m 4m
F/SF/SFD - FG/SFGLD/SFGM in Line & E in V 2 x 180 Ah. 70m 95m
F/SF/SFD - FG/SFGLD/SFGM & HGM in V 2 x 230 Ah. 120m 150m
Table 1.1 - Battery Ratings
1.3. OPERATION
For the system to operate, proceed as follows:

- Connect the batteries to the starting system through the Main Switch.
- Make the Contact Switch at the starting control panel.
- Start the motor by pressing the Start Push-button.
Once the start push-button has been actuated, starting is performed in three phases, as follows:
- Shifting of toothed wheel and slow rotation to enable meshing of the wheel with the crown gear of the engine
flywheel.
- Rotation of starter at its full torque to start the engine.
- Disengaging of toothed wheel from the crown gear, after engine starting.
IT-C-A-55-001e_C 253
Chapter

Title IP
PNEUMATIC STARTING
1. PNEUMATIC STARTING
1.1. TYPICAL INSTALLATION
Shown is a typical pneumatic (compressed air) starting system for GUASCOR engines. A brief description of
system operation is given in the following sections of this standard. The starter is mounted to the flywheel
housing. During the start sequence, the pinion meshes with the flywheel-mounted ring gear to turn the engine
over. Once the engine is running, the pinion automatically retracts.
Air supply to the starter is done through one or more air bottles that have been sized with the capacity for the
motors used. They are refilled by an air compressor.
Fig. 1 – General Drawing of Pneumatic Starting.
1 Lubricator 10 Air bottle or compressor

2 Start push-button 11 Drain cock
3 Drain cock 12 Shut-off valve
4 Starter 13 Connection
5 Filter/strainer 14 Valve
6 Check valve 15 Connection
7 Air compressor 16 Flexible pipe
8 Pressure relief valve 17 Air Bottle Drain cock
9 Pressure gauge
IT-C-A-55-002e_A 254
Chapter

Title IP
PNEUMATIC STARTING
1.2. CHARACTERISTICS
MINIMUM STARTER CHARACTERISTCS

ENGINE TYPE DIESEL / DUAL FUEL GAS
POWER 7.5 kW / (10 Hp) 7.5 kW / (10 Hp)
rpm 150 225
CRANK TIME 2 to 3 s 6 to 8 s
MINIMUM RECOMMENDED AIR DEPOSIT ( at 30 bar)

ENGINE TYPE DIESEL / DUAL FUEL GAS
VOLUMEN 150 L / ( 39.63 gal) 300 L / ( 79.25 gal)
MINIMUM AIR REQUIREMENTS

Nominal starting pressure 30 bar / (435.11 psi)
Minimum pressure 20 bar / (290.08 psi)
1.3. INSTALLATION GUIDELINES
- All piping must be sized based on the flows and pressures required for your system.
- All piping must be done to conform to local building and safety codes.
- The final connection between the compressed gas system and the engine should be made with a braided
steel hose capable of withstanding the pressure and flow for the system
- Follow the requirements from the manufacturer of the pneumatic starter as to the quality of the compressed
gas for your system.
- The compressed air deposits must be sized depending of air starter.
- There should not be any low points at any part of the piping system in order to avoid problems due to possible
condensation. Design of the piping system should be done as shown on Fig. 1
- If air bottles are used, the fill piping must be independent from the motor starting piping.
- The connection between the feed line and the starter must be made by means of a flexible pipe (steel braided
hose) with a minimum length of 12 inches (300 mm)
1.4. START-UP AND MAINTENANCE
Follow instructions from starter manufacturer this are general recommendations.
- Fill the reservoir of the lubricator with oil to the indicated level. DO NOT OVERFILL. To insure proper
lubrication of the system, it is essential to check the oil level periodically.
- Always use Hydraulic lube oil of a viscosity from SAE 10W to SAE 20W .
- Priming of the lubricator will take place automatically after the initial start-up process. To insure that oil
reaches the starter on the first start attempt, it will be necessary to simulate 4 or 5 starts with the lubricator set
at the maximum volume of oil injection. As a result, the lubricating tube will be filled with oil.
- Verify that there is no leakage or obstructions in the trigger circuit. Push the start button several times (for
short increments) to check if the starter pinion and ring gear mesh properly.
- Watch the oil level variations during the first start-up to ensure proper lubrication and, if necessary, readjust
the volume of oil injection per section 1.5 below.
- During a start process, the starter must be engaged for as short a time as possible to prevent damage of the
starter motor.
IT-C-A-55-002e_A 255
Chapter

Title IP
PNEUMATIC STARTING
1.5. LUBRICATION
Adjusting the volume of oil injected during each start attempt can be ADJUSTIN
SCREW
achieved by turning the adjusting screw on the side of the pump INDICATOR
either clockwise, to increase the flow or counter-clockwise to reduce
the flow.
On the opposite side of the pump, there is an indicator for control of
the operation. (See Fig. 2)
Fig. 2 – Servo – Lubricator.
2. STARTING-AIR BOTTLES
2.1. INSTALLATION AND MAINTENANCE

The starting-air bottles, if used, must be placed with their top up, preferably in a
vertical position or, if not possible, inclined at any angle not less than 15º (see
Fig. 3)
- The bottles must not stand on their bottom, but must be otherwise supported.
Their mounting/support system requires periodical inspection.
- They must be checked at regular intervals within the terms established by
local codes.
- Periodic draining (every two or three days), has to be performed in order to
eliminate any condensation that has accumulated at the bottom of the bottle.
- Once a year, sand and paint the outside of the bottle to protect them from rust
that would affect their strength.
- Refill air bottles after each engine start. This will allow them to be ready for
the next start-up.
CAPACITY WEIGHT ∅ L
Litres / (gal) kg / (lb) mm / (in) mm / (in)
40 / (10.56) 45 / (99.21) 267 / (10.51) 860 / (33.86)
70 / (18.50) 70 / (154.32) 267 / (10.51) 1460 / (57.48)
150 / (39.63) 100 / (220.46) 356 / (14.02) 1726 / (67.95)
Fig. 3 – Arrangement of Starting bottles Tabla 2.1 – Air bottle technical data
IT-C-A-55-002e_A 256
RPM
x100
S
HOUR
E
RATUR
TEMPE
URE
PRESS
Chapter 2
Safety and control
257
258
Chapter
2 Engine technical description - Safety and Control

Title IP
GAS ENGINE SPEED CONTROL SYSTEM
The speed control system of the engine consists of the following elements:
- Speed Regulator.
- Regulator Drive.
- Regulating Rods
SPEED REGULATOR
The speed regulator may be of the hydraulic type driven by a motovariator (PSG) or electro-hydraulic variator
(EG3P).
In the engines with an in-line configuration, the regulator is located on the left-hand side of the timing case cover.
The regulator input shaft is driven by the camshaft gear via a set of gears. By means of the set of rods the
regulator transmits the control of the air-fuel mixture supplied to the engine by means of its control shaft and an
elastic coupling to the butterfly valve.
In engines with a “V” configuration, the regulator is located at the rear of the engine, above the flywheel housing
and under the elbow, which houses the butterfly valve. The regulator imput shaft is driven by gears from the rear
timing case train. By means of a set of rods the regulator transmits the control of the air-fuel mixture supplied to
the engine by means of its control shaft to the butterfly valves.
In all cases, velocity is controlled by means of regulating the air-fuel mixture supplied to the engine.
The regulator may be isochronic, in other words, it will keep the output speed constant irrespective of load, within
the engine’s operating limits.
Fig. 1 - Mounting of the “PSG” Regulator Fig. 2 - Mounting of the “EG3P” Regulator
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FG/FGLD/SFGLD/SFGM ENGINES INSTRUMENTATION
1. INTRODUCTION
This document aims to compile the different variables recordable on a GUASCOR POWER
FG/FGLD/SFGLD/SFGM engine with a view to setting up an operating safety chain. We classify the safety
features in order of importance within two groups as follows:
- Minimum required instrumentation

- Additional instrumentation
Of a general nature, this document does not apply to special cases in which the values shown in the next tables
may vary due to production requirements, prevailing regulations, characteristics of the plant, or fuel quality, etc.
2. MINIMUM REQUIRED INSTRUMENTATION
Safety against Type Value Action Active

High oil temperature D > 105ºC Gradient stopping Always
High oil pressure D > 6 bar Alarm or warning Stable running on load
D < 3,9 bar Alarm or warning Start-up + 20 s
Low oil pressure
D < 3,6 bar Emergency shutdown Start-up + 20 s
High water temperature D > 92ºC Alarm or warning Always

90/55 & 90/80 D > 96ºC Emergency shutdown Always
High water temperature D > 122ºC Alarm or warning Always

High intake air temperature D > 63ºC Alarm or warning Always


90/40 y 120/40
SFGLD180/240/360/480 D > 54ºC Emergency shutdown Always
High crankcase gas pressure
D > 30 mm WG Gradient stopping Always
120/55 y 120/80
Low water pressure at main pump
D < 2.6 bar Gradient stopping On load
outlet 120/55 & 120/80
Low water pressure at pump inlet
D < 1 bar Alarm or warning On load
120/55 & 120/80
Overspeed, for 1200rpm > 1500 rpm
D Emergency shutdown Always
(Tachometer) (25%)
(Tachometer) (25%)
(Tachometer) (15%)
Type: D = Digital
A = Analogue
V = Visual
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NOTA
It is advisable to regulate the engine power according to reachable values (below the shutdown-triggering values)
to avoid sudden shutdowns of the engine at facilities short of cooling.
In the event that one of the sensors of the table minimum instrumentation breaks or fails, the engine must
be stopped as long as it takes to replace the sensor. In the event that the customer does not stop the
engine and there is any damage to the engine, the customer will be responsible for all damage.
3. ADDITIONAL INSTRUMENTATION

> 100ºC Alarm or warning Always
High oil temperature A
> 105ºC Gradient stopping Always
< 3,9 bar Alarm or warning Start-up + 20 s
Low oil pressure A
< 3,6 bar Emergency shutdown Start-up + 20 s
High oil level in oil sump D - Alarm or warning Always
Low oil level in oil sump D - Alarm or warning Always
High crankcase gas pressure
D > 30 mm.w.c Alarm or warning Always
90/55 & 90/80
Stable running on
⊕T > 1,4ºC Alarm or warning
Sharp rise of oil sump oil load
A
temperature (*) Stable running on
⊕T > 1,5ºC Emergency shutdown
load
Plugging of air filters V/D > 38 mbar Alarm or warning Always
High water temperature > 92ºC Alarm or warning Always

A
90/55 & 90/80 > 96ºC Emergency shutdown Always
High water temperature > 122ºC Alarm or warning Always

A
High intake air temperature > 63ºC Alarm or warning Always

A

A
90/40 y 120/40 A
SFGLD180/240/360/480 > 54ºC Emergency shutdown Always
Low pressure of engine exhaust < 1 bar Alarm or warning Start-up + 10 s

A
water 90/55 & 90/80 < 0,5 bar Gradient stopping Start-up + 10 s
Start-up + 10 s
< 2 bar Alarm or warning & Water temp >
Low pressure of engine exhaust 100ºC
A
water 120/55 y 120/80 Start-up + 10 s
< 1,5 bar Gradient stopping & Water temp >
100ºC
Alarm or warning
High exhaust gas temperature A > T + 50ºC Always
(T= Thermal balance-sheet temperature)
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Exhaust gas temperature Stable running on

A > 30ºC Alarm or warning
difference between cylinder banks load
Stable running on
Throttle opening A = 100% Alarm or warning
load
Low water flow in main circuit D - Alarm or warning Start-up + 10 s
Low water flow in auxiliary circuit D - Alarm or warning Start-up + 10 s
Ignition failure (**) D - Alarm or warning / Emergency shutdown Always
EGS / Kronos 30 failure (**) D - Alarm or warning / Emergency shutdown Always
(*) Refer to relevant Product Information Sheet for correct setup. The alarm is not 100% reliable. The safety device could detect rotation of
bearings and severe piston seizure. Detection takes place once the failure has occurred.
(**) The type of action will depend on the failure signal received (in this respect, refer to the relevant Product Information Sheets).
NOTA
It is advisable to regulate the engine power according to reachable values (below the shutdown-triggering values)
to avoid sudden shutdown of the engine at facilities short of cooling.
Power regulation triggering instrumentation would include the following:

High water temperature Power regulation. At 92ºC, 100% load and
A > 92ºC Always
90/55 & 90/80 at 95ºC, 20% load
High water temperature Power regulation. At 121ºC, 100% load and
A > 121ºC Always
120/55 & 20/80 at 124ºC, 20% load
High intake air temperature Power regulation. At 62ºC, 100% load and
A > 62ºC Always
90/55 & 120/55 at 64ºC, 0% load
High intake air temperature Power regulation. At 84ºC, 100% load and
A > 84ºC Always
90/80 & 120/80 at 86ºC, 0% load
4. AUXILIARY SAFETY SYSTEMS OR ALARMS

Other systems or alarms, as defined below, can be installed and programmed in order to prevent serious engine
breakdowns. Since they do not belong to normal instrumentation (pressure, temperature, level,... control devices),
we classify them as auxiliary engine safety systems or alarms
Item Description
It is this system's function to protect the engine by preventing detonation in the combustion
DETCON
chamber. The system will reduce advanced ignition or the power load or it will stop the
Knock Monitoring System
engine.
This device, fitted to the gas supply to the engine, permits changing ignition advance
Methane number controller
according to the incoming gas quality in order to avoid knocking.
This meter provides information on the engine carburetion that it will adjust as and when
Exhaust emission meter necessary. It is advisable to have one such meter installed when the gas quality changes
frequently.
This engine misfire detection system makes it possible to identify problems that affect the
KASSANDRA (*)
operating stability of the engine (worn spark plugs, valve drop, etc.).
(*) For machines without electronic carburetion. Machines featuring electronic carburetion already incorporate this
safety feature in the control unit.
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KNOCK DETECTION SYSTEM
INSTALLATION
1. INTRODUCTION
It is the knock detection system's function to protect the engine by preventing detonation in the combustion
chamber.
2. COMPONENTS
The components of the knock detection system are:
- Piezoelectric sensors: They continually record the vibration signals emitted in the combustion chamber area.
- Ignition Sensor (ISU): Provides the DetCon unit with a firing reference input.
- Central Control Unit (DetCon): Processes all the data and transmits outputs, so that corrective actions are
taken in order to suppress knocking when this occurs and to restore the initial values as soon as possible. The
DetCon 8, DetCon 16 and DetCon 20 control units can process the signals from a maximum of 8, 16 and 20
sensors respectively.
Wiring of piezoelectric sensors, ISU, and DetCon control unit is integrated into a special ignition rail that is
exchangeable with the standard one.
3. LOCATION AND INSTALLATION

3.1. LOCATION OF COMPONENTS
- Cylinder head studs: The machined cylinder head studs supporting the sensors are allocated a specific
location in their respective cylinder head. This location is shown on the drawing in Figure 1.
Stud
Location
Fig.1 – Stud Location
- Control unit (DetCon) and ignition sensor (ISU): Optimally, these two components should be housed in an
electrical cabinet near the engine, both including accessories for assembly on a standard DIN rail. Their
location close to the engine is determined by the maximum recommended distance between the knock
sensors and the DetCon control unit, i.e. 10 metres.
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NOTE
It is forbidden to increase the length of GUASCOR-supplied cables between the ignition rails and the
DetCon unit.
Where a version of DetCon unit without CAN bus is installed, the cabinet should have a transparent window,
enabling the operator to readily see the knock indicator LEDs as well as the analogue and digital output status
LEDs. When a CAN Open master exists in the installation's PLC, viewing those LEDs directly is not so important,
since monitoring the system condition can be done through the communications and PLC interface.
If the cabinet is to be mounted on the engine skid or in vibration areas, the use of dampers or isolators will be
required in order to minimize the negative effect of said vibrations on different components.
- Knock sensors: They will be screwed in the purpose-machined studs, as shown on the following sketch.
Fig. 3 – Assembling Sensors on Studs
A correct assembly of the knock sensors is very important to obtain the best possible signal from the combustion
chamber. Due consideration should be given to the following points:
1. The contact surface between sensor and engine must be perfectly flat to assure correct seating of the sensor.
2. For proper contact, there should be no dust or other particles on the engine surface and any coating should be
removed, to avoid the interference of any pinholes or imperfections generated during the drying process.
3. Do not insert any washer between the sensor and the cylinder head stud.
4. The plastic casing of the sensor may not touch any surface of the engine.
5. Tapped holes must be perpendicular to the engine surface, M8 in size, and suitable for tightening torque upto
20Nm.
- Mixed Ignition Rail: This is a special GUASCOR rail that is fully exchangeable with a standard one and
contains the ignition wires, appropriate cables and connectors for conveying the signals from the knock
sensors to the DetCon central control unit, and a specific terminal and wiring for connecting the reference coil
to the ISU.
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NOTE
Installing the system on existing engines
In the event this system has to be field installed on an engine in service, it will be necessary to replace or modify
a number of standard items, namely:
- Cylinder head stud: A special stud has to be mounted at a given location as shown on Figure 1. This stud is
identical to all the other studs on the engine, except that it has a threaded hole at the top end for screwing on
the appropriate piezoelectric sensor. It is however possible to machine such a threaded hole in the stud
already mounted in the engine. (See Fig. 4).
Fig. 4 – End of stud to be tapped
- Ignition Rail. It is necessary to install the special GUASCOR ignition rail that is fully exchangable with a
standard one and contains the ignition wires as well as the knock monitoring system wiring.
3.2. CONNECTIONS AND WIRING
The knock monitoring system's correct operation depends on a correct connection of all the devices.
- Sensors: They are connected to the ignition rail by means of a military connector. Figure 5 shows the wiring
diagrams for each type of engines, in relation to the cylinder coding.
- Ignition Rail. The rails have individual receptacles per cylinder, which collect the signals from the knock
sensors, and one output cable with the positive and negative terminals of each sensor on each bank of
cylinders, and a common shield and All the terminals have a tag marked Ki where i is the cylinder number.
Figures 6, 7, 8 and 9 show the references and how to connect the rail on each type of engines.
Additionally, the rail permits the connection of the reference signal to the ISU.
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8 16 1
7 15 2
6 14 3
5 13 4
4 12 5
3 11 6
2 10 7
1 9 8
16-cylinder V-engine 8 in-line engine
6 12 1
5 11 2
4 10 3
3 9 4
2 8 5
1 7 6
Fig. 5 – Esquema cableado sensores a raíl
12-cylinder V-engine 6 in-line engine
Fig. 5 – Sensors-to-rail wiring diagram
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NOTE
When the knock monitoring system is not going to be used, it is necessary to bridge the rail outlet to the ISU by
connecting the "jumper" or "connector" mounted on the rail for this purpose.
- ISU. The ignition sensor unit (ISU) is connected to the ignition rail and to the DetCon unit. See Figures 6, 7, 8 and 9
for wiring procedure and references.
- DetCon 8/16. Wiring of the central unit is according to Figures 6, 7, 8 and 9 depending on the engine model.
These are the inputs and outputs of the DetCon unit
- DetCon 20. Wiring of the central unit is according to Figure 10, depending on the engine model.
These are the inputs and outputs of the DetCon unit:
Inputs
o Knock sensors by means of wires attached to the rail. The figures 6, 7, 8 and 9 show the order for
connecting the wires (Ki) to the terminal strip in the DetCon unit.
o Reference signal from ISU
o 24 Vdc supply
o Common of digital outputs
Outputs
o Potential-free, NO digital contacts (Knock warning, Load Reduction and Trip) with a single common input.
o Timing reduction analogue output (4-20mA signal to ignition module)
WARNING
For good performance of the unit, the negative of the 24Vdc power supply and the earth terminal inside the
DetCon box must be connected to equipotential points on the engine (ground).
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Programming Interface
Wiring of Ki sensor wires to connecting strip as per table, and of cable shield connector to
Shield terminal
Communications CAN BUS
Fig. 6 – DetCon Connection Diagram for 6-cylinder engine
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Programming
Puerto deInterface
programación
Conexionado de cables de sensor Ki en bornero, según tabla,

Wiring of Ki sensor wires to connecting strip as per table, and of cable shield connector to Shield
yterminal
del conector pantalla de cables a borna Shield.
Communications CANCAN
Comunicación BUS BUS
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INSTALLATION
Puerto de Interface
Programming programación
Conexionado de cables
Wiring of Ki sensor wires destrip
to connecting sensor Kiand
as per table, enof cable
bornero, según
shield connector tabla,
to Shield
yterminal
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INSTALLATION
Programming
Puerto deInterface
programación
Conexionado de cables
Wiring of Ki sensor wires de
to connecting sensor
strip Kiand
as per table, en bornero,
of cable según
shield connector tabla,
to Shield
yterminal
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Max. Load 100mA (rating 24VDC)

Knock status digital outputs ( NO, potential-free)
24 VDC supply connection and 4÷20mA analogue output, function

of elements in current loop
Programming Interface
Wiring of Ki sensor wires to connecting strip as per table, and of
cable shield connector to Shield terminal
Fig. 10 Detcon 20 Wiring Diagram
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3.3. INTERRELATIONSHIP WITH THE PLANT CONTROLLER
El modo de operación del control de planta recomendado por GUASCOR debe reconocer tres estados de
detonación diferenciados y actuar de acuerdo al nivel detectado por el sistema DetCon. En los siguientes
apartados se hace referencia a la nomenclatura empleada en la Figura 10.
The following sketch shows a recommended type of connection between the DetCon unit, the plant controller
(PLC) and the ignition module. Basically, the DetCon unit provides three digital contacts to the PLC and one
analogue output that closes through the DetCon-PLC-Ignition Module devices.
SERIES-
CONEXION
CONNECTION
EN SERIE
A
B SISTEMA
IGNITION
DETCON C PLC ENCENDIDO
SYSTEM
sensor mA
D mA sensor
Entradas
PLC Inputs a PLC
A A 4-20mA
Entrada analogue
analógicainput
4-20 mA
B B Digital inputdigital
Entrada (Knock Warning)
(Knock Warning)
C C Digital inputdigital
Entrada (Load(Load
Reduction)
reduction)
D D Digital inputdigital
Entrada (Trip)(Trip)
Parámetros
PLC configurables en PLC
definable parameters
K1K1 Contador
Timing reduction descensos de avance
counter
K2K2 Contador
Power derating derrateos de potencia
counter
K3K3 High-orderContador
detonation counter
detonaciones alto nivel
t1 t1 `load Reduction´contact hysteresis

Tiempo histéresis time "Load reduction"
del contacto
t2 t2 Delay before checking "Load reduction"contact
Tiempo retardo para chequeo de contacto "Load reduction"
t3 t3 Stabilization time after
Tiempo derating
de estabilización tras derrateo
t4 t4 Sample timeTiempo de muestra
t5 t5 Reduced power
Tiempo holdup time
de mantenimiento a potencia reducida
t6 Sensor failure-induced trip signal holdup time
t6 Tiempo de matenimiento de señal Trip para "fallo sensor"
DP% Power derating
DP% Power rising
SP%/s Derrateo
rate de potencia
SP%/s Rampa de incremento de potencia
X Maximum number of derating events per sample time
Y X Maximum Número máximo
number of enginede eventos con
shutdowns per derrateo en tiempo de muestra
sample time
Y Número máximo de paros de motor en tiempo de muestra
Fig. 10 - Basic
Fig. 10 – Esquema interfacing
básico of DetCon
de interface with
DetCon PLC
con andy ignition
PLC sistemasystem
de encendido
NOTE
Refer to Product Information IT-G-A-60-002e that states GUASCOR's recommended values for those
parameters.
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3.3.1 PERFORMANCE IN A KNOCKING SITUATION
1st level, Timing Reduction ("Knock warning")
On detecting the first knocking level, the DetCon unit activates contact B (“Knock Warning”) and analogue
output A signals the ignition unit to reduce advanced timing so as to set the engine away from the knocking
point. In order to prevent sporadic activations and to minimize the number of records, any increment of the 1st
level condition counter K1 and actions associated with such a condition will be validated only if the analogue
output A exceeds 8mA. The log records the maximum analogue output A between the front and trailing edges
of contact B.
Whilst the system remains at said level, the red LED identifying this condition will be on and an alarm saying
"TIMING REDUCTION" will appear on the operator's VDU. If the engine continues knocking, even after reducing
advanced timing as much as possible, the DetCon unit shifts to the next knocking level, i.e. "LOAD
REDUCTION".
NOTE
- When the set operates in parallel to the mains, the 4-20mA analogue signal is directed to the set controller
(PLC) and then, serially, to the ignition module. In the event the set controller (PLC) should detect an "open
loop" in the current analogue signal, then an alarm would appear on the VDU and the set power would be
reduced down to 85% of the rating, for safety's sake.
- If the set operates only in the island mode, the 4-20mA analogue signal is serially directed to the set controller
(PLC) and ignition module. In the event the set controller (PLC) should detect an "open loop" in the current
analogue signal, then an alarm would appear on the VDU and, if the equipment allows, the first level of non-
preferential loads would trip until 85% of the set's rating is reached, for safety's sake.
NOTE
- Where an Altronic CPU95 ignition module is used, it is this CPU95 unit which automatically generates a 2-
degree timing reduction in case the analogue input signal is beyond the 2-22mA range (e.g. due to a "broken
wire").
- In island applications without preferential loads, the above-mentioned automatic timing reduction by the
CPU95 is the sole direct protection available against any "open loop" until the next knocking level is reached.
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2nd level, Load Reduction
The 2nd knocking level is reached when the DetCon unit activates contact C (“Load Reduction”) continually for
time t1, contact hysteresis time. The effect of the resultant signal is that, once timing has been reduced to the
greatest possible extent, the equipment rejects load so as to set the engine away from the knocking point.
This condition leads to its recording and to power derating (DP%) in relation to operating power PT. At the end of
delay t2, contact C is checked:
- If C off, stabilization time t3 begins, the engine running at the derated power resulting from load shedding.
Consigna
Reference
Potencia
Power
CP
CP
PT
DP%
t2 t3
Time
Tiempo
Contact CC
Contacto
- If C on, there occurs a second load reduction DP% and a new recording.
Consigna
Reference
Potencia
Power
CP
CP
PT
DP%
t2 DP%
Tiempo
Time
Contact CC
Contacto
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In the event a second derating DP% took place, cycle t2 is repeated and the condition of contact C is checked
again.
- If C off, stabilization time t3 begins, the engine running at the derated power resulting from load shedding.
Consigna
Reference
Potencia
Power
CP
CP
PT
DP%
t2
t2 t3
Tiempo
Time
Contacto
Contact CC
- If C on, the 3rd knocking level is reached (effect is identical to activation of contact D)
Consigna
Reference
Potencia
Power
CP
CP
PT
DP%
3er
3er nivel
NIVEL
3rd level
t2
t2
Tiempo
Time
Contacto
Contact CC
Counter K2 totalizes 2nd level events and must be incremented by one unit irrespective of whether one or two
power derating processes took place at each event.
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In any case, after time t3, there is a count of the derating events recorded over sample time t4 measured as from
the latest event.
Latest
Ultimo
= KNOCKING EVENT LEADING TO DERATING knocking
= EVENTO DETONACION CON DERRATEO Evento
event
Detonación
t4
- If the number is lower than the established value X, power may be raised as per the power rising rate SP%/s.
Consigna
Reference
Potencia
Power
CP
CP
PT
DP%
Single
t2 t3
Time
Tiempo
Contacto
Contact CC
Reference
Consigna
Potencia
Power
CP
CP
PT
Double DP%
SP%/s
t2
t2 t3
Tiempo
Time
Contact
ContactoCC
- If the number is greater than the established value X, then time t5 will start, during which the engine will run at
the derated power.
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Reference
Consigna
Power
Potencia
CP
CP
PT
DP%
t2 t3 t5
Tiempo
Time
Contact C
Contacto C
At the end of time t5, the system may raise the power up to the operating power in accordance with the power
rising rate SP%/s.
Note
Any 2nd knocking level condition occurring during time t5 has to lead to derating or engine shutdown
depending on the number of previous load reductions.
For the duration of the set's operation at this level, the identifying red LED must be on and an alarm saying
"LOAD REDUCTION" displayed on the operator's VDU.
3rd level, Engine Shutdown ("Trip")
This level is reached when the DetCon unit activates contact D (“Trip”) immediately (no time delay) with the 2nd
level contact C ("Load Reduction") already on. Under these circumstances, the system generates an engine
shutdown order and an alarm saying "KNOCK-INDUCED SHUTDOWN", the incident being recorded in the log.
If contact "Trip" gets energized continuously during time t6, but contact C ("Load Reduction") does not
simultaneously, then the set controller (PLC) must interpret the signal as a Sensor Failure and must actuate,
reducing the load by 15% of the rated power, provided the equipment permits. When the "Trip" signal has been
present from the engine start-up, the maximum power of the set must be limited to 85%. Under such a situation, it
will be necessary to check and perform a corrective maintenance of the sensors and/or wiring, before restoring
full power.
Counter K3 totalizes only 3rd level events generated by high-order detonation, but not those resulting from a
"Sensor Failure".
When the engine shuts down, it is necessary to check the number of 3rd knocking level events recorded over
sample time t4:
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Latest
Ultimo
knocking
= = KNOCKING
EVENTO EVENT
DETONACION
LEADING CON PAROSHUTDOWN
TO ENGINE MOTOR Evento
event
Detonación
t4
- If the number is less than the established value Y, the engine may be restarted and run at the operating power
PT.
- If the number is greater than the established value Y, the engine requires overhaul.
WARNING
Said engine overhaul should include an endoscopic evaluation of the cylinders listed on the DetCon
unit's front panel and a check-up of carburetion, as well as an inspection of the water circuits and intake
system after restarting the engine.
NOTE
Given the importance of the operation data for their subsequent analysis, it is essential that a historical
log containing every information on knocking events be available. We suggest that a simple on-line log
be used, minimizing the use of memory as much as possible.
Date / Time / Engine # / ”Knocking Event” / Engine Power / mA / K1 / K2 / K3
SYSTEM STATUS LINE
“Timing Reduction”
list of knocking events “Load Reduction”
“Knock-induced engine shutdown”
“Sensor failure”
“
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NOTE
When a set operates in the island mode without preferential loads and load shedding is consequently
impracticable, the procedure slightly differs from that described so far, bearing in mind the "service continuity -
engine protection" statement.
a) If there are stand-by sets available (commitment to continuous operation), the controller should signal one of
them to couple and start, when the 2nd knocking level is reached. When the stand-by set is under load, the
controller should break the switch and stop the knocking engine.
b) If neither load shedding facilities nor stand-by sets are available at a plant, then activation of 2nd knocking
level must produce the same effect as the activation of the 3rd knocking level.
Activation of the 3rd knocking level has absolute priority at all times.
NOTE
Load shedding of engines running in parallel to the mains must be as quick as possible to optimize the system
performance. For this purpose, the engine load control loop must have adequate gain so as to ensure immediate
responses to changes in the reference power.
NOTE
There exists an alternative to opt for recovering the operating power manually. To this end, the plant controller will
give access to the reference power programming screen, when the optimum conditions as defined in the
automatic process exist.
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3.3.2 INTERCONNECTION OF KNOCK DETECTION SYSTEM AND PLANT
Below is a diagram showing the recommended basic connections in order to fully optimize the efficiency of the
knock detetion system
Knock indicator on
display
Alarm log PLANT
ACTIONS
ENGINE
IGNITION SYSTEM ENGINE

4-20mA
PLC or SIMILAR
AE
mA
CAN
Module
CAN open
Communications
4-20 mA Sensors
DetCon
Knock warning
Load Reduction Display

LEDs
Emergency stop
Fig. 10 Basic Connection Diagram
Series-connecting the DetCon 4-20mA output to the PLC and ignition module has the following advantages:
- Detection by the PLC of any open loop in the signal (broken wire or similar)
- Recording of the maximum value of the analogue signal in the alarm log
- There are two ways of connection the 4-20mA current loop, depending on the electric characteristics of the
ignition module and plant controller
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DETCON
VDC
4-20 mA-
4-20 mA+
10-30
+
-
24VDC
GND
PASSIVE 1
PASSIVE 2
+
+ -
-
Fig. 11. Wiring of 4-20mA analogue output to passive systems
DETCON
VDC
4-20 mA-
4-20 mA+
10-30
+
-
ACTIVE
24VDC COM IN
GND -
24VDC
PASSIVE 2
+
-
Fig. 12. Wiring of 4-20mA analogue output to passive and active systems
- The DetCon unit is powered by a 24Vdc, 1A supply from the control panel.
- All the digital signals from the DetCon unit are normally-open, potential-free contacts.
3.4 DETCON COMMUNICATIONS
On the DetCon model with (OPTIONAL) CAN Open, not only the error diagnosis and individual knocking levels
per cylinder, but also the digital outputs status and the analogue output level can be transmitted to the PLC
through communications. However, since the reliability of the communications bus is subject to the type and
number of items connected to the bus, it would be better to use the CAN port only for the error diagnosis and
optimizing the alarm log (knocking per cylinder), unless there is adequate communications failure detection
available. Figure 13 shows the characteristics of the CAN Open communications on DetCon (PDO).
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Detcon 8/16 Detcon 20
Fig. 13 CAN Open protocol on DetCon
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4. COMPONENTS TECHNICAL DATA

Tabulated below are the major technical data of the system components:
Component DetCon 8/16/20

Power supply 9-36 Vdc
Power demand 100 mA (24Vcd)
Temperature range -25÷70 ºC
Humidity 90% NC
Protection grade IP 20
Tests CE
Vibration EN60068-2-6
EMC, RADIO interference EN61000-4
Digital output(s) 33 V max / 50 mA
Analogue output 30 V max, 4-20 mA
Analogue input(s) -
Weight 1 kg
Installation Panel mount (DIN connection bar)
Component ISU
Type Intensity
Temperature range -25÷70 ºC
Dimensions
70*46*48 mm
Weight 0.1 kg
Installation
Panel mount (DIN connection bar)
Component Knock Sensor

Type Piezoelectric
Frequency range 1-20 KHz
Resonance frequency > 20 KHz
Temperature range -40 ÷130 ºC
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DESCRIPTION
1. INTRODUCTION
It is the knock detection system's function to protect the engine by preventing detonation in the combustion
chamber.
2. COMPONENTS
The components of the knock detection system are:
- Piezoelectric sensors: They continually record the vibration signals emitted in the combustion chamber area.
- Ignition Sensor (ISU): Provides the DetCon unit with a firing reference input.
- Central Control Unit (DetCon): Processes all the data and transmits outputs, so that corrective actions are
taken in order to suppress knocking when this occurs and to restore the initial values as soon as possible. The
DetCon 8, DetCon 16 and DetCon 20 control units can process the signals from a maximum of 8, 16 and 20
sensors respectively.
Wiring of piezoelectric sensors, ISU, and DetCon control unit is integrated into a special ignition rail that is
exchangeable with the standard one.
3. OPERATION
The central control unit receives the signals recorded by the piezoelectric sensors on the cylinder head studs. It
processes, analyses and compares those signals with reference values in order to determine whether knocking
occurs in one or more cylinders. According to measured values and the software-programmed limit knocking level
values, it generates different outputs.
1. Timing Reduction. When the measured knocking level reaches a programmed limit, the DetCon unit provides
an analogue signal > 4mA. Connected to the ignition system, this analogue signal generates a reduction of
advanced ignition. Reducing an engine’s advanced ignition is the most direct way of eliminating any knocking
condition in the combustion chamber.The DetCon unit monitors the analogue signal in the range of 4-20mA to
ensure that the knocking level remains below the limit at all times.
WARNING
It is necessary to program the ignition system in a manner that permits changing advanced ignition of the
engine through a 4-20mA external analogue signal. Otherwise, the knock detection system will not be able to
operate and protect the engine adequately. Refer to Product Information IT-G-A-33-004e.
2. Load Reduction. If detonation still exceeds the programmed limit level after reducing advanced timing as
much as possible (analogue signal reaching 20mA), the central control unit makes a digital contact requesting
a load reduction. An external control system (PLC or similar) is responsible for performing this function when
the DetCon unit activates the associated digital contact.
3. Engine Shutdown. If the detonation level exceeds a second programmed limit after applying the a.m. load
reduction, the central control unit makes a contact to have the engine stopped. An external control system
(PLC or similar) is responsible for performing this function when the DetCon unit activates the associated
digital contact.
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The determination of the type of action required from the external control system (PLC) and/or ignition module will
eventually depend on the type of application.
The front panel of the DetCon unit incorporates several LEDs per sensor, which identify the cylinders in which the
controller has detected a knocking condition. After the detection of a knocking condition, the relevant LED
remains on until reset, providing useful information to the maintenance staff.
Where the DetCon unit used has a CAN Open bus, the PLC or external controller can record individual knocking
levels per cylinder, digital outputs status and analogue output level through a communications port, as well as
show the error diagnosis and the limit values of timing reduction and emergency shutdowns. CAN Open
communications thus permit complete records of engine knocking events in the PLC memory.
An .eds file is available to enable those CAN Open communications.
Knock indicator
on display
Alarm Log PLANT
ACTIONS
ENGINE
IGNITION SYSTEM ENGINE

4-20mA
PLC or SIMILAR
AE
mA
CAN
Module
CAN open
Commnunications
4-20 mA Sensors
DetCon
Engine Knocking
Load Reduction Display

LEDs
Emergency stop
Fig.1 Basic Connection Diagram
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SETTING UP
1. INTRODUCTION
This product information document describes the knock detection unit programming software and a procedure to
start up the system.
2. DESCRIPTION OF SOFTWARE
Each of the DetCon8/16 and DetCon20 knock detection units has its own monitoring and parameterising
software. Those programs are valid only for the appropriate model.
2.1 DetCon 8/16
To program and monitor the different measures and parameters needed for the system's correct operation,
DetCon software is required. Installing DetCon software requires a computer with a Pentium or higher processor
and Windows operating system. The software installation process is uncomplicated and generates an executable
file (.exe) which permits running the program.
The DetCon software presents all the programmable variables on a main screen with selectable areas and
simple, user-friendly controls similar to those used in Windows-supported applications.
Fig 1. – DetCon Software window
Communication between the DetCon unit and the programming computer is established through a standard
RS232 interface connected to a serial port (connection 2-3, 3-2, 5-5, on female 9-pin connectors).
Once hardware and power supply have been connected, select a communications port COM_X and start
communication clicking on "Connect". The existing parameters of the unit are immediately monitored by the
software application, the green LED “Connected to DetCon” turns on and the current software version is
displayed.
Simple functions exist to handle parameter files:
SAVE PAR Æ Saves the current parameter file to the computer hard disk.
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LOAD PAR Æ Downloads a parameter file from the computer to the DetCon unit
VERIFY PAR Æ Checks for correct parameter loading
Parameter Loading Procedure
1. Feed the DetCon unit with 24 Vdc as shown on the terminal strip tag or on GUASCOR drawing, being
especially careful with the signal polarity.
2. Link the computer and DetCon unit through an RS232 cable.
3. Open DetCon software.
4. Connect “On-line” to the DetCon unit (press “Connect” key).
5. Once “On-line” (green LED on), load the parameter file with function “LOAD PAR”. The parameter file
specified by GUASCOR for the type of application concerned should be stored in one of the disks of the
computer.
6. End connection to the unit (press “Discon” key).
7. Disconnect power supply from the DetCon unit.
NOTE
To check that parameter loading took place correctly:
- press the function VERIFY PAR which compares the loaded parameters with the objective parameter file.
- Disconnect communications with the unit (“Discon”), reset the 24V supply, re-connect on-line (“Connect”)
and verify that the EPROM contains the previously loaded parameters.
2.2 Detcon20
To connect a Detcon20 unit, you need the Denedit.exe file and Detcon20 USB drivers. The software application
communicates with the Detcon20 unit through USB. Detcon20 has a type-B USB connector.
Before connecting to Denedit Software, you must have the driver installed. For this purpose, do the following:
- Connect the Detcon20 unit to the PC through a USB port.
- Specify the drivers route to the PC.
This process takes place twice; the second time will be automatic upon completion of the first installation.
One the program opens, you will have to set up the communications port: Connection -> Setup; then select the
communications port assigned to Detcon 20.
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Next, presss on “Connect-USB” to start communication with the unit.
To be able to load a parameter file to the unit, you must enter a password; to do so, press the "Enter Password"
[padlock] icon.
Now, you can open the appropriate file for your engine.
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WARNING
It is important that none of the parametric fields be changed or tampered with. Any alteration may
give rise to the unit's malfunction and could result in severe damage to the engine.
3. START-UP
3.1. INSTALLING THE DETCON SYSTEM
For correct field-installation of the DetCon system, refer to Product Information document IT-G-A-60-001e, which
describes how to connect the different components of the system, the ignition module and the plant controller.
Obviously, correct wiring of the components is essential to guarantee optimum performance of the knock
detection system.
3.2. CHECKING CONTACTS AND SENSORS
Supposing all equipment and sensors have been correctly wired according to GUASCOR specification, the next
step of the start-up procedure consists in checking the operation of the:
- analogue output
- digital outputs
- knock sensors
To do so, it is necessary to use the DetCon software. Hence, connect the equipment to a computer following the
instructions given in the previous section 2.
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3.2.1. Analogue Output
The analogue signal delivered by the DetCon unit must be connected to the mA sensor of the ignition module
and, serially, to an analogue input of the PLC or plant controller, in accordance with IT-G-A-60-001e.
On the other hand, the ignition module must be programmed to generate an engine timing reduction according to
the following calibration rule:
Signal Level Timing Reduction

mA º Btdc
4 0
20 4
DetCon 8/16
An option of the DetCon software permits you to check the correct

function of the 4-20mA analogue output. To use this option, the box
DIAG in the software menu must be checked.
With the DIAG box checked and, using the bar control (shown
opposite), the analogue output can be checked throughout its range
of operation, by sliding the pointer, with a mouse, along the whole
scale (from 0 to 100%)
DetCon 20
In the event of a Detcon20 unit, do this check as shownon the picture below.
Change the analogue output by modifying the Reg. Output value.
The DetCon 4-20mA analogue output checking procedure implies checking the correct reading of the signal by
the ignition module and the PLC and verifying that timing reduction as ordered by the analogue signal effectively
takes place on the engine.
1. Inspect series-connections of DetCon unit - Ignition Module – PLC.

2. Connect DetCon unit on-line.
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3. Check that the ignition module is adequately programmed to reduce timing according to the 4-20mA signal
and to enable the loop (*).
4. In the DIAG mode, move the pointer along the “timing output” scale, from 0 to 100%, and check that both the
PLC and the ignition module record the changes and the readings are correct (**)
5. Disable the DIAG mode.
6. Disconnect DetCon software.
(*) Where an Altronic CPU95 ignition module is used, click the SETUP key on the display and press NEXT until
“VIEW IGN. CONFIG” is displayed. Press ENTER and NEXT to scroll down the screens until viewing the
“LOOP RETARD” window. If the unit has been programmed according to GUASCOR specification, the
following message will appear:
LOOP RETARD: 4
2/22 mA 0/4 ret
Otherwise, the CPU95 must be programmed according to Product Information IP IT-G-A-33-003e.
(**) Some PLCs detect an input signal failure when the signal value is slightly more than 20mA. Now, the
DetCon unit often produces signals with values of around 20.5mA. Therefore, to avoid such a failure
detection, the DetCon software permits the analogue signal to be limited to a maximum value. In the
OUTPUT OPTIONS menu:
- Check the “Enable Max Output Setting” box.
- Calculate the maximum percentage of signal required to obtain 20mA at the PLC and enter the
result in the “Maximum Output Value %” column.
3.2.2. Digital Outputs
An option of the DetCon software makes it possible to check the correct operation of the front LEDs and their
associated digital contacts. As with the 4-20mA analogue output checking procedure, to use this option, the DIAG
box must be checked.
In the DIAG mode, with the options checked, it will be possible to check the
operation of the LEDs on the DetCon front panel and their associated digital
contacts. This procedure can be performed indvidually, contact by contact.
Under normal conditions, the LED standing for the selected parameter turns on
and the digital contact makes. Any change in a contact status must be checked at
the PLC in accordance with GUASCOR Product Information document .
The method for checking the correct operation of the digital contacts is simple:
1. Inspect series-connections of DetCon unit - Ignition Module – PLC.

2. Connect DetCon unit on-line.
3. Enable the DIAG mode.
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4. In the DIAG mode, check the boxes for each one of the digital contacts and check for a change in the status of
contacts KNOCK, REDUCTION and TRIP at the PLC.
5. Disable the DIAG mode.
6. Disconnect DetCon software.
3.2.3. Knock Sensors
DetCon software includes a feature for checking the signals received by the control unit from each sensor.
Detcon 8/16
In the software application, there are two dial gauges: one for measuring
the analogue output percentage, the other the knocking intensity level.
As a matter of fact, the parameter represented by the “Knocking Intensity”

gauge depends on the selected software MODE option.
With the “MEASURE” feature checked, the “Knocking Intensity” dial gauge shows
the amplitude of the input signal for the channel checked in the CHANNEL
column.
When no mode is checked, the “Knocking Intensity” dial gauge shows the
knocking intensity for the selected channel. This is the normal mode of operation.
With the option selector in the CHANNEL column, the channel whose value is
required to be shown on the “Knocking Intensity” gauge can be selected. By
default, in normal operation, it is the maximum value of all the sensors connected
to the unit which is selected.
In order to check the status of the knock sensors, it is necessary to start the engine and, then, to proceed as
follows:
1. Connect to the DetCon unit on-line through its specific software.

2. Enable the MEASURE mode (*).
3. From the CHANNEL table, select the sensors, one by one, in sequential order and check that the pointer of
the “Knock Intensity” gauge moves in an intermediate area of the scale (**).
4. Disable the MEASURE mode.
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5. Check the MAX box in the CHANNEL table.
(*) This ckecking can also be made with the MEASURE mode disabled. In this event, the “Knock Intensity”
gauge shows the knock intensity values. The reason for recommending the use of the MEASURE mode is
that the gauge shows the sensor signal amplitude values which are generally greater on the gauge scale.
(**) When checking the different channels, there will probably be relative differences in the pointer position.
These may be due to actual variations in the knock intensity of each cylinder.
Detcon 20
This unit allows you to see the sensors' signal intensity in three ways:
1) By means of two dial gauges that show the percentage of the analogue output and the knocking intensity
value.
In the “Display” area, you can select the parameter you want to be reflected on the left gauge.
2) Bar graph. This method shows the knocking level for each cylinder separately.
TRIP limit
value
Sensor failure
Ignition reduction
limit
This graph also indicates all the sensors that are failing.
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3) Record: This shows knocking behaviour in each cylinder during the previous minute.
NOTE
With the “Enable Bad Sensor Detect” option enabled (default setting), in case of a sensor failure, the “Trip”
normally-open contact will close and the LED associated with the failing sensor will flash at a constant frequency
(about 1Hz).
3.3. RESETTING KNOCK DETECTING LEDS
A DetCon software (default) setting enables the LEDs associated to knocking cylinders to remain on until
resetting takes place.
Resetting can be done via the software, by switching OFF/ON the selector. This is the recommended method and
it can be carried out, without problem, with the engine running.
Hardware resetting is also possible; in this case, by disconnecting the power supply to the DetCon unit. Although
feasible with the engine running, this procedure has several inconvenients, because it generates an open loop
condition of the analogue signal (automatic timing reduction and error at the plant controller) and, on reconnecting
the supply to the system, there can be bounces generating spurious digital outputs. When resetting through
hardware, it is advisable that the engine should be idle.
3.4. Checking the Alarms
In normal operation (MEASURE and DIAG modes disabled on Detcon 8/16 units DIAG disabled on Detcon 20
unit), the unit provides information on the current status of the system through software LEDs.
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LOW RPM Low engine speed

NO ISUPULSES No pulses received from the ISU
SPURIOUS PULSE Spurious pulse received from the ISU
EEPROM FAULT EEPROM failing
BAD SENSOR No signal received from one or more sensors
IN-LINE ENGINE In-line engine (Information)
DENOX 8 8-sensor DetCon unit (Information)
3.5. Alarm Handling
LOW RPM If during the starting phase, nothing to do.
NO ISU PULSES If at operating speed, check ISU signal with an oscilloscope at input to DetCon.
Check ISU signal with an oscilloscope at Denox input.

SPURIOUS PULSE
Verify sensors connections, in the firing order.
Cut the 24 Vdc supply to Denox unit for 5 seconds.
EEPROM FAULT
Reload the parameter file.
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4. MAINTENANCE
- DetCon
It requires no specific servicing.
- ISU
Basically, this a simple transformer; so, there is no signal drift in time and maintenance is nil.
- Sensores
Frequency sensors (pickups) are piezoelectric devices and, theoretically, piezoelectric devices require no
maintenance. When a sensor fails, the Detcon unit identifies it, making its associated LED flash.
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Handling and storage instructions
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3 Handling and storage instructions

Title IP
GENERAL STANDARDS FOR THE CORRECT
LIFTING OF GUASCOR GAS ENGINES
1. INTRODUCTION
The purpose of this product information sheet is to provide the general standards for the correct lifting of
GUASCOR POWER gas engines as well as the points where the engine must be lifted..
2. GENERAL STANDARDS
CAUTION
- Always be careful when the lifting the engine or its components.
- Keep all the personnel away and do not walk under or around the engine when is lifted.
WARNING
- Inspect all anchoring points to make sure that there are no faulty welds, loose bolts, etc., which could make
the lifting of the engines dangerous.
- Be sure that the apparatus used for the lifting has been inspected, that it is in good condition and that it can
bear the weight of the engine plus 10%. If you are not sure, weight the engine before raising it.
GUASCOR POWER GAS ENGINES ORIENTATIVE WEIGHT TABLE
MODEL WEIGHT (KG) WEIGHT (LB)

180 2700 6000
240 3500 7800
360 4200 9300
480 5500 12000
560 5800 12800
HGM560 7100 15700
- The use of cloth slings is recommended in order to prevent damage to the engine with sharp movements.
- Ensure that the slings do not make contact with sensitive parts of the engine.
- Before raising the engine, make sure that it is a balanced as possible. If necessary, use slings of different
lengths.
- Do not raise the engine higher than necessary.
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3. ENGINE RAISING
The gas engines in line are raised at two points, one at the front of the engine and the other at the rear of the
block. (See Fig.1)
1500 mm. (Min.)

[59,055 inches]
Fig. 1 – Gas in line Engines Raising.
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The gas engines in V are lifted at 4 points, two in the front of the engine block and two on the rear of the block.
To make its lifting it is necessary to use a perch.
1500 mm. (Min.)

[59,055 inches]
Fig. 2 - FGLD/SFGLD/SFGM 360/480/560 Gas in V Engines Raising
[98,42 inches]
2500 mm
Fig. 3 - “HGM560” Engines Raising
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DEFERRED START-UP ENGINE INSPECTION AND
1. INTRODUCTION
The deferred start-up status aims to keep GUASCOR's Basic Warranty valid for any new engine that is going to
be stored for more than 6 months from factory dispatch before its initial start-up.
GUASCOR will grant the deferred start-up status to an engine if all of GUASCOR requirements as specified in
this Product Information Sheet are met.
2. DEFERRED START-UP STATUS APPLICATION REQUIREMENTS

When planning to store a new engine for more than 6 months, the owner shall apply to GUASCOR for the
deferred start-up status. In this event, GUASCOR authorised staff shall inspect and protect the engine fulfilling all
the herein defined obligations.
An engine subject to deferred start-up shall be put into operation within the next 12 months from the date of being
recognised the deferred start-up status.
GUASCOR will accept a maximum of two requests for deferred start-up status, the second application having to
be filed no more than 12 months after the first inspection and protection of the engine provided however that the
first request had been made.
As a result of said deferred start-up status, the initial start-up of an engine may occur up to 30 months after the
date of dispatch from factory, with GUASCOR's Basic Warranty remaining valid. The total storage and warranty
period shall by no means exceed 42 months from the date the equipment is at the customer's disposal.
If an engine is tested after dispatch from factory and is not started at the operating site within one month from said
testing, then it will be necessary to protect it and to apply for deferred start-up status in order to withhold its
warranty; it will be further requisite to renew said protection once a year.
Engines stored at the mercy of the elements or in humid or corrosive atmospheres may need protections and
inspections more often than specified herein. In those events, consult GUASCOR.
Since the deferred start-up status is no extension of the standard Basic Warranty, there is no cost charged for it,
except for the costs of the inspection made and protective lube oil used by the Authorised Technical Service
Workshop.
The Basic Warranty will become effective from the engine start-up date, provided that the duly filled start-up
report is submitted within thirty days from said start-up, the requests for deferred start-up status had been filed
and the protections implemented. If the owner did not apply for the deferred start-up status, the warranty period
will not be extended as stated in this section.
3. RELATED DOCUMENTS
− GLPI_09 GUASCOR Limited Warranty for Industrial Products
− GLPM_09 GUASCOR Limited Warranty for Marine Products
4. CONDITION OF ENGINES SUBJECT TO DEFERRED START-UP

At the time Customer applies for the deferred start-up status, the engine can be in any of these conditions: stored
in its original packaging; unpacked and stored under conditions differing from the original ones, or mounted on the
Customer's equipment.
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− If packed in its original packaging, the engine shall be inspected and protected by the Workshop according
to the instructions contained in this Product Information Sheet.
− When the engine is unpacked and stored in conditions differing from the original ones, the Workshop
shall inspect the engine in order to assess its storage conditions and shall pack the engine again in original
packaging in order to ensure a good state of preservation. Such inspection, protection and packaging of the
engine shall conform to these specifications.
− In the event of the engine being mounted on the Customer’s equipment, but not put into operation, the
Workshop shall inspect, protect and pack the engine as specified herein.
CAUTION
If the engine exhaust is piped to the outside, the Workshop shall check to ensure these connections
are perfectly sealed, impeding rainwater from getting inside the engine and causing serious damage to it.
− In the event of the engine having been started up and its commissioning being incomplete and not
expected to be completed at once (within one to six or more months), the Workshop shall recommend that
Customer should start the engine periodically (weekly) and operate it at least for one hour, idling or on low
load. In addition to the items described in this Product Information Sheet, the following points shall be checked
during the engine inspection:
− Draining of cooling circuits
− Oil and coolant levels and pressures
− Air filters
− Starter motor
− Unusual noise during operation
− Draining of condensates or water ingress from exhaust system
− Repair of fuel, coolant or lube oil leaks, if any.
Finally, the Workshop shall protect the engine according to the specifications contained in this document.
5. DEFERRED START-UP ENGINE INSPECTION

The Authorised Technical Service Workshop shall inspect the equipment in accordance with the following
guidelines, recording findings and results on form G-19-31 “Deferred Start-up Engine Inspection”.
Engine inspection comprises the following steps:

− Check packaging and protection of the engine as per document IM-C-C-00-001e and record whether the
engine has been installed and whether it has been started but not completely commissioned.
− Turn the engine by hand to check that it rotates freely and has not seized up.
− Inspect the unpainted machined surfaces for rust. Also, check to see if all inlets and outlets of the engine
(such as pump elbows, exhaust fume ducts, etc.) are adequately sealed and whether there is any part of the
engine missing. If you observed any defect or fault, report on the condition of the equipment.
− Remove all the rocker arms covers. Check pushrods, rocker arms, adjusting screws, valve springs for rust,
corrosion or contamination. If you observed any defect or fault, report on the condition of the equipment.
− Boroscope the combustion chambers of all the engine cylinders to see if there is water or moisture inside.
Also, check the cylinder liners or walls, cylinder head firing deck and valves for rust. If you observed any
defect or fault, report on the condition of the equipment.
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− Remove the covers from the exhaust manifold (water-cooled exhaust manifold) and from the intake
manifold. Check to see if there is moisture or corrosion inside. If you observed any defect or fault, report on
the condition of the equipment.
− Remove the camshaft covers. Inspect camshafts and auxiliary rocker arms for moisture or rust. If you
observed any defect or fault, report on the condition of the equipment.
− Remove the crankshaft covers. Inspect crankshaft, connecting rods, main bearing caps and crankcase for
moisture or rust. If you observed any defect or fault, report on the condition of the equipment.
− Remove the inspection covers from the gear covers (front and rear). Check the timing gears for moisture or
rust. If you observed any defect or fault, report on the condition of the equipment.
− Check turbochargers to see if their shafts rotate freely, if there is any blade damaged and if the axial
bearings are correctly lubricated. If you observed any defect or fault, report on the condition of the equipment.
− Check the water pumps of the engine to determine whether they rotate freely and their belts (in the case of
belt-driven pumps) are in good condition. If you observed any defect or fault, report on the condition of the
equipment.
− Check the injectors (jets) of the engine to make sure they inject fuel correctly. If you observed any defect or
fault, report on the condition of the equipment.
− Inspect wiring and electric and electronic devices (e.g. pickups, connectors, coils, HV leads, actuators,
etc.) to see if they are rusty, if they are adequately protected, if leads are coiled and packed in plastic bags. If
you observed any defect or fault, report on the condition of the equipment.
Record all findings and results on form G-19-31 “Deferred Start-up Engine Inspection” included at the end of this
document.
6. DEFERRED START-UP ENGINE PROTECTION

The Authorised Technical Service Workshop, after checking the equipment, shall protect or preserve it in
accordance with the following guidelines.
CAUTION
For engine protection, use only GUASCOR MOTOROIL PROTECTOR.
DANGER
The recommended protector contains oil distillates. Read the Material Safety Datasheet before use.
− Spray GUASCOR MOTOROIL PROTECTOR inside all of the rocker arms covers while turning the engine
manually. Apply said protector to push rods, rocker arms, adjusting screws and valve springs.
− Spray GUASCOR MOTOROIL PROTECTOR inside the combustion chambers through the jet or spark plug
housings while turning the engine manually. Spray when the piston is at TDC.
CAUTION
Before starting up engines that have been protected this way (especially gas engines), it will be necessary
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to inspect the combustion chambers and drain waste protective oil.

− Dry the inside of the exhaust manifold and the camshaft housing, if found humid during inspection. Spray
GUASCOR MOTOROIL PROTECTOR on the camshaft and, only in case of humidity, into the exhaust
manifold.
− Spray a thin coat of TECTYL 506 or similar rust-preventive oil on the unpainted machined surfaces that will
remain exposed, out of the engine (such as, for instance, the flywheel, etc.).
− Hermetically seal all the flanged elbows or inlet and outlet ports of the intake, exhaust, cooling and
lubricating systems with plastic, rubber or similar plugs or films.
− Apply GUASCOR MOTOROIL PROTECTOR with a brush to the control linkage and ball joints.
− Fit the electric and electronic components with connectors, protectors and caps, if missing. Put all leads
and cables in plastic bags. Also, apply TECTYL 506 or any similar substance to any components showing
signs of rust damage.
7. PACKING OF DEFERRED START-UP ENGINES

These instructions apply to engines with damaged packaging or unpacked. Packing deferred start-up engines
implies the steps that follow.
− Spread bags of desiccant evenly over the surface to be packed. The number of bags will be proportional to
the volume of the package.
− Cover the engine with heat-shrinkable plastic film and heat-seal it. Protect all sharp edges to prevent
damage to the plastic film. The wrapping must cover the machine entirely and be sealed at the bottom.
− The wrapping must enable lifting the engine without breaking; for this purpose, make holes in the wrapping as
follows. In the event of 6 or 12-cylinder engines, make two holes on both sides and one hole at each end; in
the event of 8 or 16-cylinder engines, make three holes on both sides and one hole at each end. Additionally,
the wrapping must have a window to gain access to the engine nameplate.
− Write the date inspected, protected and packed on the engine's packaging sticker.
8. APPLICABLE FORMS
Form G-19-31 – Deferred Start-up Engine Inspection
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310
Chapter 4
Operating instructions
311
312
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4 Operating instructions
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GUASCOR ENGINE BARRING GEAR
OPERATING INSTRUCTIONS
1. USE OF THE BARRING GEAR

The barring gear is located on the flywheel housing on the left side of the engine. It serves to turn the crankshaft
during maintenance operations (valve setting, bore scoping, etc.).
To use the barring gear:

1. Remove the barring gear cover.
2. Place the drive socket over the hex nut.
3. Push the barring gear shaft, until the pinion engages the ring gear.
4. Rotate the socket to turn the flywheel.
5. Upon completion of the maintenance operations, replace the barring gear cover.
CAUTION
NEVER TRY TO START THE ENGINE WITH THE SOCKET CONNECTED TO THE BARRING GEAR. THE
BARRING GEAR COULD SPIN, CAUSING THE SOCKET WRENCH TO BE THROWN, CAUSING SEVERE INJURY
OR DEATH!
7 6 8
9
4
6 8
4
3
3
1
1
4 4
5 5
2 2
Fig. 1 – Location on in-line engines Fig. 2 – Location on Vee engines
1 Complete barring gear 6 Pinion

2 Hexagonal nut (size 22) 7 Flywheel
3 Barring gear shaft 8 Ring gear
4 Spring (inspect periodically to insure that it is not broken) 9 Flywheel housing
5 Barring gear cover
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COOLING WATER QUALITY AND TREATMENT
1. GENERAL
In developing the engine set-up equipment, one point to bear in mind is the quality of the cooling water that will be
used, in order to prevent heat transfer problems.
Any water treatment programme mainly aims at protecting the cooling system from corrosion, deposit or scale which
might impair the continuous flow of the coolant.
The most typical problems with an engine cooling system arise from corrosion, cavitation, microbiological growth,
deposits and scale.
Corrosion
This is a metal degrading process arising from oxygen-triggered chemical or electrochemical reactions. As for cooling
systems, the reactive medium is water that attacks the metallic materials of piping and heat exchangers.
Corrosion is knowingly dependent upon the effect of temperature, high salinity (especially of chlorides), high water
velocity, alkalinity or acidity, dissolved solids, dissolved gas traces, microbial growth and pollution by manufacturing
process waste. The major negative effect of corrosion is a decrease in the engine components’ fatigue strength.
The following are the most frequently occurring types of corrosion:
- Electrochemical: Bonding of metals of varying electrochemical properties.

- Chemical: pH and salinity
- Physical: Abrasion and cavitation
- Differential aeration: Low deposits
- Bacterial: Sulphate-reducing bacteria, ferrobacteria, nitrifying bacteria, denitrifying bacteria.
Cavitation
Cavitation is a special type of erosive corrosion which frequently causes pitting of the cylinder walls. This occurs when
air bubbles on the cylinder surface remove the rust-preventive coating from the same. When the fuel mixture
explodes in the combustion chamber, the cylinder wall flexes and vibrates, which leads to air bubbles forming in the
coolant. Bubble concentration increases if the cooling system pressure is low or if this system leaks. Moreover, as
vibration grows, the amount of air bubbles in the coolant increases too.
To solve cavitation problems, purge the cooling circuit thoroughly and, for applications requiring high temperature,
keep the circuit under pressure. Also add coolant additives that will cover the metal surfaces and limit cavitation-
induced erosion and pinholes.
Scale
This is the crystallisation and deposition in their solid form of different combined ions present in water, due to
oversaturation of the solution at a given temperature. It usually appears as compact, hard and adhering deposits
of predominantly inorganic matters, but may occasionally take soft, non-adhesive forms and be a mixture of
organic and inorganic components.
The major compositions of scale include, but are not limited to: calcium carbonate, calcium sulphate, calcium
phosphate, magnesian salts, silica, and iron and manganese compounds. Scale forming depends on multiple factors
such as: temperature, salt concentration, pH and alkalinity, dissolved solids content, fluid-dynamic and thermostatic
conditions of the system, etc.
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One of the most typical reactions is:
Ca (HCO3)2 + heat CO2 + H2O + Ca CO3
Calcium bicarbonate Carbon dioxide Calcium carbonate

highly soluble (760 mg/l. approx.) (hardly soluble: only 30 mg/l. approx.)
The presence of scale has a significant impact on the performance and operation of the equipment, since some of its
effects are:
- Reduction in heat transfer

- Non-scheduled outages
- Maintenance costs
- Deterioration and overheating of exchangers
- Decrease in the quantity of circulating water
Microbiological growth
This basically originates in algae, fungi, bacteria and other micro-organisms to a lower extent, all of which avail
themselves of light, heat, sludge and contamination by the manufacturing process or otherwise, nutrients and pH to
keep growing. Special consideration is to be given to autotrophic bacteria (ferrobacteria and sulphate-reducing
bacteria) which can give rise to localised corrosion.
A product of this activity is sludge that builds up in the system, reducing its efficiency in addition to limiting the water
passage and decreasing the flow rate, which in turn results in an increase in temperature. Both observing the colour,
feel and smell of sludge and analysing it will provide information about its origin.
2. COOLING WATER QUALITY

In general, an engine coolant consists of water, additives and antifreeze.
There are several basic parameters that ensure optimum coolant quality and, thus, a trouble-free operation of the
equipment.
This is why, it is strongly advisable to have cooling water analysed at the planning stage or before commissioning, so
that should results fail to match the values in Table 1, the user can contact a water treatment specialist in order to
take the necessary actions to ensure compliance with those specifications.
According to information provided by the equipment and the available water analysis results, it is essential to
determine the optimum concentration and any appropriate external and internal treatment which will maintain the
above issues under control and ensure the lowest possible water consumption.
These are the most usual chemical treatments:
- Sludge dispersants or conditioners.

- Scale inhibitors.
- Corrosion inhibitors.
- Algicides
- Microbicides/biocides
- Biodispersants
In the market, there exist combined products suitable for treating different problems simultaneously.
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Minimum coolant requirements.
PARAMETERS VALUE UNITS

Aspect and odour Transparent, neutral odour, free from sediments
pH value @ 25ºC 7-9
Total hardness 35-170 / 2-9.5 ppm CO3Ca / dH
-2
Sulphates SO4 Max 100 ppm or mg/l
-
Chlorides Cl Max 40 ppm or mg/l
Nitrates Max 10 ppm or mg/l
Total dissolved solids (TDS) Max 300 ppm or mg/l
Conductivity @ 25ºC Max 400 μS/cm
Total alkalinity Max 150 ppm CO3Ca
TABLE 1
Aspect and Odour: Water-borne chemical compounds like phenols, several hydrocarbons, chlorine, organic matters
in any state of decomposition or the products of outgassing algae and fungi can give water a very strong odour and
taste, even if said compounds exist only in very small concentrations. Salts or minerals give water a salty or metallic
taste, but not always an odour.
Particles such as clay and silt, a.o., although not dissolved, are transported by water in either of two ways: as a
colloidal solution or in a dissolved condition that only persists while these particles are carried away by the flow of
water. Colloids will settle only if undergoing coagulation or flocculation (clumping of particles).
pH: The pH value expresses the acidity or alkalinity of an aqueous system. To be precise, it is the measurement of
the hydrogen ion "activity" in a given sample; in practical terms, it is a measure of the hydrogen ion concentration in a
sample. Since the pH scale is logarithmic and inverse, any increase in pH by one unit corresponds to a tenfold
decrease in the hydrogen ion molar concentration. The lower end of the scale (pH = 0) defines the acidity equivalent
to a solution of 1.0 M HCl whereas the upper end of the scale (pH = 14) represents the alkalinity equivalent to a
solution of NaOH 1.0 M.
Total hardness: The sum of temporary and permanent hardness. This is the sum of water dissolved metallic
ions. It is always stated in mg /l CO3Ca
Temporary hardness caused by acid calcium or magnesium carbonate. These bicarbonates precipitate, as water
warms up, to form insoluble carbonates.
Permanent hardness: due to the contents of sulphates, nitrates and calcium, magnesium, sodium and iron
chlorides. These salts do not precipitate as solutions.
Sulphates: Salts that dissociate in an aqueous solution and form ions which combine with calcium and magnesium.
These compounds combine with hydrogen to form acids which turn water corrosive.
Chlorides: The amount of chloride ions present in the system enhances the conductivity of water and affects the
protective film on the metallic surface, creating a favourable atmosphere for corrosion.
Nitrates: Salts that, in an aqueous solution, combine with hydrogen to form aggressive corrosive acids that may
damage the cooling system.
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Total alkalinity: Water alkalinity may be defined either as the water capacity to neutralise acids, react with
hydrogen ions, or accept protons or as a measure of the water total contents of alkaline substances (OH-).
Determining total alkalinity and different forms of alkalinity is important in chemical coagulation, softening and
corrosion control processes.
Natural water alkalinity generally derives from the presence of three types of ions: bicarbonates, carbonates and
hydroxides.
Some waters will contain other compounds (borates, silicates, phosphates, etc.) which contribute to their
alkalinity; but, in practice, the effect of these compounds is insignificant and can be disregarded.
Total dissolved solids: Solid substances appear in most waters as suspended materials or colloidal solutions.
They are measured in laboratory by the filtration method. Fine solids generate turbidity (NTU and JTU). Turbidity
is measured by the effect of light on these particles.
Conductivity: Electrical conductivity is the capacity of inorganic salts in solution (electrolytes) to conduct
electricity. Pure water hardly conducts electricity which is however conducted by water containing dissolved salts.
Positively and negatively charged ions are the elements that conduct electricity; the amount of conduction
depends on the number of existing ions and their mobility.
The use of distilled or de-ionised water increases the risk of corrosion and it is therefore necessary to add corrosion
inhibitors. Such additives can be rust-preventive products used alone or diluted in the antifreeze.
Additives. Antifreeze
The best way of avoiding problems due to corrosion, oxidation, scale, deposits, etc. in the cooling system is to treat
water with adequate additives which will protect the metallic surfaces of the system. These products form a rust-
proofing film on the surfaces of the cooling system, preventing corrosion and inhibiting settlements.
Thus, engine corrosion and rust can be fought with different types of anticorrosion additives.
Additive Protection / Purpose Inconvenient

Phosphates
Steel, iron, aluminium Unstable, fast wearing, deposits (caused by hard water).
(PO4)
Borates (BO4) Iron Corrode aluminium at high temperature.
Tolytriazol (TT) Copper

Fast wearing. They expand welds. Dangerous if combined with
Nitrites NO2 Iron (cavitation ) and steel
amines.
Aluminium, Iron, general, relative Fast wearing. Form films and, if excessive, they produce a "green
Silicates SiO3
neutralisation paste" that impairs heat transfer.
Aluminium, general, stable,
Carboxylic acids
neutralisers
Additionally, in order to prevent cooling water from freezing, it is recommended to add good quality commercial
antifreeze, even in hot climate areas, because such product raises the boiling point of cooling water, which impedes
that water boils and evaporates.
Antifreeze products are glycol-based water-soluble liquids (e.g. ethylene glycol, propylene glycol), which generally
contain the above mentioned additives whose object is to prevent the effects of corrosion, deposits, foam, etc.
An inadequate concentration will not only reduce frost protection or the boiling risk, but also increase cooling water
corrosiveness.
The effectiveness of a cooler-based cooling system decreases by ca. 2% per every 10% antifreeze added to the
coolant.
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The antifreeze-coolant ratio depends on the ambient temperature at the place of installation of the engine and it is the
antifreeze supplier who should state the concentration based on its product specifications and take responsibility for
any secondary effects. As a rule, GUASCOR recommends to add, at most, a 30% of glycol in water, since higher
concentrations can lead to a reduction of the coolant's heat transfer capacity.
Glycol Concentration, % weight
3. COOLANT TREATMENT
Maintaining cooling water in good condition will avoid troubles with and failures of the cooling system, as commented
earlier, as well as help us to detect a possible malfunction of the engine.
For instance, a decrease of the pH value together with an increase in the sulphate contents may be symptomatic of
water pollution by exhaust gases. On the other hand, a rise in chloride contents may be due to contamination by
seawater, and in this event, it would be advisable to inspect the engine and look for the source of the leak.
In closed circuits, where fluid refilling is infrequent, a complete corrective treatment can be applied initially, while
cooling water properties can be checked subsequently on refilling large amounts of water, but at least once a year.
In open systems that operate on large volumes of water, water treatment is very expensive. Input treatments are
usual practice or, if the installation allows, chemical cleaning will be undertaken periodically. For this type of system,
water tests are required to be made at least once a month, both at the cooling tower and in the water circuit to the
engine.
Companies specialising in water analysis and treatment possess test kits that enable users to check the cooling
system periodically.
If the results of periodic checks fail to match the values shown in Table 1, the customer must contact the water
treatment specialist, who has to participate actively in preparing and in defining the protection method most
suitable for the installation concerned.
Antifreeze decomposes into corrosive acids due to the cooling system's temperature cycles; contamination can build
up in the system and the corrosion inhibitors will eventually get exhausted. It is therefore recommended that the
antifreeze concentration in the system should be checked with a refractometer or hydrometer when testing the water
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quality. This will aid to ensure that the glycol concentration remains within adequate limits. By measuring the coolant
density as shown below, you can determine whether the antifreeze concentration is correct:
Glycol Concentration % weight Coolant density @ 20ºC Freezing point of coolant

10% 1,020 g/l -4ºC
20% 1,030 g/l -9.5ºC
30% 1,045 g/l -16.5ºC
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GUASCOR MOTOROIL 3040 PLUS
LUBE OIL FOR NATURAL GAS-FUELED ENGINES
1. INTRODUCTION
There currently exists no standard procedures for classifying lube oils to be used in gas-fueled engines. It is
therefore necessary to perform exhaustive field tests in order to approve a suitable lubricant. Along with the ash
contents, there are several key parameters to bear in mind when selecting motor oil for gas-fueled engines.
These include phosphorus content, resistance to oxidation and nitration (often produced by the high working
temperatures) and corrosion inhibition (particularly in the presence of aggressive gases).
2. DESCRIPTION
GUASCOR MOTOROIL 3040 PLUS is a lubricant designed by GUASCOR R&D division in collaboration with the
most prestigious lubricant manufacturers. It has been specially formulated for use in GUASCOR engines that
operate on natural gas or low methane number gas. See documents IC-G-D-30-002e and IC-G-D-30-013e.
GUASCOR MOTOROIL 3040 PLUS is a high-performance oil with a medium ash content. It is formulated with
prime quality paraffin bases that provide it with exceptional oxidation and nitration stability, great thermal
resistance, and a very low tendency to carbon deposit and residue build-up. So, it keeps its excellent performance
during many hours of operation. Additionally, this oil has a low foam-forming tendency, good demulsibility and
excellent corrosion protection for cylinders and bearings, while considerably reducing wear on piston rings, liners
and valve seats. All this leads to a long service life of the oil and long maintenance intervals of the filters.
Given its advanced formulation, GUASCOR MOTOROIL 3040 PLUS is specially suitable for modern four-stroke
gas engines with low oil demand. It has been specially developed to ensure long intervals between oil changes in
the natural gas-fueled engines whose usability is limited by the oil lifespan.
Its detergency and dispersancy system controls the forming of carbon deposits and sludge, which results in
cleaner engines, longer lasting oils and lower filter costs.
This oil has also been designed to provide exceptional protection against piston scoring and wear of cylinder
liners and piston rings.
3. APPLICATIONS
GUASCOR MOTOROIL 3040 PLUS has been specially designed and is recommended for providing the highest
performance in GUASCOR engines that operate on Natural Gas. It can however be used in all kinds of naturally-
aspirated or supercharged four-stroke gas-fueled engines, whether high or medium rated, that require a lubricant
having a medium ash content. Its formulation will guarantee an optimum engine life and lower maintenance costs.
Its scope of application encompasses stoichiometric combustion and lean-burn engines as well, ensuring low oil
consumption in both cases.
Owing to its low zinc and phosphorus content, this lube oil can be used in engines fitted with a catalytic converter,
which require lube oil having a medium ash content.
Its advanced technology enables managing wear of the valve train components as well as reducing the risk of
abrasion, scoring and accelerated wear of pistons and piston rings. This eventually implies lower operating and
maintenance costs of the gas engines.
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GUASCOR MOTOROIL 3040 PLUS
LUBE OIL FOR NATURAL GAS-FUELED ENGINES
4. ADVANTAGES AND BENEFITS

- Excellent behaviour in the presence of oxidation and nitration.
- Very high protection of cylinder head valve seats and guides.
- Excellent protection against piston scoring and liner surface wear.
- Excellent cleanness of the engine.
- Minimum deposit build-up.
- High foam-forming and corrosion resistance.
- Excellent performance of the alkaline reserve.
- Longer life of oil and filters.
- Lower maintenance costs.
5. HEALTH AND SAFETY

No special precautions are required for its use, except good personal hygiene and avoiding contact with the skin
for extended periods of time. There is a Material Safety Data Sheet available to anyone interested.
TYPICAL CHARACTERISTICS
PROPERTY ASTM GUASCOR MOTOROIL 3040 PLUS

Viscosity, SAE grade 40
o
Flashpoint, Open Cup method, C D-92 240
o
Freezing point, C D-97 -21
o
Density @ 15 C, g/cc D-4052 0,887
o
Viscosity, cSt @ 100 C D-445 14,17
Viscosity, cSt @ 40 ºC D-445 135,6
TBN, mg KOH/gr D-2896 8,74
The above values of typical properties are mean values given for guidance only. They do not constitute any
guarantee whatosever. These values are subject to change without prior notice.
_________________________________________________________________________________________________________________
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GUASCOR MOTOROIL 2040
LUBE OIL FOR BIOGAS OR BIOMASS GAS ENGINES
1. INTRODUCTION
There currently exists no standard procedures for classifying lube oils to be used in biogas-fueled engines. It is
therefore necessary to perform exhaustive field tests in order to approve a suitable lubricant. Along with the ash
contents, there are several key parameters to bear in mind when selecting motor oil for gas-fueled engines.
These include phosphorus content, resistance to oxidation and nitration (often produced by the high working
temperatures) and corrosion inhibition (particularly in the presence of aggressive gases).
2. DESCRIPTION
GUASCOR MOTOROIL 2040 is a lubricant designed by GUASCOR R&D division in collaboration with the most
prestigious lubricant manufacturers. It has been specially formulated for use in GUASCOR engines that operate
on biogas or biomass gas. Refer to document IC-G-D-30-003e and IC-G-D-30-004e.
GUASCOR MOTOROIL 2040 is an oil with a high ash content. It is formulated with prime quality paraffin bases
and its set of additives has been specially developed to neutralise the highly corrosive action of biogases. Its
properties are outstanding thermal stability, low foam-forming tendency, good demulsibility and excellent
corrosion protection for cylinders and bearings. Not only does it impair the formation of carbon deposits, sticky
build-ups and sludge, it also reduces wear on piston rings, liners and valve seats considerably.
Given its advanced formulation, GUASCOR MOTOROIL 2040 is specially suitable for modern four-stroke gas
engines with low oil demand. It provides optimum cleanness of the engine and protection against deposit build-
ups. Besides, its set of additives protects against piston scoring and cylinder surface wear.
3. APPLICATIONS
GUASCOR MOTOROIL 2040 has been specially designed and is recommended for providing the highest
performance in GUASCOR engines that operate on biogas or acid gas. It can however be used in all kinds of
naturally-aspirated or supercharged four-stroke gas engines, whether high or medium rated, that require a
lubricant having a high ash content, high Total Base Number (TBN) and enough alkalinity retainability to
neutralise chlorine-derived organic acids (TOHCl) or hydrogen sulphide (H2S) in moderate levels. Its scope of
application encompasses stoichiometric combustion and lean-burn engines as well, ensuring low oil consumption
in both cases.
4. ADVANTAGES AND BENEFITS

- High resistance to corrosive gas attacks.
- Excellent behaviour in the presence of oxidation and nitration.
- Very high protection of cylinder head valve seats and guides.
- Maximum protection against piston scoring and liner surface wear.
- Excellent cleanness of the engine.
- Minimum deposit build-up.
- High foam-forming and corrosion resistance.
- Excellent performance of the alkaline reserve.
- Long service life.
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GUASCOR MOTOROIL 2040
LUBE OIL FOR BIOGAS OR BIOMASS GAS ENGINES
5. HEALTH AND SAFETY

No special precautions are required for its use, except good personal hygiene and avoiding contact with the skin
for extended periods of time. There is a Material Safety Data Sheet available to anyone interested..
TYPICAL CHARACTERISTICS
PROPERTY ASTM GUASCOR MOTOROIL 2040

Viscosity, SAE grade 40
o
Flashpoint, Open Cup method, C D-92 253
Freezing point, oC D-97 -21
o
Density @ 15 C, g/cc D-4052 0,897
o
Viscosity, cSt @ 100 C D-445 13.5
Viscosity, cSt @ 40 ºC D-445 127.6
TBN, mg KOH/gr D-2896 10
The above values of typical properties are mean values given for guidance only. They do not constitute any
guarantee whatosever. These values are subject to change without prior notice.
_________________________________________________________________________________________________________________
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FUEL SPECIFICATIONS FOR GAS ENGINES. GENERAL
1. AIM
This product datasheet defines the conditions a gas must comply with in order for it to be used as a fuel in
GUASCOR gas engines. Every parameter or component out of this specification should be consulted to
and authorized by GUASCOR, else GUASCOR won't take any malfunctioning responsibilities.
2. GASES USED AS ENGINE FUELS

The gaseous fuels used in internal combustion engines are available in a large variety of compositions and
conditions of supply, which will affect the configuration, design, life expectancy and performance of the engine to
a greater or lesser extent,. The gaseous fuels used in Guascor engines may range from "dry" natural gas to
different kinds of synthesis gases resulting from thermochemical processes or the anaerobic digestion of organic
matters.
In all cases, the gas is a mixture of major constituents, some combustible and others inert, and a number of minor
or low-concentration components which may however play an important role for the correct operation of the
engine, since they could be very harmful in quantities exceeding the manufacturer-specified limits.
As a consequence, it is necessary to assess the fitness of a given type of gas for its use in internal combustion
engines. Where appropriate, the gas must be cleaned or filtered, to make it match the specifications required for
its use in IC engines, by limiting its contents of corrosive and abrasive components, in order to guarantee a
reasonable service life of the engine.
Depending on the type of constituents to be completely or partly eliminated from the gas so as to adjust their
concentration to the specifications, one of several filtering techniques may be used. GUASCOR does not wish to
make any recommendation with respect to any of them, provided that the limit values specified in this document
are complied with. However, Guascor has experience in this field and may be consulted for advice by the
customer, on the understanding that Guascor will not assume any responsibility for the effectiveness or
performance of the recommended equipment or systems. Any such responsibility being directly incumbent upon
the system's supplier.
2.1. BASIC PARAMETERS OF GASEOUS FUELS
There are several basic parameters to bear in mind when specifying or selecting a gas-fueled engine. Those
parameters, which are listed below, can be calculated with reference to the chemical analysis of the fuel mixture:
- LHV (Lower Heat Value): This indicates the amount of energy available per unit volume or mass of gas. Its SI
units are kJ/mn3 or kJ/kg.
- Methane number: Is an indicator of a gas mixture's pro-knock tendency. The higher the methane number, the
smaller the pro-knock tendency. This is a dimensionless number.
- Density: This is the mass per unit volume of combustible gas. It depends on pressure and temperature. So,
for its measurement, standardized values of pressure and temperature are normally used, namely 101325 Pa
(1 atm) and 0ºC. The SI unit of density is kg/mn3.
- Stoichiometric A/F ratio: Indicates the minimum amount of air necessary for a complete combustion of the
fuel gas mixture. It is a dimensionless number representing the ratio of air volumes or masses per unit of fuel
gas.
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3. ANALYSIS OF FUEL GAS

For the characterization of the gas to be used as a fuel, it will be necessary to carry out a chemical analysis of the
same. Such an analysis will be made first in order to select the type of engine required and to check the gas
conformity with the specifications for its use as an engine fuel. Additionally, gas analysis shall be conducted
whenever harmful constituents are suspected to be present in the gas as well as from time to time as part of the
installation monitoring.
3.1. SAMPLING FREQUENCY
For all the specified types of gas, the sampling frequency will be determined as follows:
Project Phase: At least one complete analysis shall be made for each application.
Start-up Phase: During the first year, analysis shall be made at least every six months for natural gas, every
three months for landfill and digester gas, and every month for gases resulting from thermochemical processes.
Operation Phase: Once the gas properties have been found stable (one year without relevant variations), the
following minimum analysis program can be established: once a year for natural gas, once every six months for
landfill and digester gas, once every three months for gas from thermochemical processes.
The intervals of the above analysis program may be increased, provided the stability of the supplied fuel gas has
been demonstrated.
3.2. ANALYSIS LABORATORIES.
Guascor can advice the customer on the availability of laboratories where to make the required gas composition
analysis.
In any case, Guascor reserves the right to carry out its own analysis on fuel gas fed to the engine.
4. CONTAMINANTS AND FACTORS AFFECTING THE ENGINE OPERATION

The fuel gas contaminants and factors affecting the engine operation fall within these categories:
- Important variations in the fuel gas composition and conditions of supply. In case there are variations in
the composition, pressure, temperature and humidity of the fuel gas affecting its basic specification
parameters (see point 2.1), their effect can be the engine breakdown or operation in conditions beyond those
advisable. By important variations, we mean also those which are within the fuel specifications but differ by
±5% from the design value given to the manufacturer or the engine start-up conditions. At times, a small
adjustment will suffice to adapt the engine to the new conditions; but any change whatsoever in the supplied
gas conditions over the aforesaid limit must be reported to the engine manufacturer or maintenance staff who
will come to tune the engine as necessary.
- Contaminants that cause abrasive wear to the engine components. These include all the substances
contained in the gas, which circulate at high speed inside the engine, either upstream or downstream of the
combustion chamber, and may therefore cause abrasive wear to different parts of the engine, leading to
engine failure or to a reduction of its life expectancy. Belonging to this category are such compounds as
siloxanes, gas combustion salts, metal particles, oils, tar, etc.
- Contaminants that corrode the engine components. This category refers to those substances which, due
to their chemical nature, are capable of attacking both the metallic parts and the fluids of an engine, and thus
leading to engine failure or to a reduction of its life expectancy. Within this group are acids compounds,
ammonia, and even condensation water that sometimes contributes to increasing the harmful effects of the
contaminants, etc.
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Although not explicitly referred to in this document, any gas constituent which has any of the described effects on
the engine components, should be considered as included in the list of harmful contaminants and it will be the
customer's responsibility to follow the engine manufacturer's recommendations specific to each case of
application.
5. GUASCOR SPECIFICATIONS FOR FUEL GASES

5.1. LOWER HEAT VALUE
Lower heat values of fuel gases may be within the following ranges:
NATURAL GAS: 30 / 43 MJ/mn3 equal to 7165 / 10270 kcal/mn3 (See IC-G-D-30-002)

DIGESTER GAS: 23 / 30 MJ/mn 3 equal to 5490 / 7165 kcal/mn 3 (See IC-G-D-30-003)
LANDFILL GAS: 17 / 23 MJ/mn 3 equal to 4060 / 5490 kcal/mn 3 (See IC-G-D-30-003)
LEAN LANDFILL GAS: 14 / 17 MJ/mn 3 equal to 3350 / 4060 kcal/mn 3 (See IC-G-D-30-003)
RICH SYNGAS: 7.0 / 14 MJ/mn 3 equal to 1670 / 3350 kcal/mn 3 (See IC-G-D-30-004)
LEAN SYNGAS: 4.6 / 7.0 MJ/mn 3 equal to 1100 / 1670 kcal/mn 3 (See IC-G-D-30-004)
LOW METHAN NUMBER GAS: 40 / 47 MJ/mn 3 equal to 9560 / 11230 kcal/mn 3 (See IC-G-D-30-013)
5.2. CONTAMINANTS OF FUEL GAS
Listed below are the contaminants that are normally found in gases used as fuel in GUASCOR engines.
Contaminants other than those listed are not allowed in the fuel gas.
The permissible amounts of those contaminants in each type of fuel are stated in the relevant Product Information
sheets. Refer to IC-G-D-30-002e for natural gas, to IC-G-D-30-003e for digester and landfill gas, to IC-G-D-30-
004e for gases from thermochemical processes, and to IC-G-D-30-013 for low methane number gases.
5.2.1. SULFUR COMPOUNDS LIKE H2S.
Among the sulfur compounds present in fuel gases, hydrogen sulfide (H2S) is the most common one. Hydrogen
sulfide is a corrosive compound that is normally contained in gases resulting from the decomposition of organic
matter. There are limitations to its concentration in fuel gases because:
- H2S attacks the metal parts of the engine - above all those containing copper - reducing their service life and
performance.
- H2S leads to premature degradation of lubricating oil. Indeed, an acidic constituent, H2S will attack the oil
additives, reducing the life of oil, if its concentration is out of the specifications.
- H2S generates sulfur oxide releases at the exhaust. Emissions of sulfur oxides are limited by law and also
attack the exhaust gas piping, silencers, turbochargers, valves, etc.
5.2.2. HALOGENATED COMPOUNDS ( F, CL, BR, I ) SUCH AS CL –
Halogenated compounds may be very harmful to the engine, if they are present in the form of acidic elements in
the fuel gas or in the combustion products. They normally develop in landfill gases, and to a lesser extent, in
digester gases and in gases from thermochemical processes. Due to their chemical nature, the acids of this type
of constituents are extremely corrosive, they attack almost all the metallic parts of the engine and destroy the
additives of lubricating oil, thus reducing its life.
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5.2.3. SILICON COMPOUNDS
Silicon compounds appear in fuel gases in either of two type groups:
a) inorganic silicon compounds, having their origin in mineral material introduced in the gas flow, such as
silicates and silica, and which can be classified in the group of gas-borne solid particles; or
b) organic silicon compounds, which include siloxanes as the most frequent ones, are hard to detect because
they require special analysis techniques, generally have their origin in the degradation of the many silicon-
based products used in the industry for manufacturing general-purpose products, paints, cosmetics, cleaning
products, etc.
Those compounds are present in the form of gas or vapor in the fuel flow and, generally, are harmless to the
engine until their combustion. Combustion transforms the silicon they contain into silicon dioxide, silicates and
other crystalline compounds that precipitate, forming abrasive particles inside the engine and jamming valves,
pistons and other parts essential to the operation of the engine.
Moreover, a portion of the silicon content migrates from the combustion chamber to the lubricating oil, reducing
the oil properties, which in turn affects engine parts that are not in direct contact with the combustion chamber.
5.2.4. AMMONIA (NH3)
Ammonia is a chemical compound that can either attack different elements of an engine alone or combine with
other more acidic constituents to form ammonia salts that will abrade the engine components. Also, the NOx
emissions of the engine may increase, as ammonia compounds pass through the combustion chamber, where
ammonia transforms itself into nitrogen oxides.
5.2.5. RESIDUAL OILS AND TAR
Oils and tar are usually carried along by the fuel gas. They are in the liquid phase or they condense when the gas
temperature decreases. Their presence is attributable to lubricant leaks in the gas compression equipment.
However, they are also present in large quantities in gases from thermochemical processes. Their effects on the
engine include plugging of filters and regulators, as well as a lower performance of the turbochargers and dirtying
of aircoolers, etc.
5.2.6. SOLID PARTICLES
Solid particles act as abrasives on the engine components and they also give rise to failure when they
accumulate and block certain items of equipment impeding them to operate correctly. Solid particles are the major
source of inorganic silicon entering the engine with the fuel gas.
5.3. ENGINES WITH A CATALYTIC CONVERTER
The GUASCOR engines with a catalytic converter to reduce emissions deserve a special treatment within this
document. Catalytic converters require the fulfillment of several special requisites in terms of fuel gas
contaminants and lubricating oils used in the engine. This is why the fuel gas specifications must be checked by
GUASCOR in accordance with the type and brand of catalytic converter whenever one is installed on the engine.
(See IC-G-D-45-001)
Catalytic converters may be reliably used only on natural gas-fueled engines. All other types of gas do not meet
the specifications required by the catalytic converter manufacturers.
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6. ENGINE LUBE OIL ANALYSIS AS AN INDICATOR OF THE FUEL GAS

CHARACTERISTICS.
On certain occasions, lubricating oil analysis may serve as a relative measure of the quantities of contaminants
that may show up in a fuel gas fed to the engine.
Lubricating oil is one of the engine consumables that permit to rapidly notice a deterioration of their properties due
to the increase in the amounts of contaminants in the fuel gas.
In those installations where there are no continuous sampling of gas contaminants and where it is thus possible to
have periods of time in which the limits specified in this document could be surpassed, we recommend, for a
reliable operation of the engine, that the lubricating oil of the engine should be analyzed frequently according to
the criteria set forth in GUASCOR Product Information Sheet IO-G-M-25-001e. Those analysis would allow to
predict the type of contaminants entering the engine or which components of the engine are getting deteriorated,
before any breakdown occurs.
Depending on the oil analysis results, it might be decided to make a specific analysis of the fuel gas contaminants
which might be affecting the engine, so as to be able to take any appropriate actions rapidly and effectively.
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FUEL SPECIFICATIONS - NATURAL GAS

Below are the basic parameters of the fuel gas which need be checked, according to the gas origin.
1.1. NATURAL GAS
Natural gas consists in a mixture of light hydrocarbons and inert constituents. It is of mineral origin. Its
composition will be determined by analyzing at least the following parameters:
1. Description of the place where the analysis is conducted (within an installation or at a location)
2. Date/time of sampling
3. Date/time of analysis
4. Analysis procedures employed
5. Gas temperature and pressure
6. CH4 concentration (Vol %)
7. C2H6 concentration (Vol %)
11. +C6 concentration (Vol %)
12. CO2 concentration (Vol %)
13. N2 concentration (Vol %)
14. O2 concentration (Vol %)
15. CO concentration (Vol %)
16. H2 concentration (Vol %)
17. H2S concentration (ppm or mg/mn3)
18. Gas relative humidity (%)
As a general rule, the above elements are the usual constituents of natural gas and their measurement is by gas
chromatography. However, where there are doubts about the total gas composition, it will be necessary to check
additionally for the presence of the following compounds:
19. Halides concentration (ppm or mg/mn3)
20. Siloxanes concentration (mg/mn3): at least TMOH, TMS, L2, L3, L4, D3, D4, D5
21. NH3 concentration (ppm or mg/mn3)
22. BTEX concentration (ppm or mg/mn3)
23. Oils and tar concentration (mg/mn3)
24. Solid particles concentration (mg/mn3)
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Lower heat values of natural gas may be within the following range:
− 30 / 43 MJ/mn3 equal to 7165 / 10270 Kcal/mn3 natural gas
As for engines with a mechanical carburetion system, the maximum permissible variation in the gas LHV is ±5%
with regard to the carburetion point. Greater variations would mean that carburetion must be readjusted.
Engines with an electronic carburetion system must be used where LHV variations can be as high as ±10%;
above this limit, the gas composition has to be continually monitored with an analyzer.
LHV variation in excess of 1%/min. absolute value shall not be allowed over time.
2.2. METHANE NUMBER
The minimum value for the methane number (AVL) of natural gas is fixed at 75. For lower values, contact
GUASCOR.
2.3. SUPPLIED GAS CONDITIONS
In this respect, the following applies:
2.3.1. SUPPLIED GAS PRESSURE AND TEMPERATURE
Since the acceptable gas pressure and temperature at the inlet to the engine depend on the carburetion system
the engine is equipped with, refer to the following Product Information documents for the applicable ranges:
- IC-G-D-30-006e: Engines with a TECJET 50 type electronic carburetion system

- IC-G-D-30-007e: Engines with a TECJET 50+ type electronic carburetion system
- IC-G-D-30-008e: Engines with a mechanical carburetion system
- IC-G-D-30-015e: Engines with a ELEKTRA 50 type electronic carburetion system
2.3.2. GAS HUMIDITY
The gas relative humidity at the inlet to the gas ramp shall always be less than 80% and by no means shall water
be allowed to condense over the engine components. Therefore, we recommend that gas is fed to the engine at a
temperature exceeding the water dew point by at least 15ºC. Natural gas does not usually imply serious humidity
problems.
2.3.3. OXYGEN IN GAS
For engines with a mechanical carburetion system, the maximum permissible quantity of oxygen (O2) in the gas is
2% vol. For higher values or fluctuations greater than ±1% in relation to the carburetion point, it will be necessary
to use engines with an electronic carburetion system and continuous monitoring of the gas composition by an
analyzer.
2.3.4. HYDROGEN IN GAS
The maximum permissible hydrogen (H2) content in a fuel gas is 12% vol. H2.
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2.3.5. HIGHER HYDROCARBONS IN GAS
The maximum permissible quantity of C4+ hydrocarbons (butane and higher) shall not exceed 2% of the total gas
mixture volume. For greater percentages, contact GUASCOR.
Therefore, we recommend that gas is fed to the engine at a temperature exceeding the gas dew point by at least
15ºC.
Listed below are the maximum permissible values of the contaminants that are normally found in natural gas used
as fuel in GUASCOR engines. The stated limits may not be exceeded; neither are contaminants - other than
those listed below - allowed in the fuel gas.
2.4.1. SULFUR COMPOUNDS STATED AS H2S.
For GUASCOR engines, the maximum permissible limit of H2S equivalent* is set at:
− 1400 ppm ---- 2125 mg /mn3 ENGINES WITHOUT CATALYTIC CONVERTER

− 100 ppm------- 150 mg /mn3 ENGINES WITH A CATALYTIC CONVERTER
*: In order to calculate the H2S equivalent in other sulfur compounds, the mass of S present in the sulfur
compound may be taken as a basis for the mass of H2S, considering organic and inorganic compounds.
-
2.4.2. HALOGENATED COMPOUNDS ( F, Cl, Br, I ) STATED AS Cl
–
HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl equivalent /mn3
and the remaining constituents are considered as if they were chlorine, using the following equations:
Fluor = 2 Chlorine Bromine = 0.5 Chlorine Iodine = 0.25 Chlorine
Accordingly, for GUASCOR engines, the maximum permissible level of halides, expressed as chloride equivalent,
is set at:
-
− 80 ppm ---- 100 mg Cl equivalent* / mn3 ENGINES WITHOUT CATALYTIC CONVERTER
-
− 6.5 ppm ----8 mg Cl equivalent* / mn3 ENGINES WITH A CATALYTIC CONVERTER
*: Organic and inorganic halides must be taken into consideration.
GUASCOR has set the maximum permissible content of silicon in a fuel gas at:
− 7 mg / mn3 * ENGINES WITHOUT CATALYTIC CONVERTER

− NIL ENGINES WITH A CATALYTIC CONVERTER
In calculating the proportion of silicon in siloxanes, it is reasonable to take an average of 37% of silicon per total
siloxanes.
*: Given the difficulties in analyzing and quantifying the silicon compounds in a fuel gas (Contact GUASCOR for
information on reference laboratories), it is generally agreed that the silicon content in the oil of the engine should
not exceed 75 ppm during the contracted maintenance period of the engine concerned. Accordingly, this value
may also be deemed to be the maximum relative limit of silicon in the fuel.
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For GUASCOR engines, the maximum permissible content of ammonia in the fuel gas is set at:
− 60 ppm ---- 45 mg / mn3
Condensation is not allowed.
Consult GUASCOR about analysis methods.
GUASCOR has established the following limits in connection with the presence of solid particles in fuel gas:
Maximum permissible particle size: 5 microns (μm)
Maximum concentration of particles 1 to 5μm in size:
− 10 mg / mn3
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3. SUMMARY TABLE
Symbol Parameter Limit value Engine/application Comments

3
LHV Lower heat value 30-43 MJ/mn All Natural gas engines Natural gas
<±5% Mechanical carburetion Readjust carburetion
<±10% Electronic carburetion
ΔLHV LHV variation
Electronic carburetion
>±10% Continuous gas analyzer required
Continuous gas analyzer
∇LHV LHV gradient <1%PCI/min All Natural gas engines

MN Methane number >75 All Natural gas engines
IC-G-D-30-006 Electronic carburetion TECJET 50
Supplied gas pressure and IC-G-D-30-007 Electronic carburetion TECJET 50+

P&T
temperature IC-G-D-30-008 Mechanical carburetion Zero pressure regulator and screw
IC-G-D-30-015 Electronic carburetion ELEKTRA 50
ϕ Gas humidity <80% All Natural gas engines No condensation
WetDewT Wet gas dew point >15º less than Tgas All Natural gas engines Recommended
<2% vol.
O2 Oxyen in gas Mechanical carburetion Readjust carburetion
<±1% carb. point
>2% vol. Continuous methane meter for automatic
O2 Oxygen in gas Electronic carburetion
>±1% carb. point setting of carburetion
H2 Hydrogen in gas <12% vol. All Natural gas engines

C4+ Higher hydrocarbons <2% vol. All Natural gas engines
DryDewT Dry gas dew point >15º less than Tamb All Natural gas engines @ max. supplied gas P. Recommended
<1400 ppm W/o catalytic converter
H2S hydrogen sulfide equivalent Total sulfur: H2S equivalent
<100 ppm W/ catalytic converter
-
Cl Chlorine equivalent F, Cl, Br, I organic and inorganic
<6.5 ppm W/ catalytic converter
3
<7 mg/mn W/o catalytic converter Analyze: TMOH,TMS,L2,L3,L4,D3,D4,D5
Si Silicon and siloxanes
Nil W/ catalytic converter Besides, <75ppm of Si in engine oil
NH3 Ammonia <60 ppm All Natural gas engines

Condensations not
Tar Oils and tar All Natural gas engines Condensable oil vapors
allowed
<5 μm All Natural gas engines

Dust Solid particles Larger size not allowed.
3
<10 mg/m (1-5μm)
n All Natural gas engines
Summary table of natural gas fuel specifications for GUASCOR engines
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ANAEROBIC DIGESTION GAS FUEL SPECIFICATIONS –
LANDFILL AND DIGESTER GAS

3.1. ANAEROBIC DIGESTION GAS. LANDFILL AND DIGESTER GAS
Landfill and digester gases are the products of the anaerobic digestion (in the absence of oxygen) of organic
matter present in dump waste, sewage sludge and agricultural and food industries. Their composition will be
determined by analyzing at least the following parameters:
1. Description of the place where the analysis is conducted

15. Concentration of other sulfur compounds (ppm or mg/mn3)
16. Gas relative humidity at engine intake (%)
17. Concentration of halides (ppm or mg/mn3)
18. NH3 concentration de (ppm or mg/mn3)
19. Concentration of siloxanes (mg/mn3): at least TMOH, TMS, L2, L3, L4, D3, D4, D5
20. Concentration of BTEX (mg/mn3)
21. Concentration of solid particles (mg/mn3)
Additionally, where problems are suspected to take place due to the gas composition, the gas analysis should
include the following elements:
22. +C6 concentration (Vol %)

25. Concentration of oils and tar (mg/mn3)
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2. GUASCOR POWER SPECIFICATIONS FOR FUEL GASES

Lower heat values of anaerobic digestion gas may be within the following range:
- 23 / 30 MJ / mn3 equal to 5490 / 7165 Kcal / mn3: Digester gas

- 17 / 23 MJ / mn3 equal to 4060 / 5490 Kcal / mn3: Landfill gas
- 14 / 17 MJ / mn3 equal to 3350 / 4060 Kcal / mn3 : Lean landfill gas, only for SFGLD and HGM engines
2.2. METHANE NUMBER
This type of gases, containing high CO2 concentrations, usually give high methane numbers.

2.3.2. GAS HUMIDITY
temperature exceeding the water dew point by at least 15ºC. As regards anaerobic digestion gases, the water
dew point should preferably be fixed at values below 283K when working in the recommended range of
temperatures.
analyzer.
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A greater oxygen content in the gas than specified indicates that the anaerobic process does not perform
adequately.
The maximum permissible hydrogen (H2) content in a fuel gas is 12% vol. H2. Big concentrations of this element
are not usually found in this type of gases.
The maximum permissible quantity of C4+ hydrocarbons (butane and higher) shall not exceed 2% of the total gas
mixture volume. Big concentrations of these elements are not usually found in this type of gases.
Listed below are the maximum permissible values of the contaminants that are normally found in the anaerobic
digestion gas used as fuel in GUASCOR POWER engines. These values has the referenced to the LHV of the
gas. The stated limits may not be exceeded; neither are contaminants - other than those listed below - allowed in
the fuel gas.
For GUASCOR POWER engines, the maximum permissible limit of H2S equivalent* is set at:
− 70 mg / MJ ENGINES WITHOUT CATALYTIC CONVERTER
compound may be taken as a basis for the mass of H2S, considering organic and inorganic compounds
For the calculation of the H2S concentration in the indicated units, (mg / MJ), it is necessary to know the gas LHV
in MJ / mn3. The following formula will be used:
Conc. (mg / MJ) = conc. (ppm) x 1.52 / LHV (MJ / mn3)

Or Conc. (mg / MJ) = conc. (mg / mn3) / LHV (MJ / mn3)
Example:
Measured concentration of sulfur compounds: 800 ppm
For a 22 MJ / mn3 LHV gas, the concentration in mg / MJ is:

Conc. (mg / MJ) = 800 (ppm) x 1.52 / 22 (MJ / mn3) = 55 < limit

Conc. (mg / MJ) = 800 (ppm) x 1.52 / 14 (MJ / mn3) = 87 > limit
-
–
HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl equivalent / MJ
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Accordingly, for GUASCOR POWER engines, the maximum permissible level of halides, expressed as chloride
equivalent, is set at:
-
− 3.5 mg Cl equivalent* / MJ ENGINES WITHOUT CATALYTIC CONVERTER
For the calculation of the Cl- concentration in the indicated units, (mg / MJ), it is necessary to know the gas LHV in
MJ / mn3. The following formula will be used:

Example:
Measured concentration of halogenated compounds: HCl 20 ppm y HF 10 ppm

Concentration of Cl- equivalent: 20 ppm(HCl) + 2 x 10 ppm(HF) = 40 ppm(Cl-)

Conc. (mg / MJ) = 40 (ppm(Cl-)) x 1.63 / 22 (MJ / mn3) = 3 < limit

Conc. (mg / MJ) = 40 (ppm(Cl-)) x 1.63 / 14 (MJ / mn3) = 4.7 > limit
GUASCOR POWER has set the maximum permissible content of silicon in a fuel gas at:
− 0.2 mg / MJ * ENGINES WITHOUT CATALYTIC CONVERTER
siloxanes.
For the calculation of the silicon concentration in the indicated units, (mg / MJ), it is necessary to know the gas
LHV in MJ / mn3. The following formula will be used:
*: Given the difficulties in analyzing and quantifying the silicon compounds in a fuel gas (Contact GUASCOR
POWER for information on reference laboratories), it is generally agreed that the silicon content in the oil of the
engine should not exceed 75 ppm during the contracted maintenance period of the engine concerned.
Accordingly, this value may also be deemed to be the maximum relative limit of silicon in the fuel.
Example:
Measured silicon compounds: 4 mg / mn3

Conc. (mg / MJ) = 4 (mg / mn3) / 22 (MJ / mn3) = 0.19 < limit

Conc. (mg / MJ) = 4 (mg / mn3) / 14 (MJ / mn3) = 0.29 > limit
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For GUASCOR POWER engines, the maximum permissible content of ammonia in the fuel gas is set at:
− 1.5 mg / MJ
For the calculation of the ammonia concentration in the indicated units, (mg / MJ), it is necessary to know the gas

Example:
Measured ammonia concentration: 30 ppm


Conc. (mg / MJ) = 30 (ppm) x 0.76 / 14 (MJ / mn3) = 1.6 > limit
Condensation is not allowed.
Consult GUASCOR POWER about analysis methods.
GUASCOR POWER has established the following limits in connection with the presence of solid particles in fuel
gas:
− SFGLD / FGLD engines: 0.3 mg / MJ
For the calculation of the solid particle concentration in the indicated units, (mg / MJ), it is necessary to know the
gas LHV in MJ / mn3. The following formula will be used:
Conc. (mg / MJ) = conc. (mg / mn3) / LHV (MJ / mn3)
Example:
Measured solid particle concentration: 5 mg / mn3


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3. SUMMARY TABLE

3
23-30 MJ/mn All biogas engines Digester gas
Lower heat value 3
LHV 17-23 MJ/mn All biogas engines Landfill gas
3
14-17 MJ/mn SFGLD and HGM Lean landfill gas
ΔLHV LHV variation <±10% Electronic carburetion
>±10% Electronic carburetion
Continuous gas analyzer required
∇LHV LHV gradient <1% LHV/min Continuous gas analyzer

IC-G-D-30-007 Electronic carburetion TECJET 50+
Supplied gas pressure and IC-G-D-30-008 Mechanical carburetion Zero pressure regulator and screw
P&T
temperature IC-G-D-30-012 Electronic carburetion TECJET 110
ϕ Gas humidity <80% All biogas engines No condensation
WetDewT Wet gas dew point >15º less than Tgas All biogas engines Recommended
WetDewT Wet gas dew point <283K All biogas engines Recommended
<2% vol. Readjust carburetion. Problems with
O2 Oxygen in gas Mechanical carburetion
<±1% carb. point anaerobic digestion
>2% vol. Continuous methane meter for automatic

O2 Oxygen in gas Electronic carburetion
>±1% carb. point setting of carburetion
H2 Hydrogen in gas <12% vol. All biogas engines

C4+ Higher hydrocarbons <2% vol. All biogas engines
H2S Hydrogen sulfide equivalent <70 mg/MJ W/o catalytic converter Total sulfur: H2S equivalent
-
Cl Chlorine equivalent <3,5 mg/MJ W/o catalytic converter F, Cl, Br, I organic and inorganic
Analyze: TMOH,TMS,L2,L3,L4,D3,D4,D5
Si Silicon and siloxanes <0,2 mg/MJ W/o catalytic converter
Besides, <75ppm of Si in engine oil
NH3 Ammonia <1,5 mg/MJ All biogas engines
Condensation not
Tar Oils and tar All biogas engines Condensable oil vapors
allowed
<5 μm All biogas engines
<0,3 mg/MJ (1-5μm) All biogas engines
Summary table of anaerobic digestion gas specifications for GUASCOR POWER engines
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FUEL GAS SPECIFICATIONS – SYNTHESIS GAS (SYNGAS)

1.1. GASES RESULTING FROM THERMOCHEMICAL PROCESSES. GASIFICATION AND PYROLISIS.
This category includes gases resulting from the gasification or pyrolisis of biomass, waste tires and sundry solid
materials. They develop under the heating of the initial organic matter in the presence or absence of air. Their
composition will be determined by analyzing at least the following parameters:
1. Description of the place where the analysis is conducted

18. Gas relative humidity at engine intake (%)
19. Concentration of oils and tar (mg/mn3)
20. Concentration of solid particles (mg/mn3)
22. Concentration of other sulfur compounds (ppm or mg/mn3)
24. Concentration of halides (ppm or mg/mn3)
25. Concentration of BTEX compounds (mg/mn3)
26. Concentration of siloxanes (mg/mn3): at least TMOH, TMS, L2, L3, L4, D3, D4, D5
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Lower heat values of gases from thermochemical processes may be within the following range:
- 4.6 / 7.0 MJ / mn3 equal to 1100 / 1670 Kcal / mn3: lean syngas
- 7.0 / 14.0 MJ / mn3 equal to 1670 / 3350 Kcal / mn3: rich syngas
2.2. METHANE NUMBER
The methane number is not considered in this type of gases.

2.3.2. GAS HUMIDITY
temperature exceeding the water dew point by at least 15ºC. As regards synthetic gases from thermochemical
processes, the gas dew point should preferably be fixed at values below 278K when working in the recommended
range of temperatures.
analyzer.
A greater oxygen content in the gas than specified indicates that the thermochemical process does not perform
adequately.
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The allowed quantity of hydrogen (H2) in fuel must contribute a lower value of 40% of the fuel LHV. For higher
porcentajes consult GUASCOR.
Calculation for % LHV of H2:
LHV total = %vol CH4 * LHVCH4 (MJ/mn3) + %vol CO * LHVCO (MJ/mn3) + %vol H2 * LHVH2 (MJ/mn3) + %vol C2H4 *
LHVC2H4 (MJ/mn3) + %vol C2H6 * LHVC2H6 (MJ/mn3) + other hydrocarbons.
An example of calculation is shown in next lines:
Component % Volumen (1) Component Chemical formula LHV (MJ/mn3)(2)

Methane 10 Methane CH4 35,818
Carbon Monoxide 30 Carbon Monoxide CO 12,62
Hydrogene 45 Hydrogene H2 10,777
Ethene (ethilene) 1 Ethene (ethilene) C2H4 63,76
Ethane 1 Ethane C2H6 59,04
Nitrogene 3
Carbon Dioxide 11
(1)
Dry gas
(2)
LHV from ISO 6976-E 1996, at 0ºC.
Total LHV example = 0,10*35,818 + 0,3*12,62 + 0,45*10,777 + 0,01*63,76 + 0,01*59,04 = 13,445 MJ/mn3
H2 LHV example = 0,45*10,777 = 4,85 MJ/mn3
% LHVI H2 = (LHV H2/ LHV Total) *100 = (4,85/13,445) *100 = 36%
This gas comply especification, the % LHV from hydrogen is lower than 40% of Total LHV.
The maximum permissible quantity of lineal C4+ hydrocarbons (butane and higher) shall not exceed 1% of the
total gas mixture volume. For greater percentages, contact GUASCOR.
Listed below are the maximum permissible values of the contaminants that are normally found in natural gas used
as fuel in GUASCOR engines. The stated limits may not be exceeded; neither are contaminants - other than
those listed below - allowed in the fuel gas.
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− 70 mg / MJ ENGINES WITHOUT CATALYTIC CONVERTER
compound may be taken as a basis for the mass of H2S, considering organic and inorganic compounds.
For the calculation of the H2S concentration in the indicated units, (mg / MJ), it is necessary to know the gas LHV
in MJ / mn3. The following formula will be used:

Example:
Measured concentration of sulfur compounds: 300 ppm


Conc. (mg / MJ) = 300 (ppm) x 1.52 / 5 (MJ / mn3) = 91 > limit
-
–
HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl equivalent / MJ
is set at:
-
− 3.5 mg Cl equivalent* / MJ ENGINES WITHOUT CATALYTIC CONVERTER
For the calculation of the Cl- concentration in the indicated units, (mg / MJ), it is necessary to know the gas LHV in
MJ / mn3. The following formula will be used:

Example:
Measured concentration of halogenated compounds: HCl 20 ppm y HF 10 ppm

Concentration of Cl- equivalent: 4 ppm(HCl) + 2 x 4 ppm(HF) = 12 ppm(Cl-)

Conc. (mg / MJ) = 12 (ppm(Cl-)) x 1.63 / 7 (MJ / mn3) = 2.8 < limit

Conc. (mg / MJ) = 12 (ppm(Cl-)) x 1.63 / 5 (MJ / mn3) = 3.9 > limit
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− 0.2 mg / MJ * ENGINES WITHOUT CATALYTIC CONVERTER
siloxanes.
For the calculation of the silicon concentration in the indicated units, (mg / MJ), it is necessary to know the gas
Example:
Measured silicon compounds: 1.2 mg / mn3

Conc. (mg / MJ) = 1.2 (mg / mn3) / 7 (MJ / mn3) = 0.17 < limit

Conc. (mg / MJ) = 1.2 (mg / mn3) / 5 (MJ / mn3) = 0.24 > limit
− 1.5 mg / MJ
For the calculation of the ammonia concentration in the indicated units, (mg / MJ), it is necessary to know the gas

Example:
Measured ammonia concentration: 12 ppm

Conc. (mg / MJ) = 12 (ppm) x 0.76 / 7 (MJ / mn3) = 1.3 < limit

Conc. (mg / MJ) = 12 (ppm) x 0.76 / 5 (MJ / mn3) = 1.8 > limit
Condensation is not allowed. The temperature of gas in the engine inlet must be over the dew point, but it must
comply with the specifications defined in the product information of 2.3.1.
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GUASCOR proposes the European Standard Technical Specification CEN/BT/TF 143 as methodology to
determine the gas tar content. Knowing the tar composition, the gas dew point can be calculated.
For the use of other methods consult GUASCOR.
− 0.3 mg / MJ ENGINES WITHOUT CATALYTIC CONVERTER
For the calculation of the solid particle concentration in the indicated units, (mg / MJ), it is necessary to know the
gas LHV in MJ / mn3. The following formula will be used:
Example:
Measured solid particle concentration: 2 mg / mn3


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3. SUMMARY TABLE

3
7.0 – 14.0 MJ/mn All syngas engines Rich syngas
LHV Lower heat value 3
4.6 – 7.0 MJ/m n All syngas engines Lean syngas
ΔLHV LHV variation <±10% Electronic carburetion

>±10% Electronic carburetion
Continuous gas analyzer required
∇LHV LHV gradient <1% LHV/min Continuous gas analyzer
MN Methane number ------------------- All syngas engines

Supplied gas pressure and
P&T IC-G-D-30-008 Mechanical carburetion Zero pressure regulator and screw
temperature
ϕ Gas humidity <60% No condensation
WetDewT Wet gas dew point >15º less than Tgas All syngas engines Recommended
WetDewT Wet gas dew point <278K Recommended
Readjust carburetion. Problems with
<2% vol. Mechanical carburetion
thermochemical process
O2 Oxygen in gas
Continuous methane meter for automatic
>±1%vol. carb. point
setting of carburetion
H2 Hydrogen in gas <40% of total LHV All syngas engines
C4+ Higher hydrocarbons <2% vol. All syngas engines
H2S Hydrogen sulfide equivalent <70 mg / MJ W/o catalytic converter Total sulfur: H2S equivalent
-
Cl Chlorine equivalent <3.5 mg / MJ W/o catalytic converter F, Cl, Br, I organic and inorganic
Analyze: TMOH,TMS,L2,L3,L4,D3,D4,D5
Si Silicon and siloxanes <0.2 mg / MJ W/o catalytic converter
NH3 Ammonia <1.5 mg / MJ All syngas engines
Condensation not
Tar Oils and tar W/o catalytic converter Condensable oil vapors
allowed
<5 μm All syngas engines
<3 mgr / MJ (1-5 μm) W/o catalytic converter
Summary table of syngas specifications for GUASCOR engines
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FUEL SPECIFICATIONS – LOW METHANE NUMBER GAS

1.1. LOW METHANE NUMBER GAS
Low methane number gas is characterised by an important content of heavy linear hydrocarbons, although
methane is the major component. Low grade natural gas and dry gas are examples of this type of gases. It is of
mineral origin.
Its composition will be determined by analyzing at least the following parameters:
1. Description of the place where the analysis is conducted (within an installation or at a location)
11. C6 concentration (Vol %)
23. Gas relative humidity (%)
24. Halides concentration (ppm or mg/mn3)
25. BTEX concentration (mg/mn3)
26. Oils and tar concentration (mg/mn3)
27. Solid particles concentration (mg/mn3)
As a general rule, the above elements are the usual constituents of this type of gases and their measurement is
by mass partition chromatography. However, where there are doubts about the total gas composition, it will be
necessary to check additionally for the presence of the following compounds:
28. Siloxanes concentration (mg/mn3): at least TMOH, TMS, L2, L3, L4, D3, D4, D5
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Lower heat values of natural gas may be within the following range:
- 40 / 47 MJ/mn3 equal to 9600 / 11200 Kcal/mn3
2.2. METHANE NUMBER
The minimum value for the methane number (AVL) of this type of gases is fixed at 45. For lower values, contact
GUASCOR.
2.3.1 SUPPLIED GAS PRESSURE AND TEMPERATURE

- IC-G-D-30-015e: Engines with an Elektra 50 type electronic carburetion system
2.3.2 GAS HUMIDITY
temperature exceeding the water dew point by at least 15ºC.
2.3.3 OXYGEN IN GAS
For engines with a mechanical carburetion system, the maximum permissible quantity of oxygen (O2) in the gas
is 2% vol. For higher values or fluctuations greater than ±1% in relation to the carburetion point, it will be
necessary to use engines with an electronic carburetion system and continuous monitoring of the gas
composition by an analyzer.
2.3.4 HYDROGEN IN GAS
The maximum permissible hydrogen (H2) content in a fuel gas is 12% vol. H2.
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2.3.5 HIGHER HYDROCARBONS IN GAS
The maximum permissible quantity of C4 hydrocarbons (butane) shall not exceed 7% of the total gas mixture
volume. For greater percentages, contact GUASCOR.
The maximum permissible quantity of C5+ hydrocarbons (pentane and higher) shall not exceed 2% of the total
gas mixture volume. For greater percentages, contact GUASCOR.
We recommend feeding gas into the engine at a temperature at least 15º higher than the dew point of C5+
hydrocarbons.
Listed below are the maximum permissible values of the contaminants that are normally found in gas used as fuel
in GUASCOR engines. The stated limits may not be exceeded; neither are contaminants - other than those listed
below - allowed in the fuel gas.
2.4.1. SULFUR COMPOUNDS STATED AS H2S
- 1800 ppm ----- 2800 mg / mn3 ENGINES WITHOUT CATALYTIC CONVERTER

- 130 ppm ------- 200 mg / mn3 ENGINES WITH A CATALYTIC CONVERTER
compound may be taken as a basis for the mass of H2S.
2.4.2. HALOGENATED COMPOUNDS ( F, Cl, Br, I ) STATED AS Cl-
HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl- equivalent//mn3 and
the remaining constituents are considered as if they were chlorine, using the following equations:
is set at:
- 105 ppm ----- 130 mg Cl- equivalent* / mn3 ENGINES WITHOUT CATALYTIC CONVERTER
- 8.5 ppm ---- 10.7 mg Cl- equivalent* / mn3 ENGINES WITH A CATALYTIC CONVERTER
- 8 mg / mn3* ENGINES WITHOUT CATALYTIC CONVERTER

- NIL ENGINES WITH A CATALYTIC CONVERTER
siloxanes.
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- 80 ppm ------ 60 mg / mn3
No condensates allowed.
- 12 mg / mn3
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3. SUMMARY TABLE
Mechanical/electronic
PCI Lower heat value MJ/mn3
Carb.
ΔPCI LHV variation <±10% Electronic carburetion
>±10% Electronic carburetion Continuous gas analyzer required
∇PCI LHV gradient <1% LHV/min
Carb.
MN Methane number >
Carb.
Supplied gas pressure
P &T and temperature
IC-G-D-30-008 Mechanical carburetion Zero pressure regulator and screw
Gas humidity
IC-G-D-30-015 Electronic carburetiona ELEKTRA 50
φ Gas humidity <80% No condensation
Carb.
>15º lower than Mechanical/electronic
WetDewT Oxyen in gas Recommended
Tgas Carb.
<2% vol.
O2 Mechanical carburetion Readjust carburetion
Oxygen in gas <±1% carb. rating
>2% vol. Continuous methane meter for
O2 Electronic carburetion
>±1% carb. rating automatic setting of carburetion
H2 Lower heat value <12% vol.
Carb.
C4 Butane <7%
Carb.
C5+ Higher hydrocarbons <2%
Carb.
>15ºC lower than Mechanical/electronic @ max. supplied gas P.
DryDrew Dry gas dew point
Tamb Carb. Recommended
hydrogen sulfide <1800 ppm W/o catalytic converter
H2S Total sulfur: H2S equivalent
equivalente <130 ppm W/ catalytic converter
Cl- Chlorine equivalent F, Cl, Br, I organic and inorganic
<8,5 ppm W/ catalytic converter
<8 mg/mn3 W/o catalytic converter Analyze:
Si Silicon and siloxanes TMOH,TMS,L2,L3,L4,D3,D4, D5
Nil W/ catalytic converter
NH3 Ammonia <80 ppm
Carb.
No condensates Mechanical/electronic
Tar Oils and tar Condensable oil vapors
allowed Carb.
<5 μm Larger size not allowed.
Carb.
Dust Solid particles 3
<12 mg/mn (1-5 Mechanical/electronic
μm) Carb.
Summary table of low methane number gas fuel specifications for GUASCOR engines
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STARTING AND STOPPING GAS ENGINES
1. AIM
The aim of this product information sheet is to define a gas engine starting and stopping procedure.
2. PREPARATIONS FOR STARTING UP FOR THE FIRST TIME

Before starting up for the first time, the following operations shall be carried out.
2.1. Pre-start Inspection
General checks:
- Ensure that there are no power transmitting devices connected (clutches, brakes, etc.).
- Also inspect drive belts. Examine for good condition and correct tension. If a cooling fan is used, be sure it is
free to turn, the journal bearings are properly lubricated and the belt tension is correct.
- Make certain that all guards and shields are secure on engine and equipment. Remove all loose tools, rags,
fittings or other equipment, which may be picked up by external moving parts of the engine.
- Use a starter bar to turn over the engine several revolutions to be sure that nothing will interfere with the
turning of moving parts. Do not forget to remove the bar when this has been checked.
- Ensure that there are no oil, fuel or coolant leaks on all joined surfaces.
Refrigeration (engine coolant circuit):
- Check the coolant level and concentration. Add additional quantity if necessary. If the amount of coolant to be
added is large, open the drainage valves to allow the removal of air bubbles. It is advisable to check the entire
coolant circuit in order to find out the cause of any significant leaks of coolant.
- Check the entire water circuit checking that all the control valves are open and all the drainage valves are
closed.
Lubrication (oil circuit):
- Check the lubricant oil levels daily; adding more oil is required to maintain the level above the minimum
indicated with the dipstick, unless an automatic oil level regulator has been installed. It is advisable to check
the oil level regulator periodically to make sure it works properly.
- Start the prelube system (if any) until the indicator shows a positive oil pressure.
NOTE
The engines are supplied without oil. It is necessary to disassemble the drainage plugs to allow a small amount
of oil and condensate to drip, accumulating in the bottom of the sump during the storage. Tighten the plugs
firmly after this operation. Fill with oil in accordance with the instructions given in the chapter on maintenance.
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Fuel (gas circuit):
- Make sure that the fuel is supplied at the right pressure. If the motor is equipped with a magneto-piloted gas
cut-off valve, ensure that this is set by turning the rotating control to the "START" position.
Air filter:
- Check the status of the clogged air filter indicator. If the indicator is red, press the button at the top of the
indicator to reset it. If the indicator turns red again when the engine reaches full load, change the main filter
and the safety filter.
2.2. Operation
Compliance with these regulations will have a decisive influence on the life of the engine:
- Avoid sudden load increases when the engine is cold.
- Avoid prolonged operations when the engine is running with no load or a very light load.
3. PRECAUTIONS TO BE TAKEN AT EACH START-UP

3.1. Engine Start-up
The procedure for starting up an engine is described below:
1. Before starting up, be aware of the manual stop lever, in order to operate this if necessary.
2. Start the start-up sequence.
3. Wait for the oil pressure indication signal when the motor has started up.
CAUTION
If, within a period of 10 seconds, no oil pressure has been indicated, stop the engine immediately. Never keep
the engine in operation without an oil pressure indication.
4. Allow the engine to warm up, running idle, until the oil pressure is normal and the coolant temperature reaches
39ºC (102ºF).
NOTE
The oil pressure may reach 7 bar (100 psi) with cold oil at start-up.
5. If possible, apply load gradually to avoid overloading the engine.
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NOTE
Turbocharged engines are more sensitive to the rate at which a load is supplied. Apply the load at a rate, which
allows the turbocharger time to respond to the increasing exhaust gas energy.
CAUTION
Do not operate a turbocharged engine for prolonged periods (fifteen minutes or above) at light load or idle. Under
this condition the turbocharger may be damaged by the accumulation of carbon, which does not have a chance to
burn off completely. This does not occur when a turbocharged engine is operated at normal. Allow a turbocharged
engine to idle for three to five minutes before shutting down after heavy load operation. This allows the
temperatures of the turbocharger components as well as engine valves and other working parts to stabilise to
moderate levels.
6. Operating inspection: There are series of important aspects, which must be checked while the engine is in
operation.
- Examine the water, fuel and oil conduits in case of leaks, mechanical damage or corrosion.
- Inspect the level and status of coolant. The presence of rust, foam or oil in the coolant indicates the need to
overhaul the circuit.
- Observe and note down the operating parameters. Variations with regard to the normal values may indicate
that anomalies are occurring.
- Listen to the sound of the engine. Some problems such an occasional false explosions, failures of the
turbocharger bearings or problems with the water pumps, may be detected at the outset by unusual sounds
from the engine.
3.2. Engine Shut-down
1. Reduce the load gradually.
2. Remove load by releasing the clutch, brake, electric alternator switch or whatever the power transmission
device may be.
3. Make the engine turn over without any load for a few minutes in order to lower and balance the temperatures
of the different components.
CAUTION
Before doing anything to the engine, let it cool for at least ten minutes after shut-down.
4. Check the gas supply has been cut off at the engine.
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5. Post-lubricate the engine during five minutes after shut-down (when fitted with a pre-lube/post-lubrication
system). On HGM-series engines, post-lubrication shall last at least 15 minutes to prevent oil warming in the
turbocharger shaft.
4. NORMAL START AND STOP PROCEDURE

During normal operation, the start-up procedure shall be as follows:
1. Start the engine with both the ignition system and the fuel supply off, in order to eliminate any residual fuel from
the intake and exhaust lines.
2. First turn the ignition system on, and next the fuel supply.
During normal operation, the shut-down procedure shall be as follows:
1. Turn the fuel supply to the engine off.
2. Allow the engine to turn over several times and then disconnect the ignition system. Any residual gas will get
out of the system or will burn in the cylinders before the ignition system is off.
5. EMERGENCY START AND SHUT-DOWN

In case of an emergency, shut down the engine by turning the fuel supply and ignition system off at the same
time. Failure to comply with this rule may lead to irreparable damage, injury or death.
CAUTION
Before restarting the engine after an emergency shutdown, wait for 10 minutes until the engine
temperatures have stabilised. Do not restart the engine, unless the causes of the shutdown have been
completely identified and the problems solved. Failing to do this may lead to irreparable damage, injury or death.
Once the problems have been identified and solved, you can restart the engine according to the normal start-up
procedure described in point 4.
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GAS ENGINE CARBURATION
1. INTRODUCTION
Tuning of an engine in order to ensure its correct operation means that different elements or parameters of the
same, namely iginition timing and the air/fuel ratio, are adjusted.
Depending on the application of the engine and on the specifications or regulations to be complied with, tuning
will be the most appropriate to meet these requirements, e.g. maximum thermal efficiency, lowest emissions, etc.
As for compliance with the regulations on permissible emission levels, it is essential to determine the proper
air/fuel ratio and to this effect, the GUASCOR POWER engines include adequate tuning capabilities.
2. SPECIFICATIONS
The thermal balance-sheets of GUASCOR POWER Gas (lean burn) engines specify the NOx emission level that
can be achieved for each engine, based on the preset ignition timing and the different cooling water temperature
settings. The engine carburation is adjusted so that the specified NOx level is complied with in each case.
Normally, the NOx value is related to 5% Oxygen (provided the applicable legislation does not specify another
reference oxygen level for correction).
ATTENTION
Never carburet an engine, taking the percentage value of oxygen in the exhaust as a reference, but the NOx
referred to above.
NOTE
To calculate the emissions, refer to doc. IC-C-D-40-001e “Emission Units Conversion”.
3. REMARKS
Compliance with this specification is conditional upon correct tuning and adequate maintenance of the engine, in
particular with regard to ignition timing and spark plugs.
On engines with mechanical controller, engine carburation faults may occur mainly due to any of the following
circumstances:
- Change in the gas supply conditions (pressure, temperature, humidity and composition of gas).
- Change in room temperature or in the temperature of the intake manifold.
- Plugging of air filters.
As a result, it is necessary to increase exhaust emission controls with a view to making any correction of the
air/fuel ratio that may be required to prevent the engine from running at risk.
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GAS ENGINE CARBURATION
Unusual emission values can denote any of different problems with the engine, according to the component of the
exhaust gases which is out of standard and the engine behaviour. For instance:
- High oxygen level: denotes ignition problems (old spark plugs, broken or defective spark plug, faulty
connection of a wire, failure of the ignition unit...). It is associated with a high level of Total Hydrocarbons
(THC), if measured. Also, the exhaust temperatures will be lower on the affected cylinder bank and possible
unbalance will be observed between the two banks of Vee engines.
- The engine will not reach its rated power, although the emission levels show a good mixture: This can be
caused by air filter plugging or by problems with the butterfly valve.
- The engine will not reach its rated power and the emission levels denote a very poor mixture: This is due to
engine carburation faults or problems with the gas system (low gas pressure, dirty gas filter, valves not
opening correctly, ...). Also, the exhaust temperatures will be lightly lower and the butterfly valve will be fully
open.
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EMISSION UNITS CONVERSION
1. EMISSION UNITS CONVERSION

For further information on emission computation and units conversion, refer to ISO 8178-1.
Exhaust emissions are usually stated in any of the following units:
Parts per million - ppm (1)

Milligrams per cubic meter (normal) - mg/mn3 (2)
Grams per kilowatt-hour - g/kWh
Below are bases of unit conversion for a number of components:
1.1. Converting ppm to mg/Nm3
Multiply the ppm value by the density of the gas to be measured under normal conditions, which is, in kg/Nm3:
NOx such as NO2 2.05

SO2 2.85
CO 1.25
THC (C/H RATIO 1.85) 0.619
CH4 0.717
NMHC (Non Methane HydroCarbons) are calculated by subtracting CH4 (methane) from THC (Total
HydroCarbons).
When measuring mg/Nm3, the usual practice is to take a reference exhaust oxygen value; in this event, the result
must be multiplied by:
20.9 - O2 ref (%)
-----------------------------
20.9 - O2 measured (%)
Generally, the most frequent O2 ref (%) values are 5 and 15, and they are specified by the applicable legislation.
1.2. Converting ppm to g/kWh
The formulae reproduced below is approximate; the exact computation method is defined in ISO 8178-1.
Emis (g/kWh) = Emis (ppm)w x factor x Flow rate of wet exhaust gas (kg/h) / Power (kW) / 1000
where:
- factor is the relative density-to-air ratio (or molecular weight ratio):
NOx 1.587
SO2 2.21
CO 0.966
THC (C/H ratio 1.85) 0.479
CH4 0.555
- the exhaust gas flowrate appears on the thermal balance sheets; it is a wet basis concentration value. The
emission value in ppm used in the formulae must be a wet basis value (usually NOx, SO2 and CO are
measured in dry emitted gas) and the calculation of NOx requires correction to account for the ambient
humidity.
For Guascor gas engines, the Qexh / Power factor normally lies between 5 - 6.
(1) Parts per milion by volume, sometimes noted ppmv

(2) (Normal conditions: Temperature 273 K and Pressure 1013 mbar)
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EMISSION UNITS CONVERSION
- To change from a dry basis concentration “Emis (ppm)d“ to a wet basis concentration “Emis (ppm)w“ use the
following equation:
Emis (ppm)w = Emis (ppm)d x factor
where factor is in the order of:

Diesel engines: 0.92 (± 0.03)
Lean gas engines: 0.88 (± 0.03)
The factor in the above equation can be calculated accurately, by applying the definition in ISO
8178-1.
When using g/bHPh units, the equivalence is 1 bHP = 0.7457 kW
1.3. ISO Cycles
On many occasions (e.g. Marine engines), emissions are calculated by taking measurements under various
operating conditions of the engine and applying weighting factors for each checkpoint. Legislations specify which
cycle must be applied to calculate the emissions. These are the most common cycles:
- C1 Cycle
Speed Rated Speed Intermediate Speed Idling

Torque (%) 100 75 50 10 100 75 50 0
Weighting Factor 0.15 0.15 0.15 0.1 0.1 0.1 0.1 0.15
- D2 Cycle
Speed Rated Speed

Torque (%) 100 75 50 25 10
Weighting Factor 0.05 0.25 0.3 0.3 0.1
- E2 Cycle
Speed Rated Speed

Torque (%) 100 75 50 25
Weighting Factor 0.2 0.5 0.15 0.15
- E3 Cycle
Speed (%) 100 91 80 63

Torque (%) 100 75 50 25
Weighting Factor 0.2 0.5 0.15 0.15
- E5 Cycle
Speed (%) 100 91 80 63 Idling

Torque (%) 100 75 50 25 0
Weighting Factor 0.08 0.13 0.17 0.32 0.3
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EXHAUST EMISSIONS OF GAS ENGINES
1. INTRODUCTION
Tuning of an engine in order to ensure its correct operation means that different elements or parameters of the
same, namely iginition timing and the air/fuel ratio, are adjusted.
Depending on the application of the engine and on the specifications or regulations to be complied with, tuning
will be the most appropriate to meet these requirements, e.g. maximum thermal efficiency, lowest emissions, etc.
As for compliance with the regulations on permissible emission levels, it is essential to determine the proper
air/fuel ratio and to this effect, the GUASCOR engines include adequate tuning capabilities.
2. SPECIFICATIONS
The thermal balance-sheets of GUASCOR Gas (lean burn) engines specify the NOx emission level that can be
achieved for each engine, based on the preset ignition timing and the different cooling water temperature settings.
The engine carburation is adjusted so that the specified NOx level is complied with in each case. Normally, the
NOx value is related to 5% Oxygen (provided the applicable legislation does not specify another reference
oxygen level for correction).
ATTENTION
Never carburet an engine, taking the percentage value of oxygen in the exhaust as a reference, but the NOx
referred to above.
NOTE
To calculate the emissions, refer to doc. IC-C-D-40-001e “Emission Units Conversion”.
3. VARIATIONS OF EXHAUST CONCENTRATIONS

The described variations have been considered, based on the same NOx level.
Carbon Oxide (CO)
- As for CO emissions, the most significant variations are due to changes in the mixture strength (NOx varies)
and in ignition timing (for an identical NOx value). The natural gas quality plays a part, but to a smaller extent,
CO concentrations decreasing as the presence of heavy hydrocarbons diminishes (rise of the methane
number). Smaller ignition advances mean lower CO concentrations in exhaust gases. The model of
combustion chamber may alter the range of CO variation according to ignition advance. Remember that a
reduction of the ignition advance results in lower performance of the engine.
- Variations due to changes in the inlet mixture temperature or the ambient temperature do not imply significant
changes in the exhaust CO quantity, at an identical NOx value.
- The presence of CO in fuel gas means a greater amount of CO in exhaust emissions.
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EXHAUST EMISSIONS OF GAS ENGINES
CO CO
ADVANCE
AVANCE11 >
> AVANCE
ADVANCE2 2
AVANCE 1
ADVANCE 1
ADVANCE
AVANCE 22
Increasing methane
Nº de Metano number->
creciente -> NOx creciente
Increasing NOx ->->
CO variation according to the gas quality (methane nr.) and to the mixture strength and ignition timing
Non-Methane Hydrocarbons (NMHC)
- The greater the methane number, the smaller the amount of NMHC in the exhaust gases. One of the major
causes of NMHC variations in the exhaust gases is the gas quality. The larger the presence of NMHC in the
fuel gas is, the greater it is in the exhaust gases. Non-Methane Hydrocarbons lower the methane number of a
gas.
- The leaner the mixture is made (which would imply reducing the NOx), the larger the amount of unburnt
hydrocarbons as well as of NMHC in the exhaust gases, since combustion worsens.
- Reducing the ignition advance (maintaining the exhaust NOx level unchanged) implies a decrease in the
NMHC. Remember however that a reduction of the ignition advance results in lower performance of the
engine.
- Variations due to changes in the inlet mixture temperature or ambient temperature do not lead to significant
changes in the exhaust NMHC quantity at an identical NOx values.
NMHC NMHC
ADVANCE
AVANCE 11>>AVANCE
ADVANCE
2 2
ADVANCE
AVANCE 1 1
AVANCE 2
ADVANCE 2
Increasing methane
Nº METANO number->
creciente -> NOx creciente
Increasing NOx ->->
NMHC variation acc. to the gas quality (methane nr.) and to the mixture strength and ignition timing
IC-G-D-40-001e_B 361
Chapter
Title IP
OIL LEVEL INDICATORS
1. DESCRIPTION
A level indicator is a device that combines a visual oil level tube with high and low alarms. It provides protection
against any high oil level due to possible water or fuel ingress as well as against a low level arising from high oil
consumption or leakage. A visual oil level indicator with cover allows checking the lubricant condition and level
without stopping the equipment. When the float hits the high or low limit switch, it activates the alarm of the
equipment.
2 3 5 9
6
A
MAX.
B
MIN.
1 8 7
1 Oil level indicator

3 High level adjuster
5 Low level adjuster
6 Float
7 2-way valve
8 Oil sump
9 Connecting rods inspection cover
2. OPERATION AND INSTALLATION

The function of this device is to provide visual check of the oil level in the oil sump and to trigger a warning alarm
when the level reaches the defined low or high limit. Therefore, the high and low oil limits will vary according to
the oil capacity of the sump for each model of engine, as shown hereafter.
IO-C-M-25-006e_D 362
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Title IP
OIL LEVEL INDICATORS
A B
ENGINE
mm mm
F 180AN 180 205
F180T/TB 85 142
2 3 5 F 180 TAB/TAC 85 142
F 240 TAB 85 142
F/SF 180 TA 85 142
F/SF 240 TA 85 142
6
A
MAX. F/SF 360 TA 47 107

B
F/SF 480TA 47 107

FG/FGLD/SFGLD/SFGM 180 85 142
MIN.
4 FG/FGLD/SFGLD/SFGM 360 47 107
SFGLD/SFGM 560 16 62
1 HGM 560 47 107
1 Oil level indicator

3 High level adjuster
5 Low level adjuster
6 Float
The inside diameter of the outlet pipe to the sump must be at least 12 mm. The venting pipe to the sump must be
6 mm in outside diameter, connected to a point above the lubricant level and free of restriction due to bends or
obstacles of any kind.
With the engine running, the oil level in the indicator must normally lie between the two defined limits. This way, in
the event of oil overfilling due to a failure of the automatic supply system, fuel or water ingress or if oil leaks, the
device outputs the high-level or low-level alarm signal, as appropriate.
With the engine at rest, the oil level in the indicator may rise up to the high limit, occasionally indicating a situation
of excess oil. This results from backflow, i.e. oil flows back from the lubricating circuit to the sump, when the
engine has stopped.
3. MAINTENANCE
It sometimes occurred that, due to a lack of cleaning, the oil level indicator showed a normal level, whereas the
amount of oil in the equipment was above or below the permissible limits due to the plugging of the pipe that
connects the oil level indicator to the oil sump of the engine.
Cleaning the oil level indicator is a simple process that requires little time and must be included in the engine
maintenance programme. It is advisable to clean the equipment at the time of an oil change and at least once a
year. The cleaning operation consists in removing the flexible pipes, both the sump-venting pipe and the
connection pipe to the oil sump, and checking that they are not blocked.
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Title IP
AUTOMATIC OIL LEVEL CONTROLLER
1. DESCRIPTION
In gas or diesel engine-driven facilities that operate 24 hours a day or so, it is advisable to mount an oil level
controller. Diesel engines for industrial applications usually incorporate such a device, while engines for marine
applications do not normally have it.
The oil level controller is a mechanical actuator fitted on the oil sump in the lower part of the engine. It has a float
inside a small tank, which opens or closes the oil inlet to the sump according to the oil level present in the oil
sump at any time. This actuator further incorporates two sensors detecting maximum level and minimum level
and providing the control panel with alarm and/or emergency stop signals. GUASCOR engines do not use this
latter function of the actuator, since they incorporate another system that monitors the high and low oil levels in
the crankcase (see IO-C-M-25-006e).
Connection to
crankcase Oil supply
CONNECTION
TO
CRANKCASE
Oil to sump
OIL SUPPLY
OIL LEVEL
OIL TO SUMP
2. INSTALLATION AND OPERATION

For its installation, the oil level controller comes with a universal bracket and two fasteners. Their function is to
secure the device to the engine as well as to set the device at such a height that the indicator level is aligned with
the oil level in the oil sump when the engine is running and oil warm.
Thus, the height from the adjusting nut to the oil sump base will vary according to the engine model. Deviations
from correct height or position on the engine may lead to excess filling of the oil sump. Besides, it is important to
tighten the fasteners correctly to prevent engine vibrations from altering the position of the oil controller (see
enclosed table).
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ENGINE HEIGHT
180/240 150 mm
360/480 205 mm
560/HGM 260 mm
HIGH LEVEL (*)

NORMAL LEVEL (*)
1 Oil supply hose LOW LEVEL (*)
2 Venting hose
3 Oil controller hose to oil sump
4 Height adjusting screw
HEIGHT
Since the automatic oil level controller is connected to the oil sump through a hose, the oil level it shows matches
the actual level in the sump. This is true both for applications with aeration pipes to the atmosphere and for
applications with exhaust gas recirculation to the intake. The crankcase venting hose (2) must be 12mm in inside
diameter and its connection must be above the oil level. Inadequate fitting of the crankcase venting hose may
lead to overfilling.
The controller hose to the oil sump (3) must be 25mm in inside diameter and be free from bends.
The oil supply hose (1) must have a straight downward slope and 12mm inside diameter. If fed from a daily tank,
its height shall NOT exceed 4.6m; otherwise overfilling of oil sump may take place due to excess inlet pressure.
MT-90
D igit al Tac ho me ter
3 4
80 100
5
2 60 110
6
1
7 40 120
0 bar °C
Oil level Venting Hose to oil Automatic Oil supply Oil tank
indicator hose sump controller hose to
controller
IO-C-M-25-005e_A 365
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Title IP
When the engine is running, the oil level in the indicator must be within the normal operating range.
With the engine at rest, the oil level will be beyond this range due to oil flow back from the oil circuit, causing
overfills. However, after restarting the engine, the oil level will lie again in the normal range.
3. MAINTENANCE
Cleaning the controller’s indicator and checking its correct operation is a very simple process. It is advisable to
clean the equipment at the time of an oil change and at least once a year. The cleaning operation consists in
removing both the venting hose and the connection hose to the oil sump, and checking that they are not blocked.
IO-C-M-25-005e_A 366
Chapter 5
Maintenance instructions
367
368
Chapter 5
Maintenance procedures
369
370
Chapter
5 Maintenance instructions - Maintenance procedures

Title IP
MAINTENANCE OF FG/FGLD NATURAL GAS ENGINE
1500 rpm
1. MAINTENANCE INTERVALS
The satisfactory performance of engine components depends on many factors, the most significant being:
- Mode of operation
- Ambient conditions (humidity, pressure, temperature)
- Number of hours operating at full load
- Number of hours operating at full speed
- Engine parameters: ignition timing, cooling temperatures, water flows,…
- Fuel and lube oil quality
- Service of engine during warm-up and proper loading of engine after the start sequence
- Oil and filters changes intervals
- Use of GUASCOR products and genuine spare parts
- Care taken to ensure that engines are adjusted to factory settings when tuned or reassembled after
inspection, repair, etc.
Because of these factors, it is difficult to set a precise number of hours of operation for each engine, before
normal servicing becomes necessary.
The maintenance intervals listed in this section do not in any way imply an obligation on behalf of GUASCOR,
and are given only as a guide to users for maintenance scheduling. The user will determine, according to the
operating conditions and requirements and fuel characteristics, whether the scheduled maintenance intervals
must be adapted. In any case, the number of hours specified for individual tasks will serve as reasonable limits,
which should not be exceeded in order to avoid the risk of warranty cancellation. It is recommendable to read
completely this document before the first start-up of the engine.
ATTENTION
Performance issues including, but not limited to, the following will change the maintenance interval periods:
- Excessive exhaust back-pressure.

- Insufficient air supply to intake. Air quality.
- High crankcase pressure.
- Low oil pressure.
- Inefficient cooling. Boiling of the coolant.
- Changes in fuel quality.
- High air temperature.
- Sudden stops and alarms
- Incorrect realization of maintenance operations
- Deficient installation or ventilation
- Incorrect air/ fuel ratio
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1500 rpm
2. DAILY MAINTENANCE
2.1. Control of Coolant Level
The coolant level must be checked daily. It is necessary to ensure that there aren’t air or steam bubbles in the
system. In this case the system must be purged or automatic drain valves must be installed in the top of the
circuit.
CAUTION
NEVER USE DIRTY, HARD OR SALT WATER. THE COOLANT NOT ONLY PROTECTS THE ENGINE FROM
FREEZING, IT ALSO PROTECTS THE INTERNAL CIRCUITS AGAINST CORROSION AND OXIDATION. VER
IO-C-M-20-001e
2.2. Control of Oil Level
Check the engine oil level every day under identical conditions. This is to be done with the engine idling, after
running for several minutes.
The oil level should never be below the lower indicator mark, nor above the high limit on the dipstick.
Note: If the engine has crankcase gases recirculation system, the oil level on the dipstick could be erroneous
because the pressure in the crankcase is not at atmospheric pressure. Therefore, the oil level must be checked
when crankcase pressure is at atmospheric pressure or the reading must be done in the devices not influenced
by these pressure differences: lube oil level indicator or automatic oil level regulator (with the filling valve closed).
2.3. Daily Recording of the Engine Data
It is necessary to record pressures, temperatures, levels, energy outputs... in order to be able to detect possible
engine operation failures by analyzing the evolution of the aforementioned parameter values.
Note: The higher the number of controlled engine performance parameters, the easier it will be to diagnose
successfully the cause of any engine failures.
2.4. Cleaning of the Engine
Several reasons make it desirable to keep the exterior of the engine clean. Dirt from the outside can be drawn
into the intake filters. Further, exterior dirt can get into the engine during normal maintenance in cylinder heads,
crankcase,…
A number of products for cleaning the engine exterior can be used, such as pressurized steam or degreasing
agents. It is necessary to be extremely careful with the electrical components of the engine.
2.5. Clean and keep watch over electrical connectors
Clean the electrical connectors if necessary, but before be sure that there is no tension on them.
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1500 rpm
ATTENTION
NEVER BRING A FLAME OR MAKE SPARKS NEAR THE BATTERIES. FLAMMABLE VAPOUR CAN BE
PRODUCED.
2.6. Lubricating Oil Leaks
Inspect plant lubrication piping for oil leaks. Tighten hardware or change seals and gaskets if necessary.
In addition, make sure the dipstick and filling plug on the inspection cover are tight.
2.7. Coolant Leaks
Inspect plant water piping for water leaks. Tighten hardware or change seals and gaskets if necessary.
Verify that the drain holes on the main and auxiliary water pumps are unobstructed, as their plugging could lead
to serious damage.
2.8. Gas Leaks
Inspect gas piping for leaks using a gas detector or water with soap. Tighten hardware or change gaskets if
necessary.
CAUTION
NEVER USE A FLAME TO DETECT GAS LEAKS BECAUSE THIS CAN PRODUCE AN EXPLOSION AND
PERSONS CAN BE HURT.
2.9. Speed Control Linkage
It is necessary to check the ball joints of the speed control linkage for clearances. (Grease and readjust where
appropriate).
2.10. Check for sensors
Temperature and pressure measures must be checked in order to detect deviations or broken sensors on engine.
Also verify the pressure and temperature probes in the control system.
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Chapter

Title IP
1500 rpm
3. MAINTENANCE PROGRAM
GUASCOR has developed this maintenance program to ensure optimum performance of your engine. Given that
strict adherence to this program will benefit you, it is essential that you follow the instructions detailed in this
manual. Failure to do so may not only jeopardize the manufacturer’s warranty, but also restrict you from obtaining
the best performance for equipment.
3.1. Basic Maintenance Operations:
NEW ENGINE OR MAJOR SERVICE WORK START-UP MAINTENANCE

Jobs to be done during the initial start-up of a new engine or during the break-in phases following major overhauls (change
of cylinder liners, pistons, piston rings, cylinder heads,...). They must be carried out by GUASCOR authorized Repair Shop.
Job Interval Job Description
(Operation before starting up the engine))

NA 0h
- General inspection and set-up of the engine
(Operations after starting up or break-in phase)
- Change oil (oil sump and cooler)
- Change oil filters
- Analyze waste oil
- Inspection of the gas ramp filter
N1 100 h - Adjustment of rocker arms and valve lifters. Measure valve height
- Check, and where appropriate, adjust air/fuel ratio (*)
- Measure the exhaust back-pressure
- Check damper temperature
- Inspect for leaks in all liquid, oil, gas and exhaust gases system
- Inspection and retightening of flanges and clamps. Inspection of battery terminals,

flexible couplings, air filter supports, exhaust piping, oil pipes, etc.
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Title IP
1500 rpm
IMPORTANT
The maintenance jobs described below (identified with as an “E” type task) must be regarded as “additive” to each other.
Accordingly, the performance of every “Ei” job implies that all previous “Ei-1” every time as the frequency indicates it.
This will require the availability of such materials and labour as may be necessary at each stage.
ROUTINE MAINTENANCE (Type "E")

Minor Jobs
(Operations to be performed with the engine stopped)
- Drain coolant circuits. Check automatic drain valves
- Drain condensates out of the exhaust Y-pipe
- Check oil pressure and temperature during the pre-lubrication phase
- With the dipstick, check for a possible increase of the oil level in the oil pan due to
water leaks
- Verify oil heating with the pre-heater, if necessary
- Check the oil level of the pneumatic starter lubricator, if necessary
- Clean the engine and its surrounding
(Operations to be performed with the engine idling)
EO Daily - Check oil level.
(Operations to be carried out with the engine stabilized)
- Check coolant level / pressure. Drain the circuit
- Check oil pressure
- Inspect the air filter plugging level (after resetting)
- Check the temperature of oil, coolant and exhaust gases
- Check the filter cleaning state pilot of the crankcase gases recirculation system.
Control the crankcase pressure (*A*)
- Record engine parameters on a regular basis
- Control operational stability and unusual noise
- Detect and repair gas, coolant, oil and exhaust gases leaks
IO-G-M-00-002e_E 375
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1500 rpm
- Measure crankcase pressure
- Clean the metallic sponge of the oil purifier
- Inspect and if necessary replace the main air filters
- Adjust the intake and exhaust rocker arms. Measure valve height
E1 1.250 h
- Test safety devices and connections: thermocontacts and pressure switches
- Check battery acid level
- Check battery and starter connections
- Change the filter of crankcase gases recirculation system and clean this circuit (*A*)
- Analyze waste oil
- Change oil (oil sump and cooler) GUASCOR Motoroil 3040 Plus
2.500 h
E2
- Verify the ignition timing
- Check vibration damper temperature
- Change the main air filters.
- Change gaskets in the rocker arm covers

5,000 h
E3 or - Disassemble, clean and adjust all the speed and ignition pick-ups
once a year
- Change coolant
IO-G-M-00-002e_E 376
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Title IP
1500 rpm
- The spark plugs change must be made attending the IO-G-M-33-007e product information.
NOTE
- Ask Guascor to use another oil that it is not Guascor Motoroil 3040 Plus.
PERIODIC MAINTENANCE WORKS (Type "R")

Major overhauls
- Recondition cylinder heads – Check springs
- Check valves driving system: valve lifters, rocker arms, push-rods, ball joints, roller
rocker arms and cams
- Measure cylinder liners wear
- Change the high voltage wires of the ignition system.
- Inspection of turbochargers and, if necessary, clean and replace of faulty

components
- Clean intake circuit, from outlet of air filters to intercooler inclusively (*A*)
- Clean oil sump
- Check and clean the cooling system. Clean pipe bundles and change gaskets on
heat exchanger and coolers
R1 15,000 h
- Change the oil thermostat (only "V" engines)
- Check and, where appropriate change, water temperature control thermostats
- Test safety devices and connections: thermocontacts and pressure switches
- Check the butterfly valve bearings and change it if necessary

- Check lubrication and clearance of the joints on the actuator linkage. Change where
appropriate
- Retighten connections in anti-knocking system unit if necessary
- Check-up of electric or pneumatic starting motor, battery charging alternator, etc.
- Analyze the inside damper silicon
- Change hoses and clamps, if necessary
NOTA - When using the throttle reference 76.64.315 it is no necessary the valve bearings checking
IO-G-M-00-002e_E 377
Chapter

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1500 rpm
- Change pistons
- Change piston rings
- Change cylinder liners
- Inspect flexible coupling condition and change it if necessary
- Inspection of elastic suspensions and alignments
R2 30,000 h - Check axial and Radial allowance of Crankshaft
- Check connecting rods and change if necessary
- Change big end bearings and small end bushing
- Change the connecting rod bolts (maximum of 3 retightenings). Mark number of

retightenings on the bolt
- Change water temperature control thermostats
- General overhaul of the cooling circuit water pumps
- Engine Overhaul, including its major components and systems:
Cylinder block
Crankshaft
- Inspection of camshafts and bushings
- Inspection of timing gears and change ball-bearings

R3 60,000 h
- Inspection of oil pump (gears and bushings)
- Change of counterweights fixing screws
- Change damper
- Overall inspection of coolant, oil, gas, intake air, exhaust gas and automation
systems, and wiring, etc., and change where appropriate
- Change turbochargers
This maintenance program is specified for dry natural gas. The natural gas specifications are detailed in the last version
of document IC-G-D-30-002e : “Fuel Specifications – Natural Gas”. Minimum methane number is specified in the
Power Rating of the engine for this application. If methane number is less than the specified, consult with GUASCOR.
For installations where the gas composition is variable, it’s recommended to reduce the periods between
(*)
carburation adjustments.
(*A*) Make this maintenance job only if the engine has crankcase gases recirculation system
IO-G-M-00-002e_E 378
Chapter

Title IP
1500 rpm
4. ENGINE LONG TERM STORAGE

When a customer has specified in advance that the engine is going to be stored, the instructions contained in
Product Information Sheets IM-C-C-00-001e (storage for less than 6 months) and IO-C-M-00-001e (storage for
more than 6 months) apply.
Besides, the engine is supplied perfectly packed and sealed against external agents.
It is however very important that the temperature in the warehouse used for storing the engine should remain at
all times above the outside temperature to prevent condensation.
IO-G-M-00-002e_E 379
Chapter

Title IP
MAINTENANCE OF NATURAL FG/FGLD GAS ENGINE
1800 RPM
The satisfactory performance of engines depends on many factors, the most significant being:
- Mode of operation
- Humidity, barometric pressure and air temperature
- Care during warm-up and proper loading of engine after start sequence
- Use of GUASCOR products and original spare parts
- Care taken to ensure that engines are adjusted to factory settings in inspections and maintenance operations.
and are given only as a guide to users for maintenance scheduling. The user will determine, according to
operating conditions or other circumstances, specific maintenance schedule for their equipment. The number of
hours specified for individual tasks will serve as reasonable limits, which should not be exceeded in order to avoid
the risk of warranty cancellation. It is recommendable to read completely this document before the first start-up of
the engine.
ATTENTION
These circumstances can modify the intervals of maintenance operations:

- Low oil pressure.
- Inadequate cooling. Boiling of coolant.
- Sudden stops and alarms.
- Incorrect realization of maintenance operations.
- Deficient installation or ventilation.
- Incorrect air/fuel ratio.
IO-G-M-00-006e_E 380
Chapter

Title IP
1800 RPM
2.1. Control of coolant level
system. In that case the system must be purged by hand or automatic drain valves must be installed in the top of
the circuit.
CAUTION
NEVER USE DIRTY, HARD OR SALT WATER. COOLANT NOT ONLY PRESERVES ENGINE AGAINST
FREEZING, BUT ALSO PRESERVES ENGINE AGAINST CORROSION AND OXIDATION. SEE IO-C-M-20-
001e
2.2. Control of oil level
by these pressure differences: lube oil level indicator or oil level regulator (with the filling valve closed).
2.3. Daily recording of the engine data
2.4. Cleaning of the engine
crankcase,…
IO-G-M-00-006e_E 381
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1800 RPM
ATTENTION
NEVER BRING A FLAME OR MAKE SPARKS NEAR THE BATTERIES. FLAMMABLE VAPOURS CAN BE
PRODUCED.
2.6. Lube oil leaks
2.7. Coolant leaks
Inspect plant water piping for coolant leaks. Tighten hardware or change seals and gaskets if necessary.
Verify that the drain holes on the water pumps are unobstructed, as their plugging could lead to serious damage.
2.8. Gas leaks
necessary.
CAUTION
2.9. Speed control linkage
It is necessary to check the ball joints of the speed control linkage for clearances (grease and readjust where
appropriate).
It is also necessary to inspect pressure and temperature sensors of the control system.
2.11. Intake and exhaust Leaks
Check that there are no leaks in the intake and exhaust circuits
IO-G-M-00-006e_E 382
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Title IP
1800 RPM
manual. Failure to do so may not only jeopardize GUASCOR’s warranty, but also restrict you from obtaining the
best performance for equipment.
3.1. Basic maintenance operations:

(Operation before starting up the engine)

NA 0h
- Analyze waste oil
- Inspect for leaks in all liquid, oil, gas and exhaust gases system

IO-G-M-00-006e_E 383
Chapter

Title IP
1800 RPM
IMPORTANT
The maintenance jobs described below (identified as an “E” type task) must be regarded as “additive” to each other.

Minor Jobs
coolant leaks
(Operations to be carried out with the engine idling)
EO Daily - Check oil level
- Check coolant level / pressure. Drain circuits
- Inspect the air filter plugging level (reset the pilot first)
- Check oil, coolant and exhaust gases temperature
IO-G-M-00-006e_E 384
Chapter

Title IP
1800 RPM
- Inspect, if necessary, replace the main air filters
- Adjustment of rocker arms and valve lifters. Measure valve height

E1 1,000h
- Check safety devices and connections: temperature and pressure switches
- Analyse waste oil
- Change oil (oil sump and cooler) GUASCOR Motoroil 3040 Plus
E2 2,000h
- Change main and safety air filters
- Check gaskets in the rocker arm covers and change if necessary

4,000 h
once a year
- Change coolant
IO-G-M-00-006e_E 385
Chapter

Title IP
1800 RPM
NOTE

Major overhauls
- Recondition cylinder heads. Check springs
- Change high voltage wires
- Recondition turbochargers
- Clean the intake circuit, from the air filters outlet to the intercooler (*A*)
- Clean oil sump
R1 12,000 h
- Change oil thermostat (only V engine)
- Test thermostats of coolant circuit and change if necessary
- Test control and safety devices: temperature and pressure switches

- Grease and check for clearances in ball joints of the speed control linkage and
change them if necessary
- Retighten connections in knocking detection system unit if necessary
- Analyse the inside damper silicon
IO-G-M-00-006e_E 386
Chapter

Title IP
1800 RPM
- Change pistons
- Change big end bearings and small end bushing

- Change water temperature control thermostats
- General overhaul of the cooling circuit water pumps
Cylinder block
Crankshaft

R3 48,000 h
- Inspection of oil pump: check gears and change bushings
- Change damper
- Overall inspection of coolant, oil, gas, intake air, exhaust gas, automation systems,
wiring, etc. Change if necessary
of Product Information Sheet IC-G-D-30-002e: “Fuel specifications – natural gas”. Minimum methane number is
specified in the Power Rating of the engine for this application. If methane number is less than the specified, consult
with GUASCOR.
(*)
carburation adjustments
IO-G-M-00-006e_E 387
Chapter

Title IP
1800 RPM

In that case, the engine is supplied perfectly packed and sealed against external agents.
IO-G-M-00-006e_E 388
Chapter

Title IP
MAINTENANCE OF BIOGAS ENGINE FG/FGLD
1500 RPM
- Mode of operation
- Proper loading of engine after start sequence
- Care taken to ensure that engines are adjusted to factory settings in inspections and maintenance operations
Because of these as well as other similar factors not mentioned, it is difficult to set a precise number of hours of
operation for each engine, before normal servicing becomes necessary.
and are given only as a guide to users for maintenance scheduling. The number of hours specified for individual
tasks will serve as reasonable limits, which should not be exceeded in order to avoid the risk of warranty
cancellation. The user will determine, according to operating conditions or other circumstances, specific
maintenance schedule for their equipment. It is recommendable to read completely this document before the first
start-up of the engine.
ATTENTION

- Excessive exhaust back-pressure
- Insufficient air supply to intake. Air quality
- High crankcase pressure
- Low oil pressure
- Over heating of the jacket water system (boiling)
- Changes in fuel quality
- High air temperature
- Incorrect air/fuel ratio
IO-G-M-00-012e_C 389
Chapter

Title IP
1500 RPM
the circuit.
CAUTION
001e
Note: Daily records may help you to solve performance problems before they arise, because of that, it is
recommendable to record a high number of parameters of engine performance.
crankcase,…
ATTENTION
NEVER BRING A FLAME OR MAKE SPARKS NEAR THE BATTERIES. FLAMMABLE STEAM CAN BE
PRODUCED.
IO-G-M-00-012e_C 390
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Title IP
1500 RPM
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
It is necessary to check the ball joints of the speed control linkage for clearances (greased and readjusted where
appropriate).

Check that there are no leaks in the intake and exhaust circuits.
IO-G-M-00-012e_C 391
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Title IP
1500 RPM


NA 0h
- Analyse waste oil
N1 100 h - Check, and where appropriate, adjust air/fuel ratio (*)
- Inspect for leaks in all coolant, oil, gas and exhaust gases system, and repair where
appropriate
- Check the cleaning of carburetion system, intercooler and inlet manifold

IO-G-M-00-012e_C 392
Chapter

Title IP
1500 RPM
IMPORTANT

Minor Jobs
coolant leaks
IO-G-M-00-012e_C 393
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Title IP
1500 RPM
- Analyse waste oil
- Change GUASCOR MOTOROIL 2040 (carter and cooler)
E1 700 h - Clean the metallic sponge of the oil purifier
E2 1,400 h - Verify the ignition timing

4,200 h
once a year
- Change coolant
IO-G-M-00-012e_C 394
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1500 RPM
NOTE
- Ask Guascor to use another oil that it is not Guascor Motoroil 2040

Major overhauls
- Recondition cylinder heads.
- Clean oil sump
R1 8,400 h
- Check safety valves in intake manifold
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Title IP
1500 RPM
- Change pistons
- Change cylinder head springs

R2 25,200 h
- Check axial and Radial allowance of Crankshaft
- Change conrod bearings

- Change thermostats of coolant circuit
- Recondition water pumps of coolant circuit
Cylinder block
Crankshaft

R3 50,400 h
- Change damper
This maintenance program is specified for a biogas that fulfils the specifications detailed in the last version of Product
Information Sheet IC-G-D-30-003e: “Anaerobic digestion gas fuel specifications – landfill and digester gas”. If
the biogas doesn’t fulfil the specifications, consult with GUASCOR.
(*)
Inspect combustion chamber: cylinder liner, cylinder head, valves, pistons and piston rings for polishing,
(*B*)
lines, unusual colors or deposits.
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Title IP
1500 RPM

IO-G-M-00-012e_C 397
Chapter

Title IP
MAINTENANCE OF NATURAL GAS ENGINE SFGLD
1200 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-010e_F 398
Chapter

Title IP
1200 RPM
the circuit.
CAUTION
FREEZING, BUT ALSO PRESERVES ENGINE AGAINST CORROSION AND OXIDATION. SEE IO-C-M-20-001
crankcase,…
ATTENTION
PRODUCED.
IO-G-M-00-010e_F 399
Chapter

Title IP
1200 RPM
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-010e_F 400
Chapter

Title IP
1200 RPM


NA 0h
- Analyze waste oil
- Inspect for leaks in all coolant, oil, gas and exhaust gases system

IO-G-M-00-010e_F 401
Chapter

Title IP
1200 RPM
IMPORTANT
Accordingly, the performance of every “Ei” job implies that all previous “Ei-1”, every time as the frequency indicates it.

Minor Jobs
coolant leaks

IO-G-M-00-010e_F 402
Chapter

Title IP
1200 RPM
- Analyse waste oil
- Change oil GUASCOR MOTOROIL 3040 PLUS (oil sump and cooler)
E1 1500 h - Inspect, if necessary, replace the main air filters
- Check the filter of crankcase gases recirculation system and clean this circuit (*A*)

E2 3000 h
6000 h - Check gaskets in the rocker arm covers and change if necessary
E3 or
once a year - Disassemble, clean and adjust all the speed and ignition pick-ups
- Change coolant
- Check the tightening torque of knocking sensors on stud head (20 Nm)
- The spark plugs change must be made attending the IO-G-M-33-007 product information.
NOTE
IO-G-M-00-010e_F 403
Chapter

Title IP
1200 RPM
INTERVENCIONES PERIÓDICAS (Tipo "R")

Intervenciones mayores
- Clean oil sump

R1 12,000 h
- Check the throttle valve bearings and change it if necessary

In case of using the throttle ref. 76.64.315, it is not necessary to carry out the inspection of the throttle
NOTE
valve bearing
IO-G-M-00-010e_F 404
Chapter

Title IP
1200 RPM
- Change pistons

Cylinder block
Crankshaft
- Inspection of camshafts and bushings. Change if necessary.

R3 72,000 h
- Change damper
This maintenance program is specified for dry natural gas. The natural gas specifications are detailed in the
last version of Product Information Sheet IC-G-D-30-002e: “Fuel specifications – natural gas”. Minimum
methane number is specified in the Power Rating of the engine for this application. If methane number is less
than the specified, consult with GUASCOR.
(*)
carburetion adjustments.
IO-G-M-00-010e_F 405
Chapter

Title IP
1200 RPM

IO-G-M-00-010e_F 406
Chapter

Title IP
1500 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-009e_F 407
Chapter

Title IP
1500 RPM
the circuit.
CAUTION
crankcase,…
ATTENTION
PRODUCED.
IO-G-M-00-009e_F 408
Chapter

Title IP
1500 RPM
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-009e_F 409
Chapter

Title IP
1500 RPM


NA 0h
- Analyze waste oil

IO-G-M-00-009e_F 410
Chapter

Title IP
1500 RPM
IMPORTANT

Minor Jobs
coolant leaks
IO-G-M-00-009e_F 411
Chapter

Title IP
1500 RPM
- Analyse waste oil

E2 2500 h
E3 or
- Change coolant
NOTE
IO-G-M-00-009e_F 412
Chapter

Title IP
1500 RPM

- Clean oil sump

R1 10,000 h

NOTE
valve bearing
IO-G-M-00-009e_F 413
Chapter

Title IP
1500 RPM
- Change pistons

Cylinder block
Crankshaft

R3 60,000 h
- Change damper
This maintenance program is specified for dry natural gas. The natural gas specifications are detailed in the last
version of Product Information Sheet IC-G-D-30-002e: “Fuel specifications – natural gas”. Minimum methane
number is specified in the Power Rating of the engine for this application. If methane number is less than the
specified, consult with GUASCOR.
(*)
carburetion adjustments
IO-G-M-00-009e_F 414
Chapter

Title IP
1500 RPM

IO-G-M-00-009e_F 415
Chapter

Title IP
1800 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-011e_F 416
Chapter

Title IP
1800 RPM
the circuit.
CAUTION
crankcase,…
ATTENTION
PRODUCED.
IO-G-M-00-011e_F 417
Chapter

Title IP
1800 RPM
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-011e_F 418
Chapter

Title IP
1800 RPM


NA 0h
- Analyze waste oil

IO-G-M-00-011e_F 419
Chapter

Title IP
1800 RPM
IMPORTANT

Minor Jobs
coolant leaks
ç
IO-G-M-00-011e_F 420
Chapter

Title IP
1800 RPM
- Analyse waste oil

E2 2000 h
E3 or
- Change coolant
NOTE
IO-G-M-00-011e_F 421
Chapter

Title IP
1800 RPM

- Clean oil sump

R1 8,000 h

NOTE
valve bearing
IO-G-M-00-011e_F 422
Chapter

Title IP
1800 RPM
- Change pistons

R2 24,000 h

Cylinder block
Crankshaft
- Inspection of camshafts and bushings. Change if necessary

R3 48,000 h
- Change damper
of Product Information Sheet IC-G-D-30-002e: “Fuel specifications – natural gas”. Minimum methane number is
specified in the Power Rating of the engine for this application. If methane number is less than the specified, consult with
GUASCOR.
(*)
IO-G-M-00-011e_F 423
Chapter

Title IP
1800 RPM

IO-G-M-00-011e_F 424
Chapter

Title IP
MAINTENANCE OF SFGLD BIOGAS ENGINES
1200 RPM
- Mode of operation
- Care during warm-up and proper loading of engine after start sequence
- Care taken to ensure that engines are adjusted to factory settings in inspections and maintenance operations.
and are given only as a guide to users for maintenance scheduling. The user will determine, according to
operating conditions or other circumstances, fuel properties, etc., a specific maintenance schedule for their
equipment. The number of hours specified for individual tasks will serve as reasonable limits, which should not be
exceeded in order to avoid the risk of warranty cancellation. It is recommendable to read completely this
document before the first start-up of the engine.
ATTENTION

- Low oil pressure.
- Inadequate cooling. Boiling of coolant.
- Sudden stops and alarms.
- Incorrect realization of maintenance operations.
- Deficient installation or ventilation.
- Incorrect air/fuel ratio.
IO-G-M-00-014e_E 425
Chapter

Title IP
1200 RPM
the circuit.
CAUTION
FREEZING, BUT ALSO PRESERVES ENGINE AGAINST CORROSION AND OXIDATION. SEE IO-G-M-20-
001e
crankcase,…
IO-G-M-00-014e_E 426
Chapter

Title IP
1200 RPM
ATTENTION
NEVER BRING A FLAME OR MAKE SPARKS NEAR THE BATTERIES. FLAMMABLE VAPOURS CAN BE
PRODUCED.
2.6. Lube oil leaks
2.7. Coolant leaks
Verify that the drain holes on the main and auxiliary water pumps are unobstructed, as their plugging could lead
to serious damage.
2.8. Gas leaks
necessary.
CAUTION
It is necessary to check the ball joints of the speed control linkage for clearances (grease and readjust where
appropriate).
IO-G-M-00-014e_E 427
Chapter

Title IP
1200 RPM


NA 0h
- Analyse waste oil
appropriate

IO-G-M-00-014e_E 428
Chapter

Title IP
1200 RPM
IMPORTANT
The maintenance jobs described below (identified as an “E” type task) must be regarded as “additive” to each other.

Minor Jobs
coolant leaks

IO-G-M-00-014e_E 429
Chapter

Title IP
1200 RPM
- Analyse waste oil
- Change oil (oil sump and cooler) GUASCOR MOTOROIL 2040
- Clean the oil centrifuge filter if necessary

E1 800 h
- Inspect, and change (as appropriate) the main air filters
- Change the filter cartridge on the crankcase gas recirculation system. Clean the
recirculation system (*A*)
- Measure cylinder compression

E2 2,400 h - Check safety devices and connections: temperature and pressure switches
4,800 h - Disassemble, clean and adjust all the speed and ignition pick-ups
E3 or
once a year - Measure the exhaust back-pressure
- Change coolant
IO-G-M-00-014e_E 430
Chapter

Title IP
1200 RPM
NOTE

Major overhauls
- Recondition cylinder heads
- Clean oil sump
R1 9,600 h
IO-G-M-00-014e_E 431
Chapter

Title IP
1200 RPM
- Change pistons

Cylinder block
Crankshaft
- Inspection of camshaft and bushings

R3 57,600 h
- Change damper
This maintenance program is specified for biogas according to the specifications detailed in the last version of
document IC-G-D-30-003e: “Anaerobic digestion gas fuel specifications – landfill and digester gas”. If said
specifications cannot be met, contact GUASCOR.
(*)
IO-G-M-00-014e_E 432
Chapter

Title IP
1200 RPM

IO-G-M-00-014e_E 433
Chapter

Title IP
MAINTENANCE OF BIOGAS ENGINE
SFGLD 1500 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-013e_F 434
Chapter

Title IP
SFGLD 1500 RPM
the circuit.
CAUTION
001e
crankcase,…
ATTENTION
PRODUCED.
IO-G-M-00-013e_F 435
Chapter

Title IP
SFGLD 1500 RPM
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-013e_F 436
Chapter

Title IP
SFGLD 1500 RPM


NA 0h
- Analyse waste oil
appropriate

IO-G-M-00-013e_F 437
Chapter

Title IP
SFGLD 1500 RPM
IMPORTANT

Minor Jobs
coolant leaks
IO-G-M-00-013e_F 438
Chapter

Title IP
SFGLD 1500 RPM
- Analyse waste oil
- Clean the oil centrifuge filter if necessary

E1 700 h
- Inspect, and change (as appropriate) the main air filters
- Change the filter cartridge on the crankcase gas recirculation system. Clean the
recirculation system (*A*)
- Measure cylinder compression

E3 or
- Change coolant
IO-G-M-00-013e_F 439
Chapter

Title IP
SFGLD 1500 RPM
NOTE

Major overhauls
- Clean oil sump
R1 8,400 h - Change oil thermostat (only V engine)
IO-G-M-00-013e_F 440
Chapter

Title IP
SFGLD 1500 RPM
- Change pistons

Cylinder block
Crankshaft

R3 50,400 h
- Change damper
(*)
IO-G-M-00-013e_F 441
Chapter

Title IP
SFGLD 1500 RPM

IO-G-M-00-013e_F 442
Chapter

Title IP
MAINTENANCE OF BIOGAS ENGINE SFGLD
1800 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-015e_E 443
Chapter

Title IP
1800 RPM
the circuit.
CAUTION
001e
crankcase,…
ATTENTION
PRODUCED.
IO-G-M-00-015e_E 444
Chapter

Title IP
1800 RPM
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-015e_E 445
Chapter

Title IP
1800 RPM


NA 0h
- Analyse waste oil
appropriate

IO-G-M-00-015e_E 446
Chapter

Title IP
1800 RPM
IMPORTANT

Minor Jobs
coolant leaks
IO-G-M-00-015e_E 447
Chapter

Title IP
1800 RPM
- Analyse waste oil
- Clean the centrifugal oil filter if necessary

E1 600 h
E3 or
- Change coolant
IO-G-M-00-015e_E 448
Chapter

Title IP
1800 RPM
NOTE
- Ask Guascor to use another oil that it is not Guascor Motoroil 2040.

Major overhauls
- Recondition cylinder heads
- Clean oil sump
R1 7,200 h - Change oil thermostat (only V engine)
IO-G-M-00-015e_E 449
Chapter

Title IP
1800 RPM
- Change pistons

Cylinder block
Crankshaft

R3 43,200 h
- Change damper
(*)
Inspect combustion chamber: cylinder liner, cylinder head, valves, pistons and piston rings for polishing,
(*B*)
lines, unusual colors or deposits.
IO-G-M-00-015e_E 450
Chapter

Title IP
1800 RPM

IO-G-M-00-015e_E 451
Chapter

Title IP
MAINTENANCE OF SYNGAS ENGINE SFGLD 1200 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-042e_A 452
Chapter

Title IP
the circuit.
CAUTION
001e
crankcase,…
IO-G-M-00-042e_A 453
Chapter

Title IP
ATTENTION
PRODUCED.
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-042e_A 454
Chapter

Title IP


NA 0h
- Analyse waste oil

IO-G-M-00-042e_A 455
Chapter

Title IP
IMPORTANT

Minor Jobs
- With the dipstick, check for a possible increase of the oil level in the oil pan due
to coolant leaks
IO-G-M-00-042e_A 456
Chapter

Title IP
- Analyse waste oil
800 h - Clean the centrifugal oil filter

E1 or
once a year - Clean the metallic sponge of the oil purifier and measure crankcase pressure
- Inspect, and, if necessary, replace the main air filters
- Change the filter of crankcase gases recirculation system and clean crankcase
gases recirculation circuit (*A*)
1,600 h - Verify the ignition timing

E2 or
once a year - Check and clean the intake circuit, from the air filters outlet to the intercooler
- Disassemble, clean and adjust all the speed and ignition pick-ups
4,800 h - Measure the exhaust back-pressure

E3 or
once a year - Check the tightening torque of knocking sensors on stud head (20 Nm)
- Change coolant
- Check the Throttle valve bearings and change it if necessary
- Check the carburetion valve bearings and change ir if necessary
IO-G-M-00-042e_A 457
Chapter

Title IP
NOTE

Major overhauls
- Check valves driving system: valve lifters, rocker arms, push-rods, ball joints,
roller rocker arms and cams
- Clean oil sump
- Check and clean the cooling system. Clean pipe bundles and change gaskets
on heat exchanger and coolers

R1 9,600 h
- Check-up of electric or pneumatic starting motor, battery charging alternator,

etc.
IO-G-M-00-042e_A 458
Chapter

Title IP
- Change pistons

Cylinder block
Crankshaft

R3 57,600 h
- Change damper
- Overall inspection of coolant, oil, gas, intake air, exhaust gas, automation
systems, wiring, etc. Change if necessary
This maintenance program is specified for a biomass gas that fulfils the specifications detailed in the last version of
Product Information Sheets IC-G-D-30-001e: “Fuel specifications for gas engines. General“ and IC-G-D-30-004e:
“Syngas specifications”. If the biomass gas doesn’t fulfil the specifications, consult with GUASCOR.
(*)
IO-G-M-00-042e_A 459
Chapter

Title IP

IO-G-M-00-042e_A 460
Chapter

Title IP
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-003e_E 461
Chapter

Title IP
the circuit.
CAUTION
001e
crankcase,…
IO-G-M-00-003e_E 462
Chapter

Title IP
ATTENTION
PRODUCED.
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-003e_E 463
Chapter

Title IP


NA 0h
- Analyse waste oil

IO-G-M-00-003e_E 464
Chapter

Title IP
IMPORTANT

Minor Jobs
to coolant leaks
IO-G-M-00-003e_E 465
Chapter

Title IP
- Analyse waste oil

E1 or

E2 or

E3 or
- Change coolant
- Check the carburetion valve bearings and change it if necessary
IO-G-M-00-003e_E 466
Chapter

Title IP
NOTE

Major overhauls
- Clean oil sump

R1 8,400 h

etc.
IO-G-M-00-003e_E 467
Chapter

Title IP
- Change pistons

Cylinder block
Crankshaft

R3 50,400 h
- Change damper
“Syngas specifications”. If the biomass gas doesn’t fulfil the specifications, consult with GUASCOR.
(*)
IO-G-M-00-003e_E 468
Chapter

Title IP

IO-G-M-00-003e_E 469
Chapter

Title IP
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-043e_A 470
Chapter

Title IP
the circuit.
CAUTION
001e
crankcase,…
IO-G-M-00-043e_A 471
Chapter

Title IP
ATTENTION
PRODUCED.
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-043e_A 472
Chapter

Title IP


NA 0h
- Analyse waste oil

IO-G-M-00-043e_A 473
Chapter

Title IP
IMPORTANT

Minor Jobs
to coolant leaks
IO-G-M-00-043e_A 474
Chapter

Title IP
- Analyse waste oil

E1 or

E2 or

E3 or
- Change coolant
- Check the carburetion valve bearings and change it if necessary
IO-G-M-00-043e_A 475
Chapter

Title IP
NOTE

Major overhauls
- Clean oil sump

R1 7,200 h

etc.
IO-G-M-00-043e_A 476
Chapter

Title IP
- Change pistons

Cylinder block
Crankshaft

R3 43,200 h
- Change damper
“Syngas specifications” If the biomass gas doesn’t fulfil the specifications, consult with GUASCOR.
(*)
IO-G-M-00-043e_A 477
Chapter

Title IP

IO-G-M-00-043e_A 478
Chapter

Title IP
MAINTENANCE OF LOW METHANE NUMBER GAS ENGINES
SFGLD - 1200 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-034e_A 479
Chapter

Title IP
SFGLD - 1200 RPM
the circuit.
CAUTION
001e
crankcase,…
IO-G-M-00-034e_A 480
Chapter

Title IP
SFGLD - 1200 RPM
ATTENTION
PRODUCED.
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-034e_A 481
Chapter

Title IP
SFGLD - 1200 RPM


NA 0h
- Analyze waste oil

IO-G-M-00-034e_A 482
Chapter

Title IP
SFGLD - 1200 RPM
IMPORTANT

Minor Jobs
coolant leaks

IO-G-M-00-034e_A 483
Chapter

Title IP
SFGLD - 1200 RPM
- Analyse waste oil
- Change GUASCOR MOTOROIL 3040 PLUS (carter and cooler)

E1 1,250 h
- Inspect and if necessary, replace the main air filters

E2 2,500 h
E3 or
- Change coolant
NOTE
- When using oil other than GUASCOR MOTOROIL 3040 PLUS, contact GUASCOR.
IO-G-M-00-034e_A 484
Chapter

Title IP
SFGLD - 1200 RPM

Major overhauls
- Clean oil sump
R1 10,000 h

IO-G-M-00-034e_A 485
Chapter

Title IP
SFGLD - 1200 RPM
- Change pistons

Cylinder block
Crankshaft

R3 60,000 h
- Change damper
of Product Information Sheet IC-G-D-30-013e: “Fuel Specifications – Low Methane Number Gas”. Minimum
methane number is specified in the Power Rating of the engine for this application. If methane number is less than the
(*)
IO-G-M-00-034e_A 486
Chapter

Title IP
SFGLD - 1200 RPM

IO-G-M-00-034e_A 487
Chapter

Title IP
SFGLD - 1500 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-024e_B 488
Chapter

Title IP
SFGLD - 1500 RPM
the circuit.
CAUTION
001e
crankcase,…
IO-G-M-00-024e_B 489
Chapter

Title IP
SFGLD - 1500 RPM
ATTENTION
PRODUCED.
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-024e_B 490
Chapter

Title IP
SFGLD - 1500 RPM


NA 0h
- Analyze waste oil

IO-G-M-00-024e_B 491
Chapter

Title IP
SFGLD - 1500 RPM
IMPORTANT

Minor Jobs
coolant leaks

IO-G-M-00-024e_B 492
Chapter

Title IP
SFGLD - 1500 RPM
- Analyse waste oil

E1 1,000 h

E2 2,000 h
E3 or
- Change coolant
NOTE
IO-G-M-00-024e_B 493
Chapter

Title IP
SFGLD - 1500 RPM

Major overhauls
- Clean oil sump
R1 8,000 h

IO-G-M-00-024e_B 494
Chapter

Title IP
SFGLD - 1500 RPM
- Change pistons

Cylinder block
Crankshaft

R3 48,000 h
- Change damper
(*)
IO-G-M-00-024e_B 495
Chapter

Title IP
SFGLD - 1500 RPM

IO-G-M-00-024e_B 496
Chapter

Title IP
SFGLD - 1800 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-035e_A 497
Chapter

Title IP
SFGLD - 1800 RPM
the circuit.
CAUTION
001e
crankcase,…
IO-G-M-00-035e_A 498
Chapter

Title IP
SFGLD - 1800 RPM
ATTENTION
PRODUCED.
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
necessary.
CAUTION
appropriate).
IO-G-M-00-035e_A 499
Chapter

Title IP
SFGLD - 1800 RPM


NA 0h
- Analyze waste oil

IO-G-M-00-035e_A 500
Chapter

Title IP
SFGLD - 1800 RPM
IMPORTANT

Minor Jobs
coolant leaks

IO-G-M-00-035e_A 501
Chapter

Title IP
SFGLD - 1800 RPM
- Analyse waste oil

E1 800 h

E2 1,600 h
E3 or
- Change coolant
NOTE
IO-G-M-00-035e_A 502
Chapter

Title IP
SFGLD - 1800 RPM

Major overhauls
- Clean oil sump
R1 8,000 h

IO-G-M-00-035e_A 503
Chapter

Title IP
SFGLD - 1800 RPM
- Change pistons

Cylinder block
Crankshaft

R3 48,000 h
- Change damper
(*)
IO-G-M-00-035e_A 504
Chapter

Title IP
SFGLD - 1800 RPM

IO-G-M-00-035e_A 505
Chapter

Title IP
MAINTENANCE OF NATURAL GAS
ENGINES SFGM - 1500 RPM
1.MAINTENANCE INTERVALS
- Mode of operation
- Use of GUASCOR POWER products and original spare parts
Because of these as well as other similar factors not mentioned, it is difficult to set a precise number of hours of operation for
each engine, before normal servicing becomes necessary.
The maintenance intervals listed in this section do not in any way imply an obligation on behalf of GUASCOR POWER, and
are given only as a guide to users for maintenance scheduling. The number of hours specified for individual tasks will serve as
reasonable limits, which should not be exceeded in order to avoid the risk of warranty cancellation. The user will determine,
according to operating conditions or other circumstances, specific maintenance schedule for their equipment. It is
recommendable to read completely this document before the first start-up of the engine.
ATTENTION
These circumstances can modify the intervals of maintenance operations:Excessive exhaust back-pressure

- Low oil pressure
IO-G-M-00-047e_B 506
Chapter

Title IP
The coolant level must be checked daily. It is necessary to ensure that there aren’t air or steam bubbles in the system. In that
case the system must be purged by hand or automatic drain valves must be installed in the top of the circuit.
CAUTION
NEVER USE DIRTY, HARD OR SALT WATER. COOLANT NOT ONLY PRESERVES ENGINE AGAINST FREEZING, BUT
ALSO PRESERVES ENGINE AGAINST CORROSION AND OXIDATION. SEE IO-C-M-20-001e
Check the engine oil level every day under identical conditions. This is to be done with the engine idling, after running for
several minutes.
Note: If the engine has crankcase gases recirculation system, the oil level on the dipstick could be erroneous because the
pressure in the crankcase is not at atmospheric pressure. Therefore, the oil level must be checked when crankcase pressure
is at atmospheric pressure or the reading must be done in the devices not influenced by these pressure differences: lube oil
level indicator or oil level regulator (with the filling valve closed).
It is necessary to record pressures, temperatures, levels, energy outputs... in order to be able to detect possible engine
operation failures by analyzing the evolution of the aforementioned parameter values.
Note: Daily records may help you to solve performance problems before they arise, because of that, it is recommendable to
record a high number of parameters of engine performance.
Several reasons make it desirable to keep the exterior of the engine clean. Dirt from the outside can be drawn into the intake
filters. Further, exterior dirt can get into the engine during normal maintenance in cylinder heads, crankcase,…
A number of products for cleaning the engine exterior can be used, such as pressurized steam or degreasing agents. It is
necessary to be extremely careful with the electrical components of the engine.
IO-G-M-00-047e_B 507
Chapter

Title IP
ATTENTION
NEVER BRING A FLAME OR MAKE SPARKS NEAR THE BATTERIES. FLAMMABLE STEAM CAN BE PRODUCED.
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
Inspect gas piping for leaks using a gas detector or water with soap. Tighten hardware or change gaskets if necessary.
CAUTION
NEVER USE A FLAME TO DETECT GAS LEAKS BECAUSE THIS CAN PRODUCE AN EXPLOSION AND PERSONS CAN
BE HURT.
Temperature and pressure measures must be checked in order to detect deviations or broken sensors on engine. It is also
necessary to inspect pressure and temperature sensors of the control system.
IO-G-M-00-047e_B 508
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GUASCOR POWER has developed this maintenance program to ensure optimum performance of your engine. Given that
strict adherence to this program will benefit you, it is essential that you follow the instructions detailed in this manual. Failure to
do so may not only jeopardize GUASCOR POWER’s warranty, but also restrict you from obtaining the best performance for
equipment.
of cylinder liners, pistons, piston rings, cylinder heads,...). They must be carried out by GUASCOR POWER authorized
Repair Shop.

NA 0h
- Analyse waste oil

N1 100 h

IO-G-M-00-047e_B 509
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IMPORTANT

Minor Jobs
coolant leaks
IO-G-M-00-047e_B 510
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- Analyse waste oil
- Change GUASCOR MOTOROIL 3040 PLUS(carter and cooler)
E1 1,500 h - Check, and where appropriate, adjust air/fuel ratio (*)
- Inspect and, if necessary, replace the main air filters

E2 3,000 h
- Check axial allowance of Turbocharger
- Remove, clean and adjust the gap between the pick-ups and the starter
6,000 h
E3
or - Measure the exhaust back-pressure
once a year
- Change coolant
- Recondition turbochargers (Change axial and radial bushings)
NOTE
- When using oil other than GUASCOR MOTOROIL 3040 PLUS, contact GUASCOR POWER.
IO-G-M-00-047e_B 511
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Major overhauls
- Clean oil sump

R1 15,000 h
IO-G-M-00-047e_B 512
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- Change pistons
- Change conrod bearings and small

Cylinder block
Crankshaft
- Inspection of camshafts and change bushings.

R3 60,000 h
- Change damper
This maintenance program is specified for dry natural gas. The natural gas specifications are detailed in the last version of
Product Information Sheet IC-G-D-30-002e: “Fuel Specifications: Natural Gas”. Minimum methane number is specified in
the Power Rating of the engine for this application. If methane number is less than the specified, consult with GUASCOR.
(*)
IO-G-M-00-047e_B 513
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When a customer has specified in advance that the engine is going to be stored, the instructions contained in Product
Information Sheets IM-C-C-00-001e (storage for less than 6 months) and IO-C-M-00-001e (storage for more than 6 months)
apply.
It is however very important that the temperature in the warehouse used for storing the engine should remain at all times
above the outside temperature to prevent condensation.
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MAINTENANCE OF NATURAL GAS ENGINES SFGM
1800 RPM
- Mode of operation
ATTENTION
Excessive exhaust back-pressure

- Low oil pressure
IO-G-M-00-048e_B 515
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1800 RPM
CAUTION
several minutes.
IO-G-M-00-048e_B 516
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1800 RPM
ATTENTION
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
CAUTION
BE HURT.
equipment.
IO-G-M-00-048e_B 517
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1800 RPM
Repair Shop.

NA 0h
- Analyse waste oil

N1 100 h

IMPORTANT
IO-G-M-00-048e_B 518
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1800 RPM

Minor Jobs
coolant leaks
IO-G-M-00-048e_B 519
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1800 RPM
- Analyse waste oil
E1 1,250 h - Check, and where appropriate, adjust air/fuel ratio (*)

E2 2,500 h
5,000 h
E2 - Measure the exhaust back-pressure
or
once a year
- Change coolant
- Recondition turbochargers (change axial and radial bushings)
NOTE
- When using oil other than GUASCOR MOTOROIL 3040 PLUS, contact GUASCOR POWER.
IO-G-M-00-048e_B 520
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1800 RPM

Major overhauls
- Clean oil sump


R1 12,500 h
IO-G-M-00-048e_B 521
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1800 RPM
- Change pistons

R2 25,000 h

Cylinder block
Crankshaft

R3 50,000 h
- Change damper
version of Product Information Sheet IC-G-D-30-002e: “Fuel Specifications: Natural Gas”. Minimum methane
(*)
IO-G-M-00-048e_B 522
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1800 RPM
apply.
IO-G-M-00-048e_B 523
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MAINTENANCE OF BIOGAS ENGINES SFGM - 1500 RPM
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-049e_B 524
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CAUTION
several minutes.
ATTENTION
PRODUCED.
IO-G-M-00-049e_B 525
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2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
CAUTION
BE HURT.
equipment.
IO-G-M-00-049e_B 526
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Repair Shop.

NA 0h
- Analyze waste oil

N1 100 h

IO-G-M-00-049e_B 527
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IMPORTANT

Minor Jobs
coolant leaks

IO-G-M-00-049e_B 528
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- Analyze waste oil

E1 1,000 h

E2 2,000 h
4,000 h
or
once a year
- Change coolant
NOTE
- When using oil other than GUASCOR MOTOROIL 2040, contact GUASCOR POWER.
IO-G-M-00-049e_B 529
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Major overhauls
- Clean oil sump

R1 12,000 h
IO-G-M-00-049e_B 530
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- Change pistons

Cylinder block
Crankshaft

R3 48,000 h
- Change damper
Information Sheet IC-G-D-30-003e: “Anaerobic digestion gas fuel specifications – landfill and digester gas”. If the
biogas doesn’t fulfil the specifications, consult with GUASCOR POWER.
(*)
IO-G-M-00-049e_B 531
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apply.
IO-G-M-00-049e_B 532
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- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-050e_B 533
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CAUTION
several minutes.
IO-G-M-00-050e_B 534
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ATTENTION
2.6. Lube oil leaks
2.7. Coolant leaks
2.8. Gas leaks
CAUTION
BE HURT.
equipment.
IO-G-M-00-050e_B 535
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Repair Shop.

NA 0h
- Analyze waste oil

N1 100 h

IMPORTANT
IO-G-M-00-050e_B 536
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Minor Jobs
coolant leaks

IO-G-M-00-050e_B 537
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- Analyzed waste oil

E1 800 h

E2 1,600 h
4,000 h
or
once a year
- Change coolant
NOTE
IO-G-M-00-050e_B 538
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Major overhauls
- Clean oil sump

R1 8,000 h
IO-G-M-00-050e_B 539
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- Change pistons

Cylinder block
Crankshaft

R3 48,000 h
- Change damper
This maintenance program is specified for a biogas that fulfils the specifications detailed in
the last version of Product Information Sheet IC-G-D-30-003e: “Anaerobic digestion gas
fuel specifications – landfill and digester gas”. If the biogas doesn’t fulfil the
specifications, consult with GUASCOR POWER.
(*) carburation adjustments.
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apply.
IO-G-M-00-050e_B 541
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MAINTENANCE OF NATURAL GAS ENGINE
SFGM 1500 RPM IN ISLAND OPERATION
1. THE SCOPE OF THE DOCUMENT
This document has the aim of stating a maintenance planning of natural gas engine SFGLD 1500 rpm in island operation.
These maintenance guides are based on one average estimation of the 80% of the engine rated power, without counting the
engine remains stationary to calculate the average power.
Both characteristics (engine in island and average power of a 80%) must be watched and GUASCOR must have acknowledge
to validate this maintenance planning
- Mode of operation
ATTENTION

- Low oil pressure
IO-G-M-00-051e_A 542
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CAUTION
several minutes.
IO-G-M-00-051e_A 543
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ATTENTION
3.6. Lube oil leaks
3.7. Coolant leaks
3.8. Gas leaks
CAUTION
BE HURT.
IO-G-M-00-051e_A 544
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equipment.
Repair Shop.

NA 0h
- Analyze waste oil

N1 100 h

IO-G-M-00-051e_A 545
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IMPORTANT

Minor Jobs
coolant leaks

IO-G-M-00-051e_A 546
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- Analyzed waste oil

E1 2.000 h

E2 4,000 h
8,000 h
or
once a year
- Change coolant
NOTE
IO-G-M-00-051e_A 547
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Major overhauls
- Clean oil sump

R1 16,000 h
IO-G-M-00-051e_A 548
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- Change pistons

Cylinder block
Crankshaft

R3 64,000 h
- Change damper
version of Product Information Sheet IC-G-D-30-002e: “Fuel specifications – natural gas”. Minimum methane
(*)
IO-G-M-00-051e_A 549
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IO-G-M-00-051e_A 550
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Description of maintenance operations type E
551
552
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5 Maintenance instructions
- Description of maintenance
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GAS-FUELED ENGINE OIL SERVICING INSTRUCTIONS
1. DESCRIPTION
This Product Information document clearly explains an oil monitoring procedure in order to determine oil change
intervals for gas-fueled engines whose specifications are defined in Product Information IC-G-D-25-003e and IC-
G-D-25-002e.
2. OIL CONSUMPTION
A small amount of lube oil is consumed in the combustion process. In general, oil consumption decreases with
the operation of the engine or any rise in temperature. After the first 600 hours of operation, the oil demand
should be considered constant. From then on, it is advisable to check the oil consumption, which should be as
follow:
Engine Standard consumption g/kwh Maximum consumption g/kwh

FGLD/SFGLD/SFGM 180/240/360/480 0.35 < 0.5
SFGLD/SFGM/HGM 560 0.20 <0.3
In order to calculate an engine's oil consumption, the following formula applies:
Specific consumption (g/kWh) = [ 897 x Consumption (liters) ] / [ Power (kW) x Hours of operation ]
3. OIL ANALYSIS
As a reference, GUASCOR recommends that oil analysis should be conducted as specified in the maintenance
instructions in respect of lubricant for use in gas engines.
Product Information sheet IO-C-M-25-001e describes the oil sampling procedure for its subsequent analysis,
while document IO-C-M-25-004e deals with the oil change procedure.
NOTE
Changing oil from an engine does not only consist in draining the crankcase and cooler, but it also
implies changing the oil filters.
Oil change intervals should not exceed the recommendations (due to the deterioration of the additives), unless
there is a careful oil analysis program established. Even in this latter event, however, remember that rather than
predicting the exact moment additives will fail, laboratory analyses normally aim at detecting engine malfunctions.
It is therefore important to inspect the engine before deciding on any modification of the oil change intervals.
Besides on oil consumption, the useful life of oil is highly dependent upon the thermal and mechanical stress oil is
subjected to, the volume of circulating oil, the engine wear and tear, and most importantly the fuel gas
composition and quality, since the oil change intervals will vary as a function of the quality of the biogas or
biomass gas used as fuel.
With those analyses, wear and tear of the engine can be efficiently monitored and actions taken in order to
ensure good performance at a minimum cost, before serious and costly failures occur.
IO-G-M-25-001e_D 553
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When requesting an oil analysis, always state the type of oil used as well as the time (number of hours) the oil
charge has been in service, and the engine specific oil consumption. We recommend the following properties are
checked:
- Viscosity - Insoluble substances

- TBN / TAN - Metals
- Oxidation / Nitration - Chlorine
- Water content - Observations
4. INTERPRETATION OF RESULTS
Oil degrades throughout its useful life due to oxidation, loss of effectiveness of the additives, and pollution by
combustion products, fuel, water or solids. This can be checked by reviewing the evolution of the periodical test
results.
Those analyses serve to check the oil contamination levels and to detect potential ill performance of oil. The most
significant test results may be interpreted in the following manner:
- Viscosity
Oil viscosity is a very important feature, since it gives an idea of the working conditions of the oil that coats the
bearings with a lubricating film ensuring the lowest friction and leakage.
An increase in oil viscosity is generally attributable to the presence of oxidation products, dirt, insoluble
substances or wear elements.
Generally, the established oil change frequency prevents reaching the point where oil can no longer accept any
increase in contaminants.
- TBN
It is the function of the alkaline additives contained in oil to neutralize the acidic products that develop during
combustion (mainly strong sulfuric and nitric acids) as well as weak organic acids resulting from oil oxidation
through aging.
TBN is a measure of the oil capacity to neutralize strong acids produced by the fuel combustion. It does not
measure the oil alkalinity, but the alkaline reserve of oil or its acid-neutralizing capacity.
A sharp fall of the TBN may occur due to a low consumption of oil, the use of a fuel rich in sulfur or a small
volume of the oil pan. Oil with a low TBN does not have enough capacity to neutralize the acids which corrode the
engine parts.
- TAN
By measuring the oil acidity, it is possible to prejudge and determine the quantity of products of an acidic nature
contained in the oil. Such acidic products may originate both in the natural oxidation of oil and in its contamination
by sulfur compounds or halogen acids formed during combustion.
- Chlorine
Halogenated compounds, if present in the form of acidic components, may prove very harmful to the engine.
Given their chemical nature, acids of this type of elements are very aggressive, attack almost all the metallic
components of an engine and shorten the working life of lube oil by destroying its reserve of additives.
IO-G-M-25-001e_D 554
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- Oxidation / Nitration
Oxidation is a chemical reaction of oil with oxygen. Oil oxidation can be fought by adding inhibitors, however, it
will always develop when oil is mixed with air and it will accelerate under the effect of the combustion gas
temperature, contaminants and oxidizing agents. As oxidation grows, the oil loses its lubricating properties and
thickens, organic acids build up, forming deposits and gum.
Nitration occurs in all engines, but reaches high levels in natural gas engines. Nitrogen compounds, formed
during the combustion, make oil thicken and lose its lubricating properties.
- Water Content
The presence of water in oil means there is contamination either through the cooling circuit or due to combustion
steam condensation. Any small amount of water - in particular from the cooling system - which has been treated
with chemical inhibitors will have a harmful effect on oil. It will bring about a reduction of the oil lubricating
capacities and the build up of sludge; also it may induce corrosion.
If Na or B is found in a metals analysis, this means water an/or anti-freeze is present. This will be the case, if
water has leaked out of the cooling system. Both sodium silicate and potassium metaborate are typical inhibitors
and responsible for introducing Si, K or N and B into oil. Another way of detecting the presence of coolant
consists in determining the glycol level in oil.
- Insoluble Substances
A check for insoluble substances will indicate if there are carbonaceous matter, powders, wear-induced particles
and oxidation products present in oil.
The presence of solids in oil affects the oil detergency and dispersancy, giving rise to a fast-growing tendency of
deposit formation in several engine components. Generally, the quantity of insoluble substances is greater when
wear intensifies.
A high content of solids leads to an increase in oil viscosity, wear of bearings and moving parts, and clogging of
filters.
- Content of Metallic Particles
The test includes a measurement of oil-borne metal particles, like:
- Fe: Iron - Pb: Lead

- Cr: Chromium - Na: Sodium
- Al: Aluminium - Sn: Tin
- Cu: Copper - Si: Silicon
Other elements may be added to the above list. It is essential to compare the test results with previous ones
before drawing final conclusions on their meaning.
Metal concentrations in oil are initially low and increase with the operating time of the engine. A sudden rise would
mean abnormal wear and operating conditions. Consequently, it is important to take into account not only the
metals content but also the engine operating conditions and the mechanical interventions carried out on the
engine.
An increase in the content of any metal indicates wear or damage of an engine component. The metal present in
oil can identify the engine part concerned. For example:
- An increase in the content of lead and copper should lead to an inspection of the bearings, bushings...
- An increase in the iron content should bring about an inspection both of the cylinder liners and of the timing
gears.
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- A higher content of aluminium may be caused by an incipient peeling of the piston material.
- The presence of silicon is, generally, due to poor filtering of inlet air; however, in biogas applications, this
element originates in the gas fuel itself.
For all those reasons, in determining the oil service life, it will be necessary to implement an analysis program that
provides information on the oil performance tendency or specific details on its evolution.
Initially and until the oil change frequency has been fixed, it is advisable to take oil samples for subsequent
analysis by a specialist laboratory every 100h. Depending on the test results, sampling intervals may then
change. Based on our knowledge and experience, for natural gas fuelled engines, we would recommend
sampling oil at least at the oil's half-life and at oil change.
The high limits of acceptability of an oil for natural gas, biogas or biomass gas engines have been established
from a database obtained through the use of the lubricant in real operating conditions and tests of waste oil.
These are the properties to be analyzed and their high limits of acceptability:
Property Oil from natural gas engines Oil from landfill or digester gas engines
Viscosity + - 25% + - 25%
TBN -50% fresh oil -50% fresh oil
TAN +2 mgKOH/g fresh oil +2 mgKOH/g fresh oil
Oxidation 20 Abs/cm 20 Abs/cm
Nitration 20 Abs/cm 20 Abs/cm
Water content Max. 0.5% Max. 0.5%
Insoluble substances Max. 1.0% Max. 1.0%
Fe<100 ppm Fe<100 ppm
Cu<40 ppm Cu<40 ppm
Cr<25 ppm Cr<25 ppm
Metals Sn< 25ppm Sn< 25ppm
Al<20ppm Al<20ppm
Pb<40ppm Pb<40ppm
Na<40ppm Na<40ppm
Silicon Si< 30 ppm Si<75, provided it comes from the gas *.
Chlorine < 800 ppm
* Reaching this limit before the time interval specified in the oil servicing Instruction Sheet will probably be due to
a poor quality of the gas.
The frequency of analysis and the test results determine the oil changing requirements in each individual case.
When altering the oil change intervals, bear in mind not only the test results, but also the engine condition and
operating temperature. If oil and water temperatures are kept within the manufacturer-specified range, in
particular during lengthy periods of operation at low load, the probability of corrosive vapor condensation will be
minimized. This, in turn, will reduce the TBN depletion rate and consequently increase the time oil can be used.
IO-G-M-25-001e_D 556
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OIL SAMPLING PROCEDURE
1. OBJECT
This Product Information sheet clearly specifies a procedure for collecting oil samples from all GUASCOR
engines, both gas and diesel, for their subsequent analyses.
2. SAMPLING ROCEDURE
- The oil sample for analysis must be representative of the entire operating load. Therefore, always do the
sampling when oil is circulating in the engine, since this ensures product homogenization.
- When collecting oil, take great care to avoid external contamination. In particular, check that the sample
containers are perfectly clean and dry.
- You may sample oil during an oil change, but bear in mind that you should not take samples at the beginning
or end of the oil sump draining process.
- To take samples for analysing the oil condition when there is a sampling valve (unit ref. 31.25.920) available,
remove the cap from the sampling valve.
- Where there is no such sampling valve available, we recommend sampling on a pressure oil line or, failing
this, direct from the oil sump.
- NEVER take samples from the first jet of oil coming out when you open the sampling valve; always drain about
400ml of oil to eliminate any contaminating residues present in the circuit. When done, reset the valve cap.
- Finally, stick a label on the sample, stating all the relevant data: date, engine, type of oil, operating time of
engine, operating time of oil, engine oil consumption.
In-line engines V-engines
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GUASCOR ENGINE OIL CHANGE INSTRUCTIONS
1. INTRODUCTION
The useful life of a lube oil charge depends on many and varied factors. Determinants are the oil working time,
engine oil consumption, type and grade of fuel, volume of circulating oil, lubricant quality, engine condition, oil
temperature, etc.
Oil change frequencies should not exceed the recommendations (due to the degradation of the additives) unless
a careful oil analysis programme is previously implemented. But, even in this event, remember that lab analysis
are normally intended to detect troubles with the engine, rather than predicting the exact time additives will fail. It
is therefore important to inspect the engine before making a decision of modifying the oil change intervals.
Accordingly, when determining the oil life, it is necessary to make a series of analysis in order to obtain
information on the oil performance tendency or specific details on its evolution.
Changing the oil charge must be made either in accordance with the maintenance instructions for each type of
engine and application or when the values of the tested parameters have reached their maximum permissible
limits as specified in the oil maintenance instructions in respect of each application, or else when the operating
conditions require that oil be changed before the limit values are reached.
Check the sump oil level daily to detect possible contamination by water or fuel and to make yourself an idea of
the oil condition.
If this visual inspection reveals that oil on the dipstick has lost consistency, flows quickly, is muddy, milky or thick,
then oil must be changed.
Changing the oil of an engine is not limited to draining oil from the sump and cooler, but also implies changing the
oil filters.
2. OIL CHANGE PROCEDURE

The oil change procedure is identical for all types of engines and must always be performed after stopping the
engine, with the oil still hot, since in this state, oil drains better and faster.
Procedure:
1. Drain the sump. To do so, open the oil sump drain plug or use a draining pump.
If the engine incorporates a the pre-lubricating pump, you can use it as a draining pump.
DRAINING
BOMBA PUMP
DE VACIADO
BOMBA DEPUMP
DRAINING VACIADO
TOMATAP
DRAIN DE VACIADO
DRAIN
TOMA DETAP
VACIADO
Line Engine V Engine
IO-C-M-25-004e_A 558
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It is essential that the amount of oil which remains in the sump be as small as possible, since the useful life of
the next oil charge may be shortened due to the presence and quality of this oil quantity.
CAUTION
Contact with hot oil may cause severe burns.
2. Open the drain plug of the oil cooler and remove the waste oil. Make sure the cooler body is drained.
3. Clean the oil sump through the inspection cover provided for this purpose on one side of the sump.
CAUTION
Do not use any cleaning product likely to leave residues.
4. Set and tighten the drain plugs thoroughly.

5. Now, through the filling plug pour new oil, according to GUASCOR's specifications, until the oil level is two
centimetres above the maximum limit on the dipstick.
6. Perform a pre-lubrication cycle, idle the engine and check that the oil level is between the maximum and
minimum marks on the dipstick.
7. Inspect for possible oil leakage in the engine.
8. Check the oil level every day. With the engine at rest and cold oil, the level must reach the maximum mark on
the dipstick. When the engine is idling, the level must be within the max. and min. marks on the dipstick. If
necessary, add oil as per GUASCOR specification for each application.
On engines with an automatic oil level controller, oil makeup is continuous.
WARNING
Dispose of waste oil in a controlled manner in compliance with the prevailing legislation on waste oil collection
and management.
We do not recommend adding extra additives because the oils used in GUASCOR engines have been formulated
and produced with state-of-the-art technology so that nothing need be added to the original formulation. Besides,
the use of additives other than those contained in a given oil is likely to modify its balance, resulting in an
unfavourable performance of oil.
If you cannot use any of the recommended types of oil for the application concerned, you should consult
GUASCOR before choosing another type of oil.
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3. CHANGING OF THE OIL FILTER CARTRIDGE

The oil filter cartridges must be replaced each time you change oil in the engine or when the filters are clogged, a
condition that generates such a low oil pressure in the gallery that the oil pressure alarm is near the setting value.
To dismount the filter:
1. unscrew the filter body with your hand or with the special-purpose spanner;
2. make sure the old gasket comes out with the filter cartridge..
Mounting the filter:
1. Oil the gasket.
2. Screw on the filter and tighten it slightly. Once the filter is in contact with the sealing gasket, give it 3/4 of a
turn.
3. Start the engine and check the filter tightness.
4. Tighten further where applicable.
CUERPO DE FILTRO
FILTER BODY
SOPORTE
FILTERDE FILTROS
SUPPORT RACOR DE ACOPLAMIENTO
FILTER COUPLING ADAPTER
Fig. 1 - Oil filter
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GUASCOR 180/240 ENGINES
CENTRIFUGAL OIL FILTER MAINTENANCE INSTRUCTIONS
1. CLEANING OF FILTER
After stopping the engine completely or isolating the filter from
the lubrication system by means of a valve:
1.1. Loosen and remove clamp (8).
1.2. Remove the cover and check the top bearing for wear or
damage. Check the O-ring (17) and replace it if necessary.
1.3. Lift the rotor unit and allow oil to flow out through the nozzles
before removing the rotor from the filter body. Hold the rotor body
securely and back off the rotor nut (15). Separate the rotor cover
from its body and remove the central support tube (9-11).
1.4. If there is a sheet of paper at the bottom of the rotor, remove

it, since it contains accumulated impurities. If there is no sheet of
paper, remove sludge from the rotor inside with a wooden spatula
or an adequate wooden object and clean the interior of the rotor Fig. 1 - Centrifugal filter
with a cloth. Put a new filtering paper (14).
1.5 Clean the nozzles with a bronze wire to verify that oil can
circulate freely. Make sure the inside of the shaft is free from
impurities. Check the shaft bearings for damage and excessive
wear. Check the O-ring (12) and replace it if necessary.
1.6. Clean and wash the central support tube and make sure the
filter holes are unobstructed.
1.7. Re-assemble the whole rotor and torque the nut (15) to 9.5
to 10.8 Nm (1 to 1.10 kg).
1.8. Check the bottom bearings housed in the filter body for wear
or damage.
1.9. Remove the cap of the shutoff valve (3) and take out the
whole unit. Verify that the spring and valve are not damaged and
move freely. Inspect the seal (4) for good condition. Replace it if
necessary.
1.10. Re-assemble the shutoff valve.
1.11. Re-assemble the whole filter, check for free rotation of the
rotor unit and then
Fig. 2 - Quartering
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GUASCOR 360/480/560 ENGINES
CENTRIFUGAL OIL FILTER MAINTENANCE INSTRUCTIONS
1. CLEANING OF FILTER
After stopping the engine completely or isolating the filter from
the lubrication system by means of a valve:
1.1. Release and remove the clamp (1).
1.2. Remove the cover and check the top bearing for damage or
wear. Inspect the O-ring (2) and replace it if necessary.
1.3. Lift the rotor unit and allow oil to flow through the nozzles,
before separating the rotor from the filter body. Secure the filter
body and undo the rotor nut (3). Separate the cover from the
rotor body and dismantle the central support tube (4).
1.4. If there is a sheet of paper at the bottom of the rotor, remove

it, since it contains accumulated impurities. If there is no sheet of
paper, remove sludge from the rotor inside with a wooden spatula
or an adequate wooden object and clean the interior of the rotor
with a cloth. Put a new filtering paper (5).
1.5. Clean the nozzle with a bronze wire to verify that oil can
circulate freely. Make sure that the inside of the shaft is Fig. 1 - Centrifugal filter
unobstructed by impurities. Check the shaft bearings for damage
and excessive wear. Inspect the O-ring (6) for good condition and
replace it if necessary.
1.6. Clean and wash the central support tube and make sure the
filter holes are unobstructed.
1.7. Re-assemble the whole rotor and torque the nut (3) to 9.5 to
10.8 Nm (1 to 1.10 kgm).
1.8. Check the bottom bearings fitted in the filter body for damage
or wear.
1.9. Remove the cap of the shutoff valve (7) and take out the unit.
Check the spring and valve for damage and freedom of motion.
Inspect the seal (8) and replace it if found damaged.
1.10. Re-assemble the shutoff valve unit.
1.11. Re-assemble the whole filter and check for free rotation of
the rotor unit. Then, put the filter cover and secure it with the
clamp.
1.12. With the filter in service, check for possible leaks at seals
and fittings.
Fig. 2 - Quartering
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CLEANING THE OIL SEPARATOR FILTER OF THE
CRANKCASE GAS BREATHER
1. REMOVAL
Follow the instructions with reference to Figure 1 that shows the different parts of the crankcase gas breather.
1. Remove the bolts and nuts (10 & 4), taking care that O-ring (8) does not fall out.
2. Separate the flexible hose from the upper body.
3. Undo nut (6) and remove washer (7). Next, detach the lower body (1) from the upper body (5), taking care that
O-ring (2) does not fall out.
2. CLEANING AND INSPECTION

1. Remove wire mesh (3) from its housing and clean it with a solution of water, detergent and rust-preventer,
eliminating all accumulated dirt and residues. If the wire mesh is badly damaged, change it.
2. Clean bodies (1 & 5) and check to see if O-rings (2 & 8) are in perfect condition, flexible and free from cracks.
Otherwise, fit new O-rings.
3. ASSEMBLY
1. Set O-ring (2) in its seat on lower body (1). Next, set wire mesh (3) surrounding the stud that lies inside the
lower body (1).
2. Fit the upper body (5) onto the lower body (1), fixing them with washer (7) and nut (6). Take care that the O-
ring does not come off its seat.
3. Connect the outlet of upper body (5) to discharge pipe (9), fitting O-ring (8) in-between and fastening them
with bolts (4) and nuts (10).
4. CHECK FOR LEAKS

1. After starting the system, check that there is no leak; otherwise repair them.
7 8
5 9
4 10
1 3
Fig. 1 – Crankcase Gas Breather
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GAS ENGINE
CYLINDER COMPRESSION TEST
1. AIM
For a correct measurement, you will need both the special tool that fits into the injector or spark plug hole and a
pressure gauge which is a commercial product (Moto Meter, Facom, etc.) adapting to the said tool.
Whenever you measure the compression pressure of one cylinder, always check all the remaining cylinders as
well. If the fault diagnostic indicates that only one cylinder should be compression-tested, then you can perform
the test, by removing the spark plug from the cylinder and operating the starter motor without turning on ignition.
Compression pressure gauge Compression pressure (bar) recording
2. TEST PROCEDURE
Before starting the test, make sure the engine is warm and all of spark plug wires have been disconnected, so
that the engine will not start while checking the compression pressure. For safety’s sake, the gas supply valve
must be closed and the ignition system disabled. Also remove all the spark plugs, so the engine can rotate easily.
Next, proceed as follows:
- Insert the tool (GUASCOR ref.: 19.75.014) with a copper washer in the place of the spark plug, to ensure
adequate cylinder sealing (Fig. 1).
threads
Fig.1 - Special tool - GUASCOR Ref.: 19.75.014
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GAS ENGINE
CYLINDER COMPRESSION TEST
Mount the compression pressure gauge on the tool in the cylinder.
- Rotate the engine with the starter, until the line marking on the pressure recording card stops (normally this
takes 4 to 6 seconds). If unsure, repeat this step. We recommend writing down the number of the cylinder
tested.
- Press the discharge valve of the pressure gauge until the pointer indicates zero.
- Test the remaining cylinders similarly, in correlative order.
ATTENTION
Compression readings for a gas engine normally average 14-18 kg/cm2, however compression checks differ if
performed on a hot or cold engine; therefore it is the reading variation among all the cylinders which really
matters. So, if the compression pressure difference of one cylinder is 2-3 kg/cm2 lower than for the rest of
cylinders, then this cylinder needs servicing.
Pay special attention to the starter motor, to prevent overheating after a number of operations. Also ensure that
the rotational speed is similar, during the test.
4. CONDITIONS CAUSING LOW ENGINE COMPRESSION

Low engine compression can be principally caused by the following conditions:
- Scratched liner; which also implies high oil consumption.
- Damaged or worn rings.
- Insufficient valve-to-seat sealing due to:

- dirt between valve head and seat;
- abnormal wear of the seat caused by worn / stuck valve guide / rod
- deposits resulting from combustion problems.
- off-limits carburetion.
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SPARK PLUG CHANGING & MAINTENANCE INSTRUCTIONS
1. INTRODUCTION
Changing spark plugs correctly is extremely important, because otherwise ignition failure would take place,
affecting the performance of the engine or influencing the engine overhaul routine.
This document thus describes the basic procedure for changing spark plugs in conformity with GUASCOR
POWER's recommendations.
2. PRELIMINARY CHECKS
Before installing a new set of spark plugs in an engine, check the following points:
- The spark plugs you are going to mount are those specified by GUASCOR POWER for the application
concerned (matching references).
- You have the appropriate tools: socket wrench, torque wrench.
- Handling of the parts was correct, no hitting or fall having occurred, which would have damaged the new
elements.
- Each plug has been visually checked and found free from imperfections and mill defects which could impair its
proper operation. You can measure and adjust only some of the GUASCOR POWER-referenced spark plugs.
In particular, the spark gap will be measured against the values tabulated below, using thickness gauges (in
the event of one-electrode spark plugs) and a special gap setting tool ref. 19.75.016 (in the event of four-
electrode spark plugs). It is not possible to regap circular electrode spark plugs.
SPARK PLUG SPARK GAP

4 electrodes (Ref.:76.64.291) 0.30 mm
1 electrode (Ref.:76.64.292) 0.30 mm
1 electrode (Ref.:76.64.293) 0.20 mm
Circular electrode (Ref.:76.64.301) 0.25 mm
CAUTION
It may happen that the actual spark gap differs from the specified value even on new spark plugs. In this
event, adjust the gap with the special tool by separating or approaching the electrodes.
3. CHANGING THE SPARK PLUGS

Having completed the above preliminary checks, change the spark plugs of the engine according to the following
steps:
1. Stop the engine, then disconnect all the wires of the secondary, taking care to soil the Teflon section of the
same as little as possible and clean this section with an absorbent degreasing paper if stained with oil or any
other substance. Check for electric continuity of any wire suspected of being damaged. If any of the wires is so
damaged or soiled that it would not operate correctly, change it for a new one.
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WARNING
Under certain circumstances, the failure of a spark plug to operate properly may be due to problems with the wire:
either dirt on the wire deviates the spark to earth or the wire contacts are cracked or sulphated, impeding the
electric potential to reach the spark plug.
2. Remove the used spark plugs from the engine with a socket wrench.
3. Insert the new spark plugs (dry, without MOLIKOTE) into their housings in the engine, avoiding as far as
possible to touch the ceramic portion of the same and remove any residual dirt from the surface of this portion,
using an absorbent paper. You can start screwing on the spark plugs manually, making sure the washer is
correctly placed in its seat. Finally, use the torque wrench to fasten the spark plug to the appropriate nominal
tightening torque, i.e. 4.8kgm.
4. Reconnect the wires of the secondary to the spark plugs, with a small pressure to click them in place. Now,
you can restart the engine.
5. To prevent corrosion or sulphation, apply a type of silicone grease onto the connectors and terminals, which
prevents moisture from getting in. Such types of grease include: Dow Corning DC-4, G.E. G-623 or GC
Electronics Z5. Also apply a small amount of grease onto the wire connector to the coil.
0.3 mm.
0.3 mm.
Fig.1 - Outline of a single-electrode spark plug Fig.2 - Outline of a 4-electrode spark plug
4. VISUAL INSPECTION OF THE SPARK PLUG CONDITION
ID CONDITION POSSIBLE CAUSE
1 Small deposits of white ashes on the electrodes NORMAL
PREMATURE DETONATION OR IGNITION

2 Electrodes or casing fused (Possible faulty carburation, ignition timing or poor quality of
the gas used)
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ANTIFREEZE RESIDUES
3 Orange-colour residues on spark plug end
(Possible entry of cooling water into the chamber)
4 Granular red deposits on insulator or spark plug end IRON OXIDE DEPOSITS
SILICON DIOXIDE DEPOSITS

5 White-yellowish deposits on the electrodes
(Possible content of silicon in the fuel gas or intake air)
DEPOSITS OF CALCIUM OR BARIUM

6 Rough white deposits on spark plug end (These elements normally proceed from oil, but calcium also
exists in water)
DEPOSITS OF BURNT OIL

7 Hard whitish deposits on the spark plug (Possible wear or scratching of cyl. liner and/or piston rings.
Generally associated with high blow-by)
CINDER DEPOSITS
8 Black specks on the spark plug end (Probably due to incomplete combustion or problems with oil
in the chamber)
In many occasions, the forming of those deposits on the spark plugs is associated with the contamination of a
given motor oil component. It is therefore recommended that oil analysis should be made in order to determine
the oil components out of tolerance.
ID Representative oil component ID Representative oil component

1 Normal oil 5 Silicon
2 Aluminium 6 Water
3 Water, glycol 7 Total solids, iron
4 Iron 8 Total solids, iron
When detecting any of the above mentioned conditions, eliminate the root cause before installing a new spark
plug.
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SPARK PLUG REPLACEMENT CRITERIA
GAS ENGINES
1. INTRODUCTION
This Document describes the diagnosis capabilities of the CPU 95 unit in order to establish usable criteria to
determine the right time for changing the spark plugs of the engine.
So, it will be possible to know the lifespan of the spark plugs used in an engine for the operating conditions of the
same.
2. SCOPE OF APPLICATION OF THIS DOCUMENT

Fuel: Gas
Spark plugs: 76.64.291 (for natural gas)
76.64.292 (for landfill, digester or biomass gas)
76.64.293 (for natural gas)
Quick-connect wire: 19.33.600
Spark plug wire: 76.64.303
Quick plug coil: 76.64.005
Threaded terminal plug coil: 76.64.302
Ignition module: CPU95 76.64.317 / 76.64.132
A different spark plug, wire or coil would imply changes to the values used for programming the CPU-95 unit, as
shown in this document.
3. USE OF THE CPU 95 DIAGNOSIS CAPABILITY

The criteria for determining when the spark plugs of a gas engine must be replaced are based on the diagnosis
possibilities offered by the CPU-95 electronic ignition unit.
3.1. Spark reference voltage
In the CPU 95 unit, the necessary voltage for producing a spark at each firing of the engine cylinders is
represented by a unitless number, called “spark reference voltage”. The voltage necessary for producing a spark
at each spark plug is proportional to the "spark reference voltage". So, the usefulness of the “spark reference
voltage” lies in how it changes according to spark plug wear.
For each cylinder, the “spark reference voltage” is viewed in two forms on the CPU 95 unit display:
- Instant value: shown between brackets

- Cylinder average value, labelled CAVG
The display also shows an average “spark reference voltage” value for all the plugs of the engine. This is labelled
EAVG.
The "spark reference voltage" number has an initial value, which basically depends on the coil used, but may also
vary according to the type of wires and spark plugs.
With a new spark plug, the said initial value typically is in the order of 100. As the spark plug wears out (the spark
gap growing larger), this value increases.
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SPARK PLUG REPLACEMENT CRITERIA
GAS ENGINES
3.2. Energy level
The CPU 95 system is able to work at any of three energy levels, so that the voltage is adequate to produce the
jump of the spark across the spark plug electrodes. These energy levels are:
- E1: 75 mJ
- E2: 100 mJ
- E3: 125 mJ
As the spark plug gets worn, it will need more voltage to work correctly.
Operating at energy level E3 all the time does not alter the lifespan of the spark plugs compared to operation
with the energy gaps and has the advantage of eliminating the uncertainty of possible misfire-induced shutdowns
prior to the change in the energy levels.
3.3. Description of the operating principle
The GUASCOR engines concerned by this document are set to run always at the higher energy level (E3). Under
these conditions, the initial "spark reference voltage" number typically is about 100.
This "spark reference voltage" number will be rising gradually up to values of ca. 130-135, at which the spark
stops being consistent and the engine misfires.
Hence, there will be one high CAVG value set to force the CPU 95 to give a (HI SPARK VOLT) warning that the
time has come to change the spark plugs.
There are other settings of the CPU-95 which contribute to detecting possible failures of one particular cylinder,
namely:
- Low CAVG limit: if activated, it is probable that a short circuit occurs in the spark plug (joined centre electrode
and ground). In this event, readjust the gap.
- Offset between EAVG and CAVG readings. If the EAVG value is much greater than the CAVG value, the
problem can be a short circuit in the spark plug. If EAVG is greater than CAVG, the cause can be a too large
gap or a broken wire. In the event of a failing spark plug, readjust the gap or change the spark plug. If the
failure is a broken wire, change the wire.
3.4. Spark plug replacement criteria
The following are the value settings used by the CPU-95 unit program to ensure correct operation of the engines
to which this document applies:
Energy level: E3
Low CAVG value: 90
High CAVG value triggering the Hi Spark Volt alarm: 130 (alarm on display: HI SPARK VOLT)
CAVG setting for detecting ignition failure in secondary circuit: 135 (alarm on display: NO SEC. SPARK)
Maximum difference CAVG-EAVG: 15
Maximum difference EAVG-CAVG: 15
The remaining values that refer to changes in energy levels are unnecessary and unused.
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SPARK PLUG FITTING INSTRUCTIONS
1. SPARK PLUG FITTING PROCEDURE

This document describes the basic procedure for fitting spark plugs and connectors in conformity with the criteria
established by GUASCOR POWER:
1. To prevent the formation of corrosion or sulphation, apply silicone grease on the connectors and terminals as
a protection against humidity. Greases of this type include: Dow Corning DC-4, G.E. G-623 or GC Electronics
Z5. Also coat the lead and coil connector with this grease.
2. Some Guascor-referenced spark plugs allow measuring and adjusting the gap between electrodes. The spark
gap will be measured against the values tabulated below with reference to the pictures.
SPARK PLUG ELECTRODE GAP

4 Electrodes (Ref.:76.64.291) 0.30 mm
1 Electrode (Ref.:76.64.292) 0.30 mm
1 Electrode (Ref.:76.64.293) 0.20 mm
Circular electrode (Ref.:76.64.301) 0.25 mm
− For measuring the gap (except for circular electrode spark plugs), use thickness gauges.
0,3 mm.
0,3 mm.
Fig. 1 - Outline of a single-electrode spark plug. Fig. 2 - Outline of a 4-electrode spark plug.
3. Where 4-electrode spark plugs are to be mounted, use a special tool reference 19.75.016, as shown in Figure
3, to adjust the electrode gap.
Fig. 3
4. The tightening torque is 4.8kg.m.
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PRECHAMBER SPARK PLUG
INSTALLATION & MAINTENANCE INSTRUCTIONS
1. INTRODUCTION
Fig.1 – GUASCOR Prechamber Spark Plug
It is extremely important to perform the installation and change of spark plugs correctly; otherwise, ignition failure
may happen, causing engine malfunction or altering routine engine maintenance.
GUASCOR POWER prechamber spark plugs ref. 76.64.356 have a built-in high voltage wire of the quick-coupling
type. Moreover, they include a sealing cap that prevents dirt entering the spark plug sleeve.
This document therefore defines the basic steps for installing or changing the spark plugs to ensure this operation
is done in accordance with GUASCOR POWER's criteria.
2. PRELIMINARY CHECKS
- The spark plugs you are going to install are the type specified by GUASCOR POWER for this particular
application.
- You have the appropriate tools, i.e. spark plug wrench ref. 19.75.031 and torque wrench.
Fig. 2 Spark plug wrench
- Parts did not suffer any shock or fall during their handling, which could damage the new components.
- You have visually checked all and every spark plugs and found them free from dirt, damage and mill defect
that would impair their operation.
- There is no humidity on the spark plugs.
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3. FITTING THE SPARK PLUGS

1. Make sure the engine is cold.
2. Before fitting the spark plug, check to see that there is no dirt or residue in the sleeve.
3. Introduce all the spark plugs in their respective sleeves and screw them slightly.
4. Set the tool or wrench on the spark plug and torque all the spark plugs to 50Nm. In doing so, take care that
you do not catch the spark plug wire between the wrench and the sleeve; otherwise you would cut it.
5. Set the sealing cap on the spark plug sleeve.
Fig.3 – Sealing cap
6. Connect the spark plug wires to the coils.
4. CHANGING THE SPARK PLUGS
Make the preliminary checks and then change the spark plugs of the engine according to the following procedure:
1. After shutting down the engine, remove all the wires from the engine's secondary circuit. Clean this area with a
degreasing towel and piece of kitchen roll, if it is stained with oil or another substance.
2. Apply ICH Rel-20 or CRC penetrating oil+mos2 or similar rust loosener to all the spark plugs, allowing a small
amount of liquid to run down the wall of the spark plug sleeve to the threaded area.
3. Remove the used spark plugs from the engine with the spark plug wrench. Do this operation preferably with
the engine cold.
WARNING
If the spark plug has jammed, allow the rust loosener to act longer to be able to remove the plug easily.
4. Fit the new spark plugs (see point 3 – Fitting the Spark Plugs).
5. Re-connect the built-in spark-plug high-voltage wires to the coils, pressing them gently until you can hear the
characteristic click made by the quick connector.
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6. To prevent corrosion or sulphation, apply silicone grease onto the connectors and terminals as a protection
against humidity. Greases of this type include Dow Corning DC-4, G.E. G-623 or GC Electronics Z5.
7. It is now possible to restart the engine
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CRITERIA FOR CHANGING PRECHAMBER SPARK PLUGS
1. INTRODUCTION
This Product Information document describes how to determine the need and time for changing GUASCOR
POWER prechamber spark plugs in an engine.
It is possible to change just the spark-plug with failure.
2. SCOPE OF APPLICATION
Engine type: SFGM and HGM
Fuel: Natural Gas, Biogas and Propane
Spark plugs: GUASCOR 76.64.356
Quick-coupling coil: 76.64.005
Ignition unit: CPU95 76.64.317/ 76.64.132
Using a different type of spark plug or coil may entail changes of the live of the spark-plugs and can affect to the
engine running conditions.
3. SPARK PLUG FAILURE DETECTION

3.1. BY CYLINDER EXHAUST TEMPERATURE
Measuring the exhaust temperature in every cylinder, it is possible to detect which is the spark-plug with ignition
failure. A lower temperature than the other cylinders means a ignition failure, normally due to the spark-plug
failure and this spark-plug must be changed.
Once the engine has stopped by the instability alarm, the engine will be started and the power increased to 50%
of load. Then the measurement of cylinder temperatures can be carried out.
With engines with temperature probes in cylinder exhaust pipes, the recorded values of temperatures must be
checked. In other cases an infrared temperature tester can be used for the measurement.
3.2. SPARK PLUG REPLACEMENT CRITERIA
Sometimes the spark-plug failure can be detected by the CPU-95 voltage reference value for each cylinder. If one
of these values is higher than 200, the spark-plug must be changed.
The following are the settings of the CPU-95 unit program for the engines to which this document applies.
Energy level: E3
Low CAVG limit: 90
High CAVG limit triggering the cylinder's high voltage alarm: 150 (Alarm display: HI SPARK VOLT)
High CAVG limit identifying ignition failure in the secondary circuit: 200 (Alarm display: NO SEC. SPARK)
Maximum difference CAVG-EAVG: 60
Maximum difference EAVG-CAVG: 60
The other parameters that refer to changes in energy levels are not necessary, since the system does not use
them.
If the ignition failure is not solved, check all the ignition system: coils and ignition rail.
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MAINTENANCE OF SPARK PLUGS. OVERVIEW
1. INTRODUCTION
This document establishes the maintenance intervals for the spark plugs fitted into the different GUASCOR
POWER engines.
It is worth reminding that spark plug performance, like the behaviour of other components, depends on a number
of factors, including without limitation:
- Engine duty
- Full load running time
- Full rate running time
- Fuel quality
Accordingly, it is hard to specify a rigorous number of hours a spark plug can be in service before needing
replacement.
Average intervals stated below shall by no means commit GUASCOR POWER to any liability. They are provided
only as a guide to the servicing needs. According to the operating conditions, requirements, and fuel properties,
user has to define whether replacing the spark plugs is necessary before or after the working times suggested in
this document.
2. OPERATIONS SIMULTANEOUS WITH SPARK PLUG REPLACEMENT

Changing spark plugs will take place at the same time as other operations, namely:
- Boroscoping of cylinders to check for absence of polish, scratch, unusual coloration or deposits on the
components of the combustion chamber (liner, cylinder head, valves, pistons and piston rings).
- Check of cylinder compression.
- Inspection of high voltage wires of the ignition system and replacement if necessary (only when wires are not
an integral part of the spark plugs).
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MAINTENANCE OF SPARK PLUGS. OVERVIEW
3. GUIDELINES ON SPARK PLUG REPLACEMENT
1200rpm 1500rpm 1800rpm

REFERENCE REFERENCE REFERENCE
REF HOURS HOURS HOURS
DOCUMENT DOCUMENT DOCUMENT
FG/ FGLD natural gas 76.64.291 1250 IO-G-M-00-002 1000 IO-G-M-00-006
FG/ FGLD biogas 76.64.292 1400 IO-G-M-00-012 1200 IO-G-M-00-021
76.64.291 600 500 400

SFGLD natural gas IO-G-M-00-010 IO-G-M-00-009 IO-G-M-00-011
76.64.293 1500 1250 1000
SFGLD natural gas 76.64.291 800

IO-G-M-00-009
ISLAND 76.64.293 2000
SFGLD biogas 76.64.292 800 IO-G-M-00-014 700 IO-G-M-00-013 600 IO-G-M-00-015
SFGLD biogas ISLAND 76.64.292 1100 IO-G-M-00-052
SFGLD low methane nr. 76.64.292 1250 IO-G-M-00-034 1000 IO-G-M-00-024 800 IO-G-M-00-035
SFGLD natural gas-
3 76.64.293 800 IO-G-M-00-009 700 IO-G-M-00-023
NOX 250mg/mn
SFGLD360R natural gas 76.64.293 2000 IO-G-M-00-022
SFGLD360R biogas 76.64.292 1100 IO-G-M-00-025
SFGLD syngas 76.64.292 800 IO-G-M-00-042 700 IO-G-M-00-003 600 IO-G-M-00-043
SFGLD syngas ENAMORA 76.64.292 1600 IO-G-M-00-044
HGM natural gas 76.64.356 2500 IO-G-M-00-037 2500 IO-G-M-00-027 2000 IO-G-M-00-036
HGM biogas 76.64.356 1500 IO-G-M-00-046 1500 IO-G-M-00-039 1250 IO-G-M-00-045
SFGM natural gas 76.64.356 3000 IO-G-M-00-047 2500 IO-G-M-00-048
SFGM natural gas ISLAND 76.64.356 4800 IO-G-M-00-051
SFGM biogas 76.64.356 2000 IO-G-M-00-049 1600 IO-G-M-00-050
SFGM propane 76.64.356 4500 IO-G-M-00-040 3900 IO-G-M-00-041
SFGLD natural gas 1000 h /

76.64.293 IO-G-M-00-019 1800 rpm
stand by 2 years
FGLD COMPRESSOR
76.64.293 1000 IO-G-M-00-008 Variable speed
natural gas
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ADJUSTMENT OF GUASCOR GAS ENGINE VALVES
1. ADJUSTING THE VALVES

This operation aims to set the clearance between the valve lifter and the overhead-valve rocker.
With the engine cold and the cylinder being adjusted at TDC (Top Dead Center) in the compression stroke, the
clearance between the rocker arms and the valve lifters must be:
FGLD/SFGLD/SFGM 180/240/360/480 - SFGLD560 SFGM/HGM 560

Intake 0.3 mm / 0.012 in. 0.3 mm / 0.012 in.
Exhaust 0.8 mm / 0.031 in. 0.5 mm / 0.02 in.
Adjustment procedure sequence:
1. Use the barring device to rotate the engine until cylinder #1 in the firing order is at Top Dead Center (TDC) of
the compression stroke. Watch the flywheel marks through the hole in the flywheel housing (see page 3 for
location marks on the flywheel).
NOTE: Rotate until cylinder #1 is in the position corresponding to maximum compression, provided that the
rocker arms do NOT act on the lifters (cylinder is not in valve crossover position). Otherwise, rotate the
crankshaft one complete revolution and set the cylinder in the compression stroke.
2. At the cylinder #1 rocker arm, loosen the ball joint nut (2) and the rocker arm ball joint (3) until the rocker arm
(1) moves freely (see figure 1 on page 2).
3. Loosen the valve lifter lock nut (6) and adjusting screw on the valve lifter (5) (see figure 1 on page 2).
4. Check for proper contact between the valve lifter and the valve stems. The valve lifter should contact both
valves at the same time.
5. While applying pressure on the fixed side of the lifter, carefully rotate the adjusting screw clockwise until it
contacts the valve stem. Tighten the valve lifter lock nut (6) while keeping the adjusting screw from turning.
Be sure the valve lifter is contacting both valves evenly.
6. Inset the proper size feeler gauge between the valve lifter (5) and the rocker arm (1) (see table above). The
valve lifter should contact both valves at the same time.
7. Tighten the ball joint (3) of rocker arm (1) until it contacts the push rod socket (4) and produces a slight drag
on the feeler gauge when it is slid back and forth between the valve lifter and rocker arm.
8. Hold the push rod socket (4) with a screwdriver and tighten the ball joint nut (2).
9. Repeat the same procedure for the other set of valves.
10. Repeat the same procedure for all other cylinders by rotating the engine to bring the next cylinder to the TDC,
in the compression stroke.
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6 7 5 1 3 2
Fig. 1 – Valve Adjustment
1 Rocker arm
2 Ball joint nut
3 Rocker arm ball joint
4 Rocker arm pushrod
5 Valve lifter
6 Valve lifter lock nut
7 Adjusting screw
8 Valves
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TDC
PMS PMS
TDC
IGN 1-6 IG N
1-8
FLYWHEEL ROTATION FLYWHEEL ROTATION
90
90
12
0°
°
12
0°
6-3 4-5
°
90
90
120°
°
3-4 5-2
2-7
Marks on flywheel Marks on flywheel
FG/FGLD/SFGLD/SFGM 180 FG/FGLD/SFGLD/SFGM 240
TDC
PMS TDC
PMS
IGN 1-6 IG N
1-8 12-13
FLYWHEEL ROTATION FLYWHEEL ROTATION
16-9
7-12 8-11
° 60 30°
60 ° (PMS)
(TDC) 60°
(PMS)
(TDC)
60°
30°
60°
6-3 4-5
60°
30°
60°
60 °
3-4 ° 60 5-2 30° 60°
10-15
14-11 2-7
10-9
Marks on flywheel Marks on flywheel
FGLD/SFGLD/SFGM 360 FGLD/SFGLD/SFGM 480/560-HGM560
2. Pairing of Cylinders at Top Dead Center

1 5 3 6 2 4 - - - - - - - - - -
6 2 4 1 5 3 - - - - - - - - - -
1 4 2 6 8 5 7 3 - - - - - - - -
8 5 7 3 1 4 2 6 - - - - - - - -
1 8 5 10 3 7 6 11 2 9 4 12 - - - -
FGLD/SFGLD/SFGM 360
6 11 2 9 4 12 1 8 5 10 3 7 - - - -
FGLD/SFGLD/SFGM 480/560 1 12 4 10 2 14 6 16 8 13 5 15 7 11 3 9
HGM 560 8 13 5 15 7 11 3 9 1 12 4 10 2 14 6 16
NOTE
In all cases, when both valves of one cylinder are depressed (open, crossing stroke), the valves of the paired
cylinder are released (closed, on compression stroke) and can be adjusted.
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CARBURATION ADJUSTMENT WITH MAIN ADJUNTING
SCREW (MAS)
1. INTRODUCTION
This document describes the prerequisites of the gas system to be fulfilled before starting gas-fueled engines as
well as the carburation adjustment procedure using the Main Adjusting Screw (MAS).
ATTENTION
The fuel system is fitted with a set of valves which open and close as the engine starts or stops. The carburetor or
MAS do not stop the gas flow.
2. PREREQUISITES
ATTENTION
Do not inhale the fuel gas. Some components of the fuel gas are odourless and extremely toxic. Inhaling fuel gas
can cause injury and even death.
Before undertaking a gas engine start-up process, check that the gas supply installation complies with the
specified requirements.
The valve train must be operational and the gas pressure downstream of the same must conform to the specified
values.
If there is a previous gas regulation/reduction stage, make sure the outlet pressure is as per specifications.
3. ADJUSTMENT PROCEDURE
This is the Woodward carburation adjustment procedure for engines with a MAS and ZPR (zero pressure
regulator):
1. Set a tester to measure the differential pressure between the outlet of the zero pressure regulator (supplied by
Guascor) and the compensating system after the air filters, or the atmospheric pressure, depending on the
type of regulator used.
2. Open the general shutoff valves of the gas supply valve train (electric).
3. Check the gas pressure at inlet to the zero pressure regulator. If supplied by Guascor, the reference value is
the maximum value stated in document IT-G-E-30-001e.
4. Adjust the pressure regulator spring so as to obtain an outlet pressure of 0.0 (± 0.1-0.2) mbar.
5. Close the gas supply valves.
6. Move the adjusting screw to the middle of its travel.
7. Upon completion of this adjustment, operate the engine with the ignition function on and the gas system
shutoff valves closed. This will ensure that there remains no residual gas in the engine.
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CARBURATION ADJUSTMENT WITH MAIN ADJUNTING
SCREW (MAS)
4. AJUSTING THE ENGINE CARBURATION

1. Connect an emission tester to the engine exhaust pipe.
2. Open the fuel gas supply shutoff valves.

3. Actuate the engine starter. Starting with the zero pressure regulator completely closed, open it progressively
and adjust it until the engine starts. With the engine idling, check the oxygen level in the exhaust; it must be
between 2.5 and 5%.
ATTENTION
Always check correct firing of all the cylinders before adjusting the engine carburation. Measuring the temperature
at the exhaust can help you detect misfiring of any cylinder. Engine instability and very high oxygen levels can
denote ignition failure too. Misfiring can cause severe damage to the engine.
4. After reaching appropriate engine coolant and oil temperatures, run the engine at full power, checking the
emission level and adjusting the screw as necessary to ensure engine operation within safe limits.
5. At the engine rated power, adjust the screw so as to reach the emission level required for the installation.
6. Unload the engine completely and, with the engine idling, adjust the zero pressure regulator so that the
oxygen level at the exhaust is in the range of 2.5 to 5%.
7. Rerun the engine at full power and check the emission level. Adjust the screw, if necessary.
8. Repeat this process until you get a reading of 2.5 to 5% O2 with the engine idling and the expected emission
level at full power.
NOTE
The zero pressure regulat (ZPR) setting influences the air/fuel mixture at no load and on starting the
engine.
The main adjusting screw setting affects the air/fuel ratio at full load.
9. Stop the engine and check if the engine restarts without problem.
CARBURATION SYSTEM
MAIN ADJUSTMENT
SCREW
ZERO
VALVE PRESSURE
GAS
TRAIN REGULATOR
AIR FILTER
TO ENGINE
BARREL
CARBURETTOR HOUSING
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TERRESTRIAL ENGINES' AIR FILTERS. MAINTENANCE
1. MAINTENANCE OF TERRESTRIAL ENGINES' AIR FILTERS

For higher efficiency, it is essential that air filters of terrestrial engines be always in perfect conditions. Therefore,
it is necessary to clean or change the filtering cartridges when the appropriate maintenance schedule so specifies
or when static pressure loss at filter outlet exceeds 38mbar.
2. TERRESTRIAL ENGINE'S DOUBLE-STAGE AIR FILTER MAINTENANCE OPERATIONS

Servicing the terrestrial engine's double-stage air filters imply the following commonest operations.
- Inspection, cleaning and (where appropriate) substitution of the core components of the terrestrial
engine's air filters. Generally, the main filter cartridge can be cleaned three times before its replacement. By
contrast, NEVER clean the safety component, but replace it, as a rule, at the same time as the main cartridge.
- Replacement of the core components of terrestrial engine's air filters. This operation shall be performed in
accordance with the specified maintenance programme or if found damaged or when cartridge cleaning has
reached the a.m. limit.
- Substitution of safety components of terrestrial engine's air filters. This operation shall be performed
according to the specified maintenance programme or in case of cartridge damage or fouling. NEVER clean
the safety cartridge, always change it when fouled or specified in the maintenance schedule.
2.1. INSPECTION OF THE MAIN FILTER CARTRIDGE
The parameter that determines the fouling level of an air filter is the airflow restriction at the air filter outlet. On
GUASCOR engines, the maximum permissible air flow restriction or pressure loss is 38 mbar and it is measured
with the engine running at rated power and load.
For monitoring their fouling level, the GUASCOR terrestrial engines' double-stage filters include either a
mechanical air flow restriction detector Ref. 76.50.134 or an electric detector Ref. 76.50.266. The mechanical
detector has a red-coloured indicator showing up completely when the maximum permissible pressure drop has
been reached. The electric detector consists of a normally open contact that closes when the airflow restriction
reaches the a.m. specification and indicates the fouling condition of the filters by means of a light signal or by
transmitting an electric signal to the PLC. The system shall be serviced, when the membrane indicator is
completely red or the fouling alarm is given. After servicing a filter with a mechanical fouling indicator, it is
necessary to push the "Reset" button on the indicator to relocate the membrane at its initial position.
Other signs can help detect the plugging of the air filters. A gas engine may be unable to reach its rated power, or
will see its efficiency decrease or even can present carburetion problems (fuel-air mixture becoming richer), if the
air filter does not work properly. A diesel engine with failing air filters will have greater specific fuel consumption
and darker exhaust gases.
Always perform filter maintenance with the engine at rest.
For tangentially sealed filters, inspecting the main filtering cartridge will imply the following sequence of
operations:
1. Back off the air filter locknut and remove the front sealing ring. Also, remove the washer from the main
cartridge.
2. Extract the main filter cartridge from the terrestrial engine's filter, avoiding impacts of the cartridge against the
casing.
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3. Inspect the inside of the filter casing and clean it with a moistened rag. Also check the exhaust valve at the
bottom of the filter and eliminate possible dirt build-ups or condensates
4. Verify the condition and appearance of the main filter cartridge: the filtering paper should be free from
excessive dirt or breakage. Check the paper folds for homogeneous distribution and absence of deformation.
IMPORTANT
Clean the filter cartridge in case of high dust concentration or if specified by the maintenance programme (see
point 2.2).
Intake cap
Fouling
detector
Clamp
Safety cartridge
S.C. washer Filter casing

Main cartridge
Front sealing ring
Integrated axial sealing

gaskets
Locknut
M.C.
washer
Fig.1 – Exploded view of a tangentially sealed air filter for terrestrial engines
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For radially sealed filters, inspecting the main filtering cartridge will imply the following sequence of operations:
1. Release the metal latches and remove the cover.
casing.
3. Inspect the inside of the filter casing and clean it with a moistened rag. Also check the exhaust valve at the
bottom of the filter and eliminate possible dirt build-ups or condensates.
4. Verify the condition and appearance of the main filter cartridge: the filtering paper should be free from
excessive dirt or breakage. Check the paper folds for homogeneous distribution and absence of deformation.
IMPORTANT
Clean the filter cartridge in case of high dust concentration or if specified by the maintenance programme (see
point 2.2).
Main filtering
Safety filtering element
element
Air filter
casing
Fouling
detector
Fig.2 – Exploded view of a radially sealed air filter for terrestrial engines
Both tangentially and radially sealed filters shall undergo other checks of their main cartridge, as follows:
1. Check the elasticity of the sealing gaskets, mounted on the cartridge, by pressing with your finger and
watching the gaskets recover their original form. Wipe the gaskets clean with a moistened cloth.
2. After checking the condition of the cartridge and cleaning or changing the filter if necessary or specified by the
maintenance programme, reassemble the filter, proceeding in reverse order of its disassembly.
3. Reset the mechanical fouling detector and check the general performance of the engine when restarted. For
gas engines, also check for correct carburetion, since the mixture could be leaner.
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2.2. CLEANING THE MAIN FILTER CARTRIDGE
Before cleaning the main cartridge of terrestrial engines' air filters, the inspection process described in the
previous section should have been carried out .
ATTENTION
Only the main cartridge may be cleaned (up to three times according to the maintenance schedule). The
safety cartridge has to be changed as and when specified in the maintenance programme; it may not be
cleaned using the procedures described below because they would damage the safety cartridge.
There are two methods for cleaning the main filter cartridge: Blow-through and Washing.
2.2.1. Blow-through
NEVER clean the filter cartridge mounted in the filter or on the engine or in the engine room. Moreover, it is
advisable to carry out this operation at a safe distance from any object susceptible to be damaged by blown out
dust. Wear respiratory mask, eye and hand protection.
Maximum recommended compressed air pressure to avoid damage to the cartridge: 6 kg/cm 2
Blow through in the direction opposite the cartridge's use, from inside out and from top to bottom, turning the
cartridge. Keep the gun nozzle at least 5cm away from the internal perforated plate.
2.2.2. Washing
Washing is recommendable only if the filter cartridge has been fouled by contaminants mixing with dust to form
dirt that compressed air will be unable to remove.
This method should not be used more than twice before replacing the cartridge.
1. Detach the major portion of dirt with compressed air or a water jet.
2. Soak the cartridge in water with a solvent for not less than 15 minutes.
3. Rinse with a water jet until clear water comes out. Maximum recommended pressure: 2.5 kg/cm2.
4. Let the cartridge dry
IMPORTANT
Do not use compressed air for drying.

Do not re-assemble the filter until the cartridge is completely dry and has been checked again.
2.3 SUBSTITUTION OF FILTER CARTRIDGES
Changing the cartridges of terrestrial engines' air filters must take place, with the engine at rest, in a ventilated
room, following these instructions:
1. For tangentially sealed filters, back off the air filter locknut and remove the front sealing ring. Also, remove the
washer from the main cartridge. For radially sealed filters, release the metal latches and remove the cover.
casing.
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3. For tangentially sealed filters, remove the washer from the safety cartridge, if this has to be changed, and take
out the safety cartridge.
4. Inspect the inside of the filter casing and clean it with a moistened rag. Also, check the exhaust valve at the
bottom of the filter and eliminate possible dirt build-ups or condensates.
5. Check the elasticity of the sealing gaskets, mounted on the cartridges, by pressing with your finger and
watching the gaskets recover their original form. Wipe the gaskets clean with a moistened cloth
6. Change old cartridges by new ones, making sure their references coincide.
7. Reassemble the filter, proceeding in reverse order of its disassembly. For tangentially sealed filters, verify that
the axial sealing gaskets lean correctly against the filter casing. Take special care when fitting the front sealing
ring, to ensure total tightness. For radially sealed filters, insert the main and safety cartridges into the casing,
as you would put a cork into a bottle; the two cartridges will centre and align themselves automatically.
8. Make sure that all fittings and ducts close hermetically.
gas engines, also check for correct carburetion.
3. MAINTENANCE OF GHF AIR FILTERS FOR TERRESTRIAL ENGINES

The parameter that determines the fouling level of an air filter is the air flow restriction at the air filter outlet. On
GUASCOR engines, the maximum permissible airflow restriction or pressure loss is 38 mbar and it is measured
with the engine running at rated power and load.
The GHF air filter on GUASCOR engines includes either a mechanical airflow restriction detector Ref. 76.50.319
or an electric detector Ref. 76.50.266. The mechanical detector has a red-coloured indicator showing up
completely when the maximum permissible pressure drop has been reached. The electric detector indicates the
fouling condition of the filters by means of a light signal or by transmitting an electric signal to the PLC.
Always service the GHF filter, i.e. replace the two filtering cartridges, with the engine at rest.
3.1 CHANGING THE GHF FILTERING CARTRIDGES
Changing the cartridges of a GHF filter must take place with the engine at rest, in a ventilated room, following
these instructions:
1. Undo the clamp form one side of the filter.
2. Remove the cover.
3. Disassemble the fouled cartridge.
4. Install a new filtering cartridge Ref 76.50.295. Do this operation as fast as you can to prevent dust and/or
particles from entering the engine.
5. Fit the cover correctly, observing the direction specified on it.
6. Secure the clamp.
7. Repeat the same operation for the second cartridge of the filter.
gas engines, also check for correct carburetion, since the mixture could be leaner.
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ATTENTION
NEVER clean a filtering cartridge ref. 76.50.295.
COVER
CLAMP
FILTERING CARTRIDGE
CASING
FOULING
DETECTOR
Fig.3 – Exploded view of GUASCOR High Flow air filter for terrestrial engines
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DAMPER CONDITION MONITORING
1. INTRODUCTION
It is the damper's function to minimize the impact of the torsional vibrations developing in the crankshaft. These
vibrations originate in the successive explosions that take place in the combustion chambers and are transmitted
to the crankshaft through the pistons and connecting rods.
Damping is achieved as a viscous fluid (silicone) contained in a housing or idle flywheel spreads between the
internal plates secured to the end of the crankshaft. As silicone oil deteriorates in time, servicing becomes
necessary.
There are two methods for monitoring the condition of a damper:
- controlling its temperature
- analyzing the silicone oil.
Whatever the method used, the control frequency shall be established in accordance with the specifications
contained in the Engine Maintenance Guidelines.
2. DAMPER TEMPERATURE CONTROL

Dampers have been fitted with a self-adhesive temperature indicator (ref.16.15.369) for controlling their operating
temperature.
Self-adhesive temperature indicator
This indicator enables an approximate control of the maximum permissible temperature on the damper surface. It
is to be noted, however, that this indicator only records discrete jumps of temperature. The self-adhesive indicator
has ten graduations between the two temperature limits that, in our case, are fixed at 71°C and 110°C. When the
temperature reaches or exceeds a reference value, the colour of the corresponding section or graduation
changes and turns black.
Temperature should be measured at least after one hour of operation at full power. Ideally, the equilibrium
operating temperature of the damper should not exceed 80°C. Above this temperature, silicone loses its
dampening properties and, consequently, the damper stops to operate correctly, which may give rise to an
increase in torsional vibrations, finally leading to severe failures of moving components, including the breaking of
crankshaft, gears, couplings, etc.
Damper Temperature Condition

T = Room Temperature Damper inoperative. Silicone in bad condition: solid.
40ºC < T < 80ºC Ok.
T > 80ºC Overheating. Possible failure of the engine.
It is important that the indicator does not come into contact with such elements as oil, grease, water, etc. Also, it
may happen that the indicator looses its thermal properties and the reagent turns grey after a certain time of
operation. This is why, for permanent temperature monitoring, the indicators should be changed from time to time.
An alternative of this monitoring system consists in measuring the temperature with an infrared thermometer that
permits measurements of the existing or instantaneous temperature.
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3. SILICONE SAMPLING METHOD

An analysis of the damper silicone is essential to determine whether its properties are optimum or not. The
sampling kit to be used for this purpose is Guascor part number 74.44.027.
The filling plugs will be found, diametrically opposed, on the damper cover. If there is a reasonably easy access to
one of those plugs, sampling can be done with the damper installed on the engine. Otherwise, put the damper in
a normal vertical position during the sampling process. As for engines with double damper, both dampers must be
checked.
NOTE
For HGM series it is not necessary to take a periodical silicone sample for analysis. The damper must only be
changed when the schedule program sets it.
It is recommended to place the damper so that both filling plugs are roughly in a horizontal position and to leave it
in that position for at least one hour before starting to take samples. Depending on the damper model, any of
various thread sizes are used for the filling holes and, consequently, the threads vary at either end of the sample
container.
The silicone fluid sampling procedure is described below:
Assuming you know the thread size of the damper plug hole,
prepare a sample container and remove its screw-on cap from
the end to be introduced into the damper.
Remove the filling plug from the damper cover, while holding the
container ready to be inserted immediately.
Screw the container totally into the hole of the filling plug.
Remove the second screw-on cap from the container.
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Allow silicone fluid to reach the open end of the sample container.
This may take a few seconds or hours depending on the fluid
conditions and other factors: the higher the temperature, the
shorter the time required.
As soon as the fluid flows out through the open end of the container,
replace the screw-on cap.
Warning!
In order to perform the analysis of a silicone sample, at least 3/4 of the
container must be filled up.
Having a filling plug ready for its relocation on the damper cover,
unscrew the sample container.
Immediately replace the filling plug and torque to 2.5kg (18lb/ft), and seal
it with a punch mark. It is advisable to insert a new O-ring (included in
the kit) and to tighten the plug until matching the previously existing
marks.
Screw the cap on to the end of the container and check that both caps
are fully screwed on, but not forced. (Do not use any wrench.)
IMPORTANT
Cleanness of sample container, filling plugs and areas around the filling hole is essential. It is very important to
limit fluid spillage as much as possible during this process. Excess loss would alter the characteristics of the
damper as well as reduce the possibilities of taking more samples in future. If fluid spillage is null, at least 10
samples can be taken, when using 'Standard' 1cc containers.
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3.1. On-site analysis of the silicone sample
A rapid analysis of the silicone condition can be made by observing the color of the sample. The meaning of
possible colors is defined below.
Normal Condition: The original fluid is completely clean and

free from impurities.
Intermediate Condition: The sample has a lightly darkened

color and may contained particles.
Critical Condition: The sample has a dark brown or black

color and has been contaminated by metallic particles.
3.2. Silicone sample analysis performed by the manufacturer
If there is any doubt about the silicone condition, it is recommended to perform a more exhaustive analysis. In this
case it must send a sample to GUASCOR in order to perform that analysis.
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MAINTENANCE OF THE COOLING SYSTEM
1. DRAINING AND FILLING OF COOLING SYSTEM WITH ANTIFREEZE ADDED

This section describes how to fill the cooling system on GUASCOR engines and applies to diesel and gas
engines as well as to containerised sets.
Prior to filling, it will be necessary to open the petcocks of the water circuits. On the engine side, the main circuit
petcock lies in the thermostat box or in the inlet pipe to this box. Where no thermostat box exists, the petcock will
be found at the highest point of the circuit. As for the auxiliary circuit, the petcock will generally be in the upper
area of the air cooler or at a high point of the piping.
Fig. 1 - Petcock on thermostat box
On the air coolers, radiators or heat exchangers side, both the primary and secondary circuits are fitted with
automatic bleeders that are coupled to a shutoff valve for their inhibition - during the equipment operation, the
valve must be open. For quick filling of coolant, the shutoff valve should be kept open, with the automatic
bleeders removed, until only air-free coolant flows out. At this moment, close the valve and, upon completion of
the whole process, remember to relocate the automatic bleeders and to open their shutoff valve.
Fig. 2 - Automatic bleeder
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There exist two coolant circuit filling procedures:
1. Filling with a ready water and antifreeze mixture. This is the best way of filling coolant circuits. In a tank,
mix water with antifreeze in the adequate proportion (see IO-C-M-20-001e) and then feed this homogeneous
mixture of water and glycol into the engine to the correct level with an electric or gravity pump.
2. Filling with water and adding antifreeze in two stages. This method is not wholly advisable, because the
mixture will not be homogeneous until the water pumps start. As a result, if operators do not operate the
pumps after antifreeze has been added, at specific locations in the circuit, there will be only water which can
freeze after a certain amount of time. Therefore, when using this procedure, it is essential to make sure that
the engine is subsequently run at sufficient load for the thermostats to open, and for water and antifreeze to
circulate through the entire circuit, so that the circuit is filled up and protected against any risk of freezing,
when the engine stops.
Whatever the procedure chosen, verify that the water-antifreeze ratio is adequate (see IO-C-M-20-001e). In order
to determine the concentration of glycol in water, use a hydrometer which measures the density of the water-
antifreeze mixture, that must be consistent with the density-concentration correlation table to be provided by the
antifreeze supplier. Another method consists in using a refractometer that diretly outputs the concentration
value. In addition to the additives to be used, IO-C-M-20-001e contains a graph showing the mixture freezing
temperatures for a given concentration and the type of antifreeze used: propylene glycol or etylene glycol.
Petcocks must remain open until no air gets out. Pressurised closed circuits must be filled until pressure slightly
exceeds 1 bar.
Fig. 3 - Typical hose-to-circuit connection, for draining and filling a cooling system
On starting the engine for the first time, open the air vents again once water has warmed up a little, to check that
only water flows out. In the event of air escaping, leave the air vents open until all air has been expelled. If the
pressure in the circuit has dropped significantly, refill as necessary.
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ATTENTION
It is very important to ensure there is no air left in the circuit, because air reduces the cooling capacity
considerably and can cause cylinder knocking, water pump cavitation, and a significant decrease of the water
flow rate through the circuits of the engine.
IMPORTANT
Specially on engines running with the main circuit water at 120ºC, it is necessary to purge air again when this
temperature has been reached, because the capacity of air to dissolve in water decreases sensibly as
temperature rises. So, when filling the circuit with cold water, there may be no free air, while at the working
temperature, important air pockets may form in the entire circuit. A similar situation occurs on engines where the
secondary circuit water is at 80ºC.
For draining the cooling circuits, the filling and draining water taps must be at the lowest point of the circuit.
Otherwise, in order to drain the circuit completely, it will be necessary to remove one of the flanges from the lower
area and to put a container under it to collect the water and antifreeze mixture. Draining can be by gravity or using
an electric pump. After coupling a hose to the water tap and starting the pump once pressure permits, open all the
petcocks and bleeders of the circuit being drained, in such a way that air flows through once water has been
completely drained. Where there also exists a water tap in the air cooler, radiator or heat exchanger section,
connect the hose or pump to it and check that water stops flowing out. Finally, close all the petcocks and air
vents.
ATTENTION
Since antifreeze is a contaminant, collect it in an adequate container for subseqeunt disposal, treatment or reuse.
For a complete draining of the air coolers, radiators or heat exchangers (required in the case of containerised
sets for instance), separate these items from the rest of the circuit, by detaching the relevant pipes. On the water
lines, mount the covers intended for the draining process: the cover for the upper pipeline comes with a
compressed air intake, while the cover for the bottom pipeline has a tap for fixing a hose through which the water-
antifreeze mixture pushed by compressed air will be discharged into an appropriate container.
CAUTION
Before starting the draining process, allow water to cool down in the circuits, because the temperture reached by
water during the engine operation is a source of hazard in case of hot water contact with the human body.
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2. INSPECTION AND CLEANING OF THE COOLING SYSTEM

It is necessary to inspect the cooling system periodically, checking in particular hoses, fixing flanges, seals, etc.
for possible leaks.
Keeping the cooling system clean is essential to avoid engine overheating. All the conduits in the engine, and in
the heat exchanger (if any), must be free of deposits and coolant-borne impurities.
To clean the circuit, use an adequate chemical (usually diluted hydrochloric acid) and make it circulate through
the circuit with an auxiliary pump, until all scale and deposits have been removed from the system's pipelines and
ducts.
ATTENTION
Read the product specifications and supplier's recommendations carefully, since several parts of the system may
get damaged in case of excess recirculation of the product. Also, before refilling the circuit with coolant, wash it
thoroughly with water to eliminate all traces of hydrochloric acid.
When handling this cleaning product, take all appropriate safety measures to prevent contact with any part of your
body, since it is very harmful.
CAUTION
Should you observe a decrease in the thermal efficiency of the intercooler or at the prescribed maintenance
intervals, disassemble the equipment for its cleaning. Wipe the tubes clean with a dampened nylon brush. Next
rinse them with plenty of water until no more impurities get out. Water seals shall be changed before
reassembling the intercooler. It is also possible to clean the system with pressure water and special-purpose
devices. As for the other items of the cooling systems, make an adequate cleaning agent circulate through the
intercooler. To clean the oil cooler, do the same.
The water thermostats housed in cast iron boxes must also be checked periodically for correct operation. To do
so, place them in a water tank, heat the tank and check the temperatures at which the thermostats start and end
to open: the first is printed on the base of the compartment containing wax necessary for the operation of the
thermostats, while the second is 13ºC greater than the thermostat's initial opening temperature. If the
measurement differs significantly from those values, change the thermostat.
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MAINTENANCE OF TURBOCHARGER
1. INTRODUCTION
This Product Information Sheet aims to provide guidance on how to maintain the turbocharger of GUASCOR
engines.
2. INSPECTION OF THE TURBOCHARGER

The inspection and possible repair of turbochargers must be carried out by one of GUASCOR official or
authorised Repair Shops.
A turbocharger is a critical component to ensure correct operation of the engine. If the turbocharger does not work
correctly, the engine will not perform as initially specified. Therefore, the turbocharger must undergo a simple
inspection consisting of four checks (that do not require removing the turbocharger), namely:
- Check for axial play: Apply force axially on the shaft and check that there is no axial clearance.
- Check for radial play: Apply force radially on the shaft and check that there is no radial clearance.
- Rotation: Push one of the wheels inwards, while turning it with your hand at the same time in order to
detect friction or seizure. Repeat this process on the opposite side. The wheels must rotate freely, without
touching the casing, turbo plate or turbine insert.
- Blade condition: Visually inspect the blades of compressor and turbine, with a lamp, to see if they are
very dirty or contain foreign materials. Check the wheels, casings and turbine inserts for scratches. Verify
if there are blade edges bent, cracked or indented. Check clearance between blade and casing.
Compressor Turbine Compressor Turbine
Step 1: Axial Clearance Step 2: Radial Clearance
Compressor Turbine Compressor Turbine
Step 3: Rotation Step 4: Visual Inspection
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ATTENTION
If you find any fault during this inspection, you will have to check the turbocompressor completely in
order to solve the problem. In this event, ask GUASCOR for the instruction manual specific to the
turbocompressor that needs overhauling or have the turbocompressor checked by one of GUASCOR
official or authorised Repair Shop.
After assembling the turbocompressor, do the following:
- Check the turbo assembly and connections for security problems and air or lubricant leaks.
- Check the manifold connections to the turbine as well as the exhaust manifold gasket.
- Remove the oil drainage tube from the turbo. Look if there is oil inside and check the oil circuit for proper
operation (if your engine comes with a pre-lubrication system, you can use it). Once you have finished the
inspection, refit the drainage tube.
- Lubricate the new turbos before starting them. To do so, add oil into the oil inlet and turn the turbo by
hand a few revolutions.
- Verify that lube oil is clean and that the oil strainers are in good working conditions.
After starting the engine, do the following:
- Refrain from increasing the load excessively, while the coolant temperature in the fresh water circuit
remains below 37ºC.
- Test the engine under full loaded conditions.
- Inspect all air, oil and exhaust gas pipes for leaks.
- Check the turbochargers for unusual noise or vibration when the engine runs at rated load and output. If
noting any excessive noise or vibration, stop the engine immediately and contact your local GUASCOR
Technical Assistance Service.
- Keep the engine idling for 3 or 4 minutes before shutting it off.
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3. CLEANING THE TURBOCHARGER

Dust particles entering the intake air pipe may cause damage to the compressor of the supercharging system.
Bearing in mind that even the most efficient air filter allows a small amount of dirt to pass through, dirt will adhere
to the compressor blades if there is oil or similar substances on them.
This will unbalance the blades and reduce the efficiency of the turbo. Therefore, it is advisable to set up a
compressor cleaning plan based on the operating conditions and to remove periodically any dirt particles
adhering to the blade surface. To eliminate dirt, avoid inadequate methods like scraping with a screwdriver,
sandpaper, emery cloth or steel wool.
To clean the turbocharger effectively, proceed as follows:
- Disassemble the turbocharger following the instructions in its maintenance manual. The parts to be
cleaned are: the compressor housing, the turbine casing, the shaft with compressor wheel, turbine
runner, central bearing body, and the turbine plate.
- Dip the components in a container with a solvent (e.g. trichloroethylene) until they are free from grease or
oil residues. Neutral household soap can be used instead of solvent, provided it has no chemical effect
on the components.
- Dry the components thoroughly with compressed air. There should be no traces of solvent on the parts.
- Remove any dirt or scale left with a non-metallic brush or plastic scraper. Next, dip the components again
into the solvent.
- After cleaning the components, apply clean motor oil to the friction areas: shaft and bearing body.
ATTENTION
Handle the turbocharger components with great care while cleaning and drying them to avoid any
damage.
4. TURBOCHARGER FAILURE ANALYSIS

Due to high pressure and high temperature working conditions, the turbocharger wheels are made very sensitive
to abrasive and other specific operating environments.
Some of the most frequent causes of turbocharger failure include:
Presence of foreign material in the intake system, causing damage to the compressor blade profile. Foreign
materials can be of such nature as:
- Weld slag that failed to be removed from the pipes.
- Particles that detach from air filters.
- Nuts, bolts, washers, etc.
- Compressor wheel fixing nut loose and moving along the threaded shaft.
-…
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Presence of foreign material in the exhaust system, resulting in breakage, deformation or knocking of the
turbine impeller blades. Such material can be:
- loose items in the exhaust manifold, namely nuts, bolts, washers and parts that were not removed when
the turbo was last overhauled,
- fragments of broken parts of the engine (valves, valve guides, seats, piston rings…).
Inadequate part clearance leading to collision of the compressor wheel or turbine wheel with their respective
casing. Incorrect play may result from damaged axial bearings that permit shaft movements beyond normal limits.
Damage to the bearings can originate in:
- contaminated lubricant
- a lack of lubrication
- improper balance of a rotating unit
- high negative pressure at compressor inlet due to air filter clogging
- high back-pressure at exhaust gases oultet.
Abrasion or erosion develop under the action of sands that bite and thin the leading edges of the blades. Sands
and other particles impacting on the blade surface at high speed also produce severe erosion. The presence of
such materials may be due to defective air filtration.
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INTAKE SAFETY VALVE
OPERATING AND MAINTENANCE PROCEDURE
1. INTRODUCTION
This Product Information document establishes the (Hoerbiger) intake safety valve operating and maintenance
procedure.
2. OPERATION AND MAINTENANCE

2.1. OPERATION
Safety valves protect people as well as engines in case of explosions in the intake system of gas engines.
They include adequately calibrated inner springs to ensure the valve opens in case of overpressure building up in
the intake manifold and releases the air-fuel gas mixture until the rated pressure is restored in the intake system.
Also, wrapping the valve externally, there are a few plates whose sole object is to extinguish the fire as it catches.
Finally, an O-ring gasket seals the whole unit during the normal operation of the engine
2.2. INSPECTION GUIDE

1. Intake safety valves shall be visually inspected, on a regular basis, during their service life on the engine.
WARNING
2. Due to residual heat, do not touch these valves after an explosion, since otherwise you would expose
yourself to severe injury.
ATTENTION
3. After an explosion, the flame-killing plates must be visually inspected and the valve replaced if said plates
show gaps or any other damage whatsoever.
4. Do not work on the engine when the same is running.
5. Reasons for rejecting a valve during its visual inspection:
- Gaps or incorrect interspace between the flame-killing plates.

- Damage or wear of the plates.
- Gas leaking through the valve due to improper seating of the valve disc as a result of a damaged
O-ring.
- Loose plates, rotating freely, without strain.
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INTAKE SAFETY VALVE
OPERATING AND MAINTENANCE PROCEDURE
DAMAGED
DAMAGED EDGES
EDGES
ABNORMAL ABNORMAL
INTERSPACE INTERSPACE
Fig. 1 – Pictures showing reasons for rejecting valves
2.3. MAINTENANCE INSTRUCTIONS
1. In the event the flame-killing plates are covered with dust, they must be cleaned with non-corrosive, non-
flammable products.
2. The O-ring may deteriorate due to ageing and chemical attacks, leading to gas escape. On detecting gas
leaks, change the valve.
3. For changing the safety valve, refer to the appropriate Maintenance document.
NOTE
NEVER OPEN THE VALVE TO BE INSPECTED; IT COULD GET DAMAGED AND MALFUNCTION.
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MAINTENANCE OF INTERCOOLERS
1. INTRODUCTION
This document describes a correct maintenance procedure for GUASCOR intercoolers.
2. CLEANING THE INTERCOOLER

GUASCOR has designed and manufactured its intercoolers with a view to minimising the necessary maintenance
operations.
Therefore, no special maintenance process other than cleaning is necessary for long-time operation of the
intercooler. Cleaning concretely implies:
- cleaning the set of plates
- cleaning the water pipes
- plugging the water pipes.
Different intercooler models
2.1. Cleaning the set of plates
Excessive dirt build-up on the plate surface reduces the performance of the intercooler considerably. Dirt on the
plates also leads to a pressure drop in the air stream that flows through the cooling core.
To clean the intercooler, it is necessary to remove the cooling core from the air pipework (see section 3). Next,
clean the plates with a jet of warm water.
CAUTION
When performing this operation, take care not to damage the plates. Direct the water jet parallel to the
plates.
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Then, dry the plates with compressed air. If any plate gets damaged during this process, you can repair it with
long-nose pliers or a special-purpose tool.
Finally, reassemble the cooling core as explained in section 4.
2.2. Cleaning the water pipes
For chemical cleaning of the water pipes inside, it is not necessary to remove the intercooler from the engine or
the cover from the water system. If cleaning is by mechanical means, it will be necessary to remove the water
system covers in order to reach the pipes.
Chemical cleaning is suitable when the parts are not excessively dirty. To clean the pipes, circulate a mixture of
water and special cleaner in the system during one hour at least. Next, check the pipes cleanliness through the
water in/out holes. Finally, flush the system with clean water.
In the event of a mechanical cleaning process (after removing the covers), clean the inside of the pipes with a
special brush and then flush the system with water to remove dirt. Finally, reassemble the intercooler as
explained in section 4.
2.3. Plugging of water pipes
If any pipe leaks or is broken, it would be possible to plug both ends with special covers to repair the leak.
NOTE
When the number of plugged pipes exceeds 5% of the total, it is necessary to replace the entire intercooler.
3. REMOVING THE INTERCOOLER

Here is the procedure for removing the intercooler:
- Stop the engine; allow water to circulate for several minutes until it cools down.
- Close the coolant supply (where appropriate) and remove the drain plugs and bleeders to empty the cooling
circuit.
- Release the connectors of the in and out coolant pipes, taking care not to damage the pipes and seals contact
areas. Unscrew the air circuit adaptors and remove the intercooler.
- After removing the intercooler, remove the side covers from the intercooler, taking care not to damage the
surface of the gaskets.
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4. FITTING THE INTERCOOLER

Here is the procedure for fitting the intercooler:
- Check and clean the seals contact areas. Change old seals with new ones.
- Set the sealing gaskets in the side covers of the intercooler.
- Fit the side covers and tighten the fixing screws alternatively diagonally (top left, bottom right...) to avoid stress
in the cover. The following tightening torques apply:
Screw M6 M8
Tightening torque (Nm) 8.6 21
- Set the intercooler between the two air circuit adaptors and fix it.
- Fit the connectors of the in and out coolant pipes.
- Close the circuit-draining plug and open the coolant supply, with the circuit bleeder still open. After filling the
circuit, close the coolant supply and circuit bleeder.
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MAINTENANCE OF PICK-UPS
1. INTRODUCTION
This document describes the procedure for correct maintenance of speed pick-ups on GUASCOR engines.
2. MAINTENANCE OF PICK-UPS
The magnetic pick-ups serve as instant input of the engine speed or cycle (expansion or compression) to the
engine control, carburetion, injection and other systems.
Pick-up maintenance is a simple process that shall take place according to the engine maintenance schedule.
Concretely, the maintenance operations consist in:
- Removing the pick-up: disconnect the cable from the top and unscrew the pick-up from its housing.
- Cleaning the pick-up: wipe the pick-up head with a damp cloth to remove sticking dirt. Do not use any solvent
or other aggressive products that would damage this device.
Also, clean any waste oil, dust, etc. off the two connectors (cable and pick-up) with an electrical circuit cleaner.
ATTENTION
If you observe any impact, wear or other defect on the pick-up, change it for a new one.
- Adjusting the pick-up: the gap between the pick-up sensor and the moving component must be from 0.5 to 0.8
mm. To adjust the pick-up, screw it in to a stop and then back it half a turn. Next, secure the pick-up with the
locknut and plug the signal cable.
Other pick-ups are available, which permit a greater clearance between pick-up and moving part (0.25 and
1mm). However, we recommend you adjust the gap to the abovementioned values.
0,5-0,8 mm
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MAINTENANCE OF FLEXIBLE COUPLING
1. INTRODUCTION
This document provides information for appropriate maintenance of flexible couplings on GUASCOR engines.
2. INSPECTING THE FLEXIBLE COUPLING

The flexible coupling on GUASCOR engines consists of three major elements: fixing flange to engine, fixing plate
to driven shaft and elastic elements.
Fixing plate to driven shaft
Elastic elements
Fixing flange to engine
According to the hours of operation and operating conditions (temperature, dirt, power variations…), it will be
necessary to check the elastic elements of the coupling. The maintenance schedule specifies the inspection
frequencies for each specific application.
NOTE
Sometimes, a visual inspection of the elastic elements may be difficult due to the peculiarities of the generating
set or propulsion system. Under those circumstances, it will be necessary to carry out this visual inspection with
an endoscope.
When inspecting a coupling visually, pay special attention to the following points:
- Excessive deformation of the circular section: if you notice that one of the elastic elements deviates from
its original diameter in more than 10%, change it.
New elastic element Deformed elastic element
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MAINTENANCE OF FLEXIBLE COUPLING
- Presence of cracks or indents: change el elastic element if there is any type of crack, indent, and sign of
corrosion… on it.
Indent in elastic element
To avoid this type of indents, make sure the elastic elements fits completely into its housing.
- Wear of the element: Change the element when the edges of the cylinder are worn, even if the element still
has its original shape.
- Change in the element hardness: Change the element if its hardness varies from the nominal value in more
than 10%.
A sticker on the elastic element shows its Shore hardness. Example: if the element is SM70, its Shore
hardness is 70; therefore, the permissible hardness range is 63 to 77 Shore.
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MAINTENANCE OF IN-LINE WATER PUMPS
1. INTRODUCTION
This product Information is designed to describe the operating and maintenance instructions for in-line water
pumps in the cooling circuits of GUASCOR motors.
2. MAINTENANCE
During operation of in-line pumps, attention must be paid to the following components:
- Bearings: Ball bearings are supplied ready greased. High quality lithium grease must be used to lubricate the
bearings. In normal conditions they should be packed every 15,000 hours or 2 years in operation. In adverse
service conditions, the bearings should be monitored, cleaned and lubricated more often.
- Bearing unit: The bearing unit temperature may exceed environmental temperature by 50 ºC, but must
always remain below 90 ºC (measured on the outside of the bearing housing).
- Coupling: The elastic coupling components should be replaced if they are seen to degrade over time.
- Packing: With versions using stuffing box packing, this should drip slightly. If, after a given period, the leaks
are excessive, the stuffing box flange should be re-tightened and any leaks monitored. If re-tightening is not
possible, then another packing ring should be added. It should not be necessary to change the complete
packing.
- Total head and power efficiency: These should be checked regularly.
2.1 Dismantling
The internal components of in-line pumps can be accessed without removing the inlet and outlet piping from the
pump body. Before dismantling the pump ensure that it is both electrically and hydraulically disconnected.
Proceed as follows to dismantle:
- Release the self-priming pump piping (if present).
- Release the nuts retaining the pump cover with the volute casing. Use two extractors to lift the whole unit off.
2.2 Assembly
The bearings, mechanical seal and gaskets must be inspected before assembling the pump to ensure that all the
components are clean and lubricated. The contact faces of the mechanical seal must be clean but unlubricated.
To re-assemble the pump, proceed in the reverse order to dismantling.
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MAINTENANCE OF COOLING TOWERS
1. OPERATION
Cooling tower operation is based on the evaporation of part of the water recirculated by the tower, which absorbs
heat during the process and cools the remaining circulating water.
To facilitate evaporation of the water, it is necessary to circulate a current of air which mixes as intimately as
possible with the water. The process leads to two important consequences for normal tower operation:
- As a result of the evaporation, the concentration of salts dissolved in the water increases progressively during
tower operation, producing alkaline and acid chemical compounds that can lead to incrustations and corrosion.
- The air passing through the tower is washed by the circulating water, leaving all the impurities contained in the
same either suspended or dissolved. These include smoke, chemical vapour, microorganisms, etc., which are
converted into sludges and corrosive solutions.
The main aim of maintenance programmes is to keep these concentrations under control.
2. MAINTENANCE
The following table lists the operations that should be carried out to keep cooling towers in optimum operating
conditions.
Long
Description of the operation Monthly Weekly Restart
shutdown
Overall inspection of the apparatus 9 9
Clean and wash the tray 9 9 9
Clean the filter 9 9 9
Adjust tray water level 9 9
Check float valve operation 9 9
Check filler surface 9 9
Check nozzles and water distribution system 9 9
Check water quality 9
Check and adjust purge water consumption 9
Check droplet separators and adjustment 9 9
Empty tray and circuit
Check for abnormal noise and vibration 9 9

Check motor consumption 9
Check that fans rotate freely 9
To avoid the accumulation of stagnant water in the tank as a result of rain, leave the drain connection open during
seasonal or long-term shutdowns.
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MAINTENANCE OF COOLING TOWERS
2.1 Float valve and water level
The function of the float valve is to regularly replace the water lost by evaporation. It is adjusted by moving the
float along the arm to obtain total closure when the water level in the tank reaches the bottom of the overflow
pipe. Replace the valve if it is worn or the seal is broken and it does not close correctly.
2.2 Spray nozzles
The chrome spray nozzles are fitted to the pressurised water distribution pipes. At the initial start-up or after years
in operation dirt from the pipes, incrustations or ageing may occur, leading to defective water distribution. In this
case they must be either cleaned or replaced. To access the nozzles, remove the ventilation section of the tower
located above the water inlet connection.
2.3 Pump inlet filter
All pump inlet connections are protected with a stainless steel mesh filter. To access and them and clean them
regularly, some of the horizontal strips making up the air inlet grid must be moved apart, allowing them to be
removed very easily.
2.4 Fan motor
The motor is directly connected to the fan in all towers, with no transmission mechanism, meaning that regular
maintenance is practically unnecessary. However, it should be checked at least once a year, removing any
incrustations or dirt that might have accumulated on its exterior, hindering correct cooling.
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MAINTENANCE OF PLATE-TYPE HEAT EXCHANGERS
1. INTRODUCTION
This Product Information is designed to describe the operating and maintenance instructions for the plate-type
heat exchangers used in the cooling systems of GUASCOR engines.
2. START-UP AND OPERATION

The following points must be taken into consideration when starting-up and operating plate-type heat exchangers:
- Check that the frame separation value corresponds to that stated on the specifications plate.
- The operating pressure must not exceed that stated on the specifications plate.
- The pumps must be started up with the cut-off valves closed, opening them slowly to obtain the desired flow
rate. This will avoid water hammer.
- Ensure that vibration of the pumps or other equipment does not affect the heat exchanger.
- Air within the heat exchangers reduces heat transmission and increases the loss of load, meaning that they
should be purged regularly.
- During operation, monitor both pressure and temperature. Increased load loss or temperature drop indicates
that the plates are dirty and should be cleaned.
- Carry out visual inspections to ensure that there are no water leaks. These leaks may be due to the plate unit
being inadequately tightened or the seals being damaged or deteriorated.
- A heat exchanger that is to remain shut down for a prolonged period must be emptied, cleaned and purged
before being started up again. It should also be purged if the process is stopped and the temperature is below
the freezing point of liquid.
3. CLEANING
The performance and corrosion resistance of plate-type heat exchangers depend on the cleanliness of the plates.
Dirt on the plates can be removed manually or cleaned without dismantling.
3.1. Manual cleaning
First open the heat exchanger, ensuring that its internal temperature is no higher than 35ºC. Empty the heat
exchanger after isolating it from the rest of the circuit by closing the cut-off valves.
Check the sliding surfaces of the plate guide rods and measure the thickness of the plate package before
loosening and removing the pins. Open the plate unit by sliding the pressure plate along the supporting rod. If
necessary, the plates can be numbered before they are removed.
The plates should be cleaned with a soft brush and a suitable cleaning product. Where there is severe
incrustation, the plates can be cleaned by submerging them. Never use metal brushes or scrapers. Pressure
cleaners should be used with great care and abrasive substances should never be used.
After cleaning, check that all the seal surfaces are clean and the seals are firmly seated on the plates. A badly
placed seal can be identified by the fact that it sticks out from or is not correctly seated in its groove.
Then place the plates on the supporting rod and close the unit with the frame cover, tightening the bolts to
achieve the plate package thickness measured before opening the heat exchanger.
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3.2. Cleaning without removing the plates
To clean a heat exchanger without disassembling it, there must be an extra circuit for recirculating the appropriate
cleaning fluid. In addition, the incrustations on the plates must be soluble in the cleaning fluid and not attack such
vital parts of the heat exchanger as seals and plates. The cleaning agent must not destroy the protective stainless
steel film and thus contribute towards preserving the corrosion resistance of the heat exchanger.
3.3. Cleaning products
Different types of cleaning products can be used, depending on the kind of dirt present on the plates.
Incrustation - Rusting Residue Cleaning Agent

Calcium carbonate Corrosion products Nitric acid
Calcium sulphate Metal oxides Sulphamic acid
Sludge Citric acid
Aluminium oxide Phosphoric acid
Silicates
Diatoms and their excrement in various Complexing agents, Sodium
colours polyphosphates
Biological Development - Sludge Cleaning Agent

Bacteria Sodium hydroxide
Nematodes Sodium carbonate
The cleaning effect can be greatly enhanced by adding hypochlorite or
Protozoons
agents for the formation of complexes and surfactants
WARNING
The following solutions must not be used:
- Ketones
- Esters
- Halogenated hydrocarbons
- Aromatics
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Title IP
GAS ENGINES TROUBLESHOOTING
1. INTRODUCTION
These instructions are intended as a guide to quick troubleshooting in GUASCOR gas engines.
The layout SYMPTOM / PROBABLE CAUSE / REMEDY leads to the solution of many minor engine problems.
At all times, an after-sales technical service is at our customers' disposal for any help to diagnose failures.
2. TROUBLESHOOTING GUIDE
SYMPTOM PROBABLE CAUSE REMEDY

Crankshaft will not rotate, Engine-driven machine in gear Disengage the driven machine
using manual barring
device. Coolant inside cylinder NOTE: Remove spark plugs to vent
cylinders of accumulated coolant.
1. Damaged head gasket 1. Change head gasket
2. Damaged exhaust manifold gasket 2. Change manifold gasket
3. Cracked head 3. Change head
4. Cracked liner 4. Change liner
5. Cracked crankcase 5. Repair crack or change crankcase
Seized piston Change piston, rings and sleeve, as
appropriate.
Bearing stuck to crankshaft Change bearings, check crankshaft.
(1)
Engine does not turn when 1. Worn or faulty starter batteries 1. Check batteries and change, if
pressing the start button necessary
2. Air valve closed or low air pressure (2) 2. Open air valve or wait until there is
enough air pressure
3. Defective starter motor 3. Change starter motor
4. Drive pinion blocked 4. Unblock the pinion
5. Emergency stop on 5. Release emergency stop (3)
6. Alarm activated 6. Check system alarms and reset after
solving the failure
(1)
Electric starter
(2)
Pneumatic starter
(3)
First check that there is no risk for people or equipment and then solve the fault, if any.
CAUTION
Before operating the starter motor or the barring device, make sure the starter air valve is closed or the
starter batteries off in order to avoid personal injuries in case of unintentional start.
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The engine rotates, but does Ignition fails
not start 1. Pickup broken, faulty, dirty or in 1. Check, clean or change pickup as
wrong position appropriate
2. Incorrect wiring, loose or broken wire 2. Check and change wiring as
appropriate
3. Reset pickup and hall-effect pickup 3. Synchronise with an oscilloscope
are not synchronised (1).
4. Defective ignition module 4. Change ignition module
5. Faulty spark plugs 5. Change or regap spark plugs
6. Failure of high-voltage wires or coils 6. Check coils and high-voltage wires
(IO-G-M-33-003e)
7. Incorrect angle of reset pin (1) 7. Measure and correct angle
Fuel system fails
1. Manual gas valve closed 1. Open gas valve
2. Insufficient gas supply pressure 2. Check line or contact supplier
3. Emergency solenoid valve closed 3. Check power supply and opening
4. Pressure controller off, incorrectly set 4. Reset, adjust or change controller
or defective
5. Carburetion failure 5. Readjust carburettor mixture valve.
6. Fouled gas filter 6. Clean or change filter
7. Mechanical carburetion screw closed 7. Open screw and carburet again
(2)
8. Zero pressure regulator broken or set 8. Change or set regulator correctly

incorrectly (2)
9. Electronic gas valve closed (3) 9. Check shaft movement and supply
Insufficient compression
1. Broken or worn piston rings 1. Change piston rings
2. Scratched sleeves 2. Change sleeves
3. Overhead valves do not close 3. Repair or change cylinder head
correctly
4. Defective cylinder head gasket 4. Change cylinder head gasket
Dirty air filters Change air filters
Throttle valve does not open
1. Power supply failure 1. Check power supply
2. Mechanical failure 2. Check bearings and shaft bend
3. Problems with the control system 3. Check control system and change
parts where appropriate
4. Programming error (3) 4. Check program.
Alarm on Reset alarms
(1)
Engines with CPU95 ignition system
(2)
Engines with mechanical carburetion
(3)
Engines with electronic carburetion
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Emergency stop Engine alarm Note: Check sensors to see if problem is
due to measurement failure
1. Oil pressure 1. Check lubricating system and reset
2. Water temperature 2. Check coolant system and reset
3. Control program alarm 3. Check control system and reset
4. Overspeed 4. Check equipment and reset
5. Knock detection system 5. Check cylinders
6. Mixture temp. in intake manifold 6. Check coolant system and reset
7. Running instability 7. Check carburetion, spark plugs, high-
voltage wires, coils, control system,
fuel system
8. Emergency stop button depressed 8. Check equipment and release
Faulty ignition system
1. Spark plug failure 1. Change or regap spark plugs
2. Ignition module failure 2. Change ignition module
3. High-voltage wires failure 3. Check wires and replace if broken
4. Power supply failure 4. Check wiring, batteries or charger
5. Pickup fault 5. Change faulty pickups
Excessive load swing (1) Reset and restart.
Seized piston Change piston, rings and liner, as
appropriate
Bearing rotation Change bearings and check crankshaft
(1)
Island-mode generation or compressor applications
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Output power decreases or Fuel system fails
cannot reach preset value 1. Low gas pressure 1. Check supply line or contact supplier
2. Misadjusted pressure regulator 2. Readjust or change spring
3. Poor carburetion 3. Readjust carburettor mixture valve.
4. Clogged gas filter 4. Clean or change filter
Clogged air filter Replace filters
Dirty air cooler Clean air cooler
Leaks in intake or exhaust system Check and repair leaks
Turbocharger malfunction
1. Low oil pressure 1. Check pipes
2. Dirty blades 2. Clean or replace turbocharger
3. Excessive backpressure 3. Check exhaust
4. Turbo seized up 4. Change turbocharger
5. Damaged blades 5. Change turbocharger
Ignition failure Check spark plugs, high-voltage wire and
coils
Insufficient compression
1. Piston rings broken or worn 1. Change piston rings
2. Scratched liners 2. Change liners
3. Overhead valves do not close 3. Rework cylinder head or change
4. Defective cylinder head gasket 4. Change cylinder head gasket
Problem with controller Consult the controller instructions manuals
for identifying cause and solution
Engine does not reach rated Overload due to wrong reading of power Calibrate power signal
speed signal
Fuel system fails
1. Low gas pressure 1. Check supply line or contact supplier
3. Poor carburetion 3. Readjust carburettor mixture valve
If hydraulic controller Adjust rated speed potentiometer
If electronic controller Adjust controller. Refer to specific
instructions manual.
Fuel leaks Repair leaks
Inadequate speed setting Adjust rated speed setting
Clogged air filter Change air filter
IO-G-T-00-001e_A 620
Chapter
6 Troubleshooting
Title IP

Engine stops Fuel system fails
1. Low gas pressure 1. Check supply line or contact supplier
3. Poor carburetion 3. Readjust carburettor mixture valve
5. Regulator off 5. Reset regulator
6. Shut-off electric valve closed 6. Check valve power supply
7. Fuel leaks 7. Repair leaks
No spark produced
1. Ignition module failure 1. Change module
2. Lead or connector loose 2. Check connectors and wires
3. Pickup damaged or dirty, inadequate 3. Check and replace pickups if
spacing, wire detached or hall effect necessary. Check synchronisation of
pickup not synchronised reset and hall effect pickups with an
oscilloscope
4. Power supply failure 4. Check batteries and chargers.
Stop caused by DetCon Boroscope engine
PLC alarm Identify alarm and assess its importance
before resetting
Controller alarm Check equipment and reset alarm
Overspeed Check equipment and reset alarm
Running instability Carry out a general check of engine to
determine the cause of instability.
Line dropping or micro-cut Reset power supply
Engine does not accept Too lean air-fuel mixture Readjust carburettor mixture valve.
sudden changes in power
With hydraulic controller, speed PID Adjust PID potentiometers correctly on
misadjusted controller board.
With electronic controller, speed PID Adjust speed PID. You need to have
misadjusted advanced knowledge of programme
Ignition system failure Check wires, coils, spark plugs and
connectors
Engine shows signs of Too lean air-fuel mixture Readjust carburettor mixture valve.
ignition failures
Spark plug failure Check, regap or change spark plus as
appropriate
Coil or high-voltage wire failure Change wires or coils that are out of
specifications
Ignition module failure Change module
IO-G-T-00-001e_A 621
Chapter
6 Troubleshooting
Title IP

High exhaust gas emissions Excessively advanced ignition Check with a stroboscopic lamp and re-
time as necessary
Carburetion maladjustment Readjust carburettor mixture valve.
Ignition failures Check spark plugs, high-voltage wires and
ignition coils
Change in gas quality Readjust carburettor mixture valve.
Dirty air filters Change air filters
Knocking High temperature of intake air Clean air cooler, check thermostats and
Whenever knocking occurs, auxiliary circuit pump
endoscopic examination is Oil jet broken or bent Change jet. Inspect piston dome for signs
necessary to determine the of overheating and, if any, change piston
extent of the fault and to be
able to change any affected Intake or exhaust valve drop Change cylinder head and, where
parts. appropriate, sleeve, piston...
If the engine incorporates a Excessively advanced ignition Check ignition timing
Detonation Detection High water temperature in main circuit
System, check the sensors
to see if they fail to detect 1. Not enough coolant 1. Add coolant into the circuit
knocking on time. 2. Air in the main circuit 2. Vent the circuit
3. Water leak 3. Repair leak
4. Dirty radiator or heat exchanger 4. Clean radiator or heat exchanger
5. Fan failed 5. Change fan
6. Damaged pump 6. Repair or change pump
7. Damaged cylinder head gaskets 7. Change cylinder head gasket
Overload due to wrong reading of power Calibrate power signal
signal
Too rich air-fuel mixture Readjust carburettor mixture valve.
Broken or damaged spark plug Change spark plug
Overhead valves do not close correctly Change or rework cylinder head
Foreign bodies in the combustion Remove foreign bodies
chamber
Carburetion control failure Check control program
Failure of gas flow regulating valve Change gas flow regulating valve
Sudden change in gas quality Check against chromatogram if available.
Readjust carburettor mixture valve. Check
programming if electronic system installed.
Seizure Change any parts concerned.
IO-G-T-00-001e_A 622
Chapter
6 Troubleshooting
Title IP

Low oil pressure Low oil level Fill oil sump up to the specified level
Inaccurate pressure gauge Recalibrate or change, as appropriate, the
pressure gauge
Clogged oil filters Change filters
Oil pressure regulating valve damaged Change spring or piston, as the case may
be
Overpressure valve open Change overpressure valve
Damaged or faulty oil pump Change oil pump
Oil leak Locate and repair leak
High oil pressure Regulating valve in bad condition Change regulating valve
Low oil temperature Check thermostat
Inadequate oil viscosity Use oil to specification
Inaccurate pressure gauge Recalibrate or change the pressure gauge
Safety valve stuck Change safety valve
High oil temperature Damaged thermostat Change thermostat
Overload Check power signal
Insufficient cooling Clean cooler
Low oil pressure Check regulating valve
Low oil level Refill oil sump
Rotation of crankshaft bearings Change crankshaft bearings
Low oil temperature Thermostat stuck open Change thermostat
Low temperature of oil cooler coolant Check thermostats on water circuit
Excessive oil consumption Oil leaks
1. Cylinder head gasket 1. Change cylinder head gasket
2. Oil cooler 2. Change oil cooler seals and check
3. Any point of the oil system outside tube
the engine 3. Repair external leaks
4. Crankshaft seal 4. Change crankshaft seal
Inadequate oil viscosity Use oil of adequate viscosity
Damaged piston rings or scratched liner Change piston rings. Grind or change the
liner according to depth of scratches
Oil contaminated with Scratched liner Change liner
coolant.
Cracked crankcase Change crankcase
If oil is contaminated, you
must solve the problem and Cracked cylinder head Change cylinder head
then change oil. Broken cooler Repair or change cooler
Damaged cylinder head gasket Change cylinder head gasket
IO-G-T-00-001e_A 623
Chapter
6 Troubleshooting
Title IP

Low gas pressure Broken or misadjusted regulator Readjust or change regulator
Insufficient gas supply pressure Contact gas supplier
Fuel leaks Inspect fuel system and repair
Undersized pipelines Check circuit and make sure pipe
diameter is adequate for the gas quality
Clogged gas filter Clean or change filtering element
High gas pressure Broken or misadjusted regulator Readjust or change regulator
Low water pressure Damaged or inaccurate pressure gauge Change or recalibrate
Low coolant level Refill with coolant
Blocked radiator or heat exchanger Clean radiator or heat exchanger
Coolant leak Locate and repair leaking item
Damaged cylinder head gasket Change gasket
Damaged or defective pump Repair or change pump
Cavitation Drain the circuit
High water pressure Damaged cylinder head gasket Change gasket
Flow restriction in water system Check system and change items
restricting flow
High water temperature Clean heat exchanger or radiator; check
fan, thermostats...
Low water temperature Thermostats stuck open Change thermostats
Broken or inaccurate thermometer Recalibrate or change thermometer
High water temperature Broken or inaccurate thermometer Recalibrate or change thermometer
Low coolant level Refill with coolant
Thermostats stuck closed Change thermostats
Air bubbles in circuit Vent the circuit
Damaged or defective water pump Repair or change water pump
Water frozen in radiator Defrost radiator
Damaged cylinder head gasket Change cylinder head gasket
Late ignition Re-time
Cracked cylinder head Change cylinder head
Cracked liner Change liner
Low water flow Check system and change items
restricting flow
Excessive vibrations Incorrect alignment of engine Re-align
Fasteners loose Retighten fasteners
Defective damper Change damper
Wrong crankshaft counterbalance Re-balance
Loose flywheel Retighten flywheel fasteners
IO-G-T-00-001e_A 624
Chapter
6 Troubleshooting
Title IP

Unusual noise Knocking Stop engine and check cylinders
Excessive valve clearance Re-adjust valve clearance
Sticking valves Repair valves
Piston hits jet Change jet
Pin failure Change pin
Excessive crankshaft end play Replace main bearing thrust rings.
Gears in bad condition Change defective gears
Leak in intake or exhaust Locate and repair leaks
Excessive fuel consumption Leak in gas system Locate and repair leaks
Incorrect ignition advance Adjust timing with a stroboscopic lamp
Combustion failure in a cylinder Check coils, wires and ignition spark plugs
Incorrect air-fuel mixture Readjust carburettor mixture valve.
Overload Recalibrate power signal
Engine oscillates Engines with mechanical carburetion
and hydraulic throttle:
1. Misadjusted compensating valve 1. Adjust compensating valve
2. PID on control board misadjusted 2. Adjust PID potentiometers on control
board
3. Tool lean mixture 3. Adjust A/F ratio, opening the screw
4. Play of throttle lever too great 4. Adjust throttle lever
5. Damaged throttle 5. Change throttle
Engines with electronic carburetion and You need to have good knowledge of the
electric throttle: control system in order to solve program-
related issues
1. Speed PID misadjusted 1. Adjust speed PID
2. Low voltage at throttle 2. Change batteries or charger
3. Too lean mixture 3. Readjust carburettor mixture valve
4. Problem with program 4. Check program
Clogged air filters Change filters
Ignition fails
1. High voltage wires 1. Change faulty wires
2. Coils 2. Change defective coils
3. Damaged spark plugs or inadequate 3. Regap or change spark plugs
gap
4. Defective ignition module 4. Change ignition module
Low or fluctuating gas pressure Change regulator and, if problem is due to
gas supply, contact your supplier
Dirty air cooler Clean cooler
Turbochargers in bad condition Change turbochargers
IO-G-T-00-001e_A 625

Safety Features and Precautions in GUASCOR Gas Engines

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2

Chapter 1 – Safety features and precautions 7

LUBRICATION SYSTEM 119

FUEL SYSTEM 159

SAFETY AND CONTROL 257

IC-G-D-30-001e_B Fuel specifications for gas engines. General 324

MAINTENANCE PROCEDURES 369

DESCRIPTION OF MAINTENANCE OPERATIONS TYPE E 551

IO-G-M-33-001e_B Spark plug changing & maintenance instructions 566

1 Safety features and precautions

SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES

1 Safety features and precautions

SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES

6. POSITIVE FUEL SHUT-OFF

1 Safety features and precautions

SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES

9. COOLING SYSTEM PRESSURE CAPS AND CONNECTIONS

10. IGNITION SYSTEM

1 Safety features and precautions

SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES

11. GENERATOR SETS

12. TIDINESS AND CLEANLINESS

13. ENGINE AND EQUIPMENT; REPAIR AND SERVICE

1 Safety features and precautions

SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES

14. ENGINE FAN BLADES

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

1 Safety features and precautions

SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES

16. ENGINE STORAGE CHEMICALS

17. FIRE PROTECTION

18. CLEANING SOLVENT

1 Safety features and precautions

SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES

19. WELDING EQUIPMENT

20. GROUNDING PRECAUTIONS WHEN WELDING

21. ELECTRICAL TOOLS

1 Safety features and precautions

SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES

23. PRECAUTIONS WHEN USING BOOSTER BATTERIES AND CABLES

24. COMPRESSED AIR

25. INTOXICANTS AND NARCOTICS

26. SAFETY PRACTICES FOR HANDLING ACIDS

- Avoid contact with skin, clothing and eyes.

1 Safety features and precautions

SAFETY PRECAUTIONS FOR GUASCOR GAS ENGINES

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

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

- Do not agitate acid solutions with compressed air.

27. ENGINE LIFTING AND HANDLING

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

- Do not lift the equipment further than necessary.

1 Safety features and precautions

1 Safety features and precautions

4.1. Materials and Products

4.2. Drives of the Equipment

4.3. Mechanical Hazards

4.4. Electrical Hazards

4.5. Fire, Explosion or High Temperature Hazards

4.5.1. Cooling Water

4.5.2. Lubricating Oil

4.5.3. Supercharged Air/Gas Mixture

1 Safety features and precautions