Gas Installation Manual

Gas Installation Manual
2000/3000/4000 Series
WARNING
READ AND UNDERSTAND ALL SAFETY PRECAUTIONS

AND WARNINGS MENTIONED IN THIS MANUAL.
IMPROPER OPERATION OR MAINTENANCE
PROCEDURE COULD RESULT IN A SERIOUS ACCIDENT
OR DAMAGE TO THE EQUIPMENT CAUSING INJURY OR
DEATH. NON-COMPLIANCE WITH THESE
INSTRUCTIONS MAY INVALIDATE THE GUARANTEE
OFFERED WITH THE ENGINE.
MAKE QUITE CERTAIN THE ENGINE CANNOT BE
STARTED IN ANY WAY BEFORE UNDERTAKING ANY
MAINTENANCE PARTICULARLY IN THE CASE OF
AUTOMATICALLY STARTING GENERATING SETS.
Gas Installation, October 1997

INTRODUCTION
THE PURPOSE OF THIS INSTALLATION MANUAL IS TO PROVIDE THE USER WITH

SOUND GENERAL INFORMATION FOR INSTALLING AN ENGINE/GENERATING SET
WITHIN AN ENGINE ROOM FACILITY. IT IS FOR GUIDANCE AND ASSISTANCE IN THE
APPLICATION OF AN ENGINE WITH RECOMMENDATIONS FOR CORRECT AND SAFE
PROCEDURE. PERKINS ENGINES LIMITED CANNOT ACCEPT ANY LIABILITY
WHATSOEVER FOR PROBLEMS ARISING AS A RESULT OF FOLLOWING
RECOMMENDATIONS IN THIS MANUAL.
It is essential that all relevant safety precautions are adhered to both with regards to machinery
and personal protection. Safety symbols refer to Safety Precautions insert.
The information contained within the manual is based on such information as was available
at the time of going to print. In line with Perkins Engines (Stafford) Limited policy of continual
development and improvement, information may change at any time without notice. The user
should therefore ensure that before commencing any work, he has the latest information
available.
Users are respectfully advised that it is their responsibility to employ competent persons to
carry out any installation work in the interests of good practice and safety.
It is essential that the utmost care is taken with the application, installation and operation of any
gas engine due to their potentially dangerous nature.
Careful reference should also be made to other Perkins Engines Limited literature, in particular
the Product Information Folder and Engine Operation Manuals.
Should you require further assistance in installing the engine/generating set, the following
persons may be contacted:-
2000 & 3000 Series 4000 Series
- Applications Manager
- Service Manager
Perkins Engines (Shrewsbury) Ltd Perkins Engines (Stafford) Ltd

Lancaster Road Tixall Road
Shrewsbury Stafford
Shropshire ST16 3UB
SY1 3NX England
England
Tel: (01743) 212000 Tel: (01785) 223141
Fax: (01743) 212700 Fax: (01785) 215110
Publication TSL4200
Published by the Technical Publications Department, Stafford.
© 1997 Perkins Engines (Stafford) Limited.
Gas Installation, October 1997 1

CONTENTS
DESCRIPTION Page
INTRODUCTION 1
CONTENTS 3-5
SAFETY PRECAUTIONS INSERT
COMMISSIONING & SIGN OFF PROCEDURE 7-8
ENGINE COOLING 9 - 11
LIFTING EQUIPMENT FOR ENGINES 12 - 13
MOUNTING OF ENGINE & DRIVEN UNIT 14

ENGINE MOUNTINGS 14
UNDERBASE ENGINE BEARERS 14
TYPE OF FOUNDATIONS 14
SUBSOIL-SITE 15
FIXED CONCRETE BLOCK 15 - 16
INSTALLATION PROCEDURE ON CONCRETE BLOCK 17
GROUTING 18
TRENCHES 18
CONCRETE RAFT 18
FLOATING CONCRETE BLOCK 18 - 19
RIGID MOUNTINGS 20
FLEXIBLE MOUNTINGS 21 - 22
ANTI-VIBRATION MOUNTINGS 23 - 24
ALIGNMENT PROCEDURES 25 - 29
TORQUE SETTINGS 30 - 31
ENGINE ROOM LAYOUT 32

INSTALLATION GUIDELINES 32
INITIAL CONSIDERATIONS 33
TYPICAL ENGINE ROOM LAYOUT 34
VENTILATION - ENGINE ROOM 35 - 37
DUCTING AGAINST PREVAILING WIND 38
VENTILATION - TROPICAL CONDITIONS 39
FORCED VENTILATION - REMOTE MOUNTED RADIATOR 40 - 41
ALTERNATOR/ENGINE RADIATED HEAT 42 - 43
TYPICAL MULTIPLE ENGINE INSTALLATION 44 - 45
COOLING SYSTEMS 46
RADIATOR 46
FAN PERFORMANCE 46
REMOTE MOUNTED RADIATOR 47
FILLING THE COOLING SYSTEM 48
DRAINING THE COOLING SYSTEM 48

CONTENTS
Page
BREAK TANK - WATER MIXING 49 - 50
HEAT EXCHANGER COOLING 51
TWO SECTION RADIATOR (CHARGE COOLED ENGINES) 51 - 52
COOLANT 53
ANTIFREEZE PROTECTION 53
WATER TREATMENT 53
CO-GEN HEAT/POWERSETS 54 - 57
CIRCULATION DIAGRAMS
4006/8TESI (MINNOX) ENGINE COGEN UNIT
COOLING CIRCUIT TP385 INSERT
4012/16TESI (MINNOX) ENGINE COGEN UNIT
COOLING CIRCUIT TP386 INSERT
4012/16TESI COGEN UNIT DISN IGNITION/GAS
SYSTEM DIAGRAM TP387 INSERT
4012/16 TESI FRESH & RAW WATER CIRCULATION
WITH RADIATOR (DOUBLE CORE) TP384 INSERT
EXHAUST SYSTEM 59
BACK PRESSURE - LIMITATION 59
INSTALLATION 59
FLEXIBLE ELEMENT 60
EXPANSION 61
EXHAUST OUTLET POSITION 61
MULTIPLE EXHAUST OUTLETS 62
CONDENSATE DRAIN 62
LAGGING 62
EXHAUST SYSTEMS GAS EMISSION & CATALYSTS 63 - 69
BACK PRESSURE - CALCULATIONS 64
NOISE ATTENUATION - EXHAUST 68
ENGINE BREATHER 70
BREATHER INSTALLATION & CLOSED CIRCUIT 70 - 71
FUEL SUPPLY SYSTEMS 72

FUEL SYSTEMS & SAFETY EQUIPMENT 72 - 73
GAS SPECIFICATION 74
GAS SYSTEMS 75 - 81
LUBRICATING OIL SYSTEMS 82

LUBRICATING OIL RECOMMENDATIONS 82
STANDARD LUBRICATING OIL SYSTEM 82
EXTENDED RUNNING OIL SYSTEM 82
4 Gas Installation, October 1997

CONTENTS
Page
SOUND INSULATION 83
NOISE LEVEL 83
NOISE SOURCE 83
RECOMMENDATIONS TO CONTAIN NOISE 83
''FREE'' & ''SEMI-REVERBERENT'' FIELD 84
SOUNDPROOF CANOPY OVER ENGINE 84
MULTIPLE ENGINE NOISE LEVEL 85 - 86
AIR INTAKE 87
AIR RESTRICTION INDICATOR 87
REMOTE MOUNTED AIR CLEANER 88
TORSIONAL VIBRATION 89
CRITICAL SPEED 89
CRITICAL SPEED - CORRECTIVE METHODS 89
TORSIONAL ANALYSIS DATA 90
GENERATING SET TORSIONAL ANALYSIS 90
DERATING 91
DERATING ENGINE 91
STARTING, STOPPING & PROTECTION SYSTEMS 92

GAS ENGINE START & STOP SEQUENCE 92 - 93
AIR STARTING / BATTERIES 94 - 96
BATTERY CHARGING ALTERNATOR 96
BATTERY CHARGER 96
STARTING AIDS 96
STARTING LOADS 97
STOPPING 97
PROTECTION SYSTEM 97
GOVERNOR WIRING 98
OVERALL DIMENSIONS AND WEIGHTS 99 - 100

COMMISSIONING AND SIGN OFF PROCEDURE
CUSTOMER SITE ALTITUDE (m)
ENGINE TYPE No POWER (kW)
PERFORMANCE RELATED PARAMETERS (at maximum site load)
TEMPERATURES: UNITS
Turbine inlet temperatures. °C

Turbine outlet temperatures. °C
Air filters inlet temperatures. °C
Charge air temperatures to charge cooler. °C
Charge air temperatures from charge cooler. °C
Ambient (external). °C
Water into radiator (heat exchanger). °C

Water into engine oil coolers. °C
Water temperatures to charge coolers. °C

Water temperatures from charge coolers. °C
Cooling air temperature onto fans. °C
Oil temperature to bearings. °C
Gas temperature before meter. °C
Fuel temperature to engine. °C
PRESSURES:
Boost pressure before charge cooler. mmHg

Boost pressure inlet manifold. mmHg
Exhaust back pressure after turbochargers. mmHg
Canopy depression/pressure. mmHg
Barometric pressure. mmHg

Air filter depression. mmHg
(if filtration is non standard or air ducted) mmHg
Lubricant oil pressure to bearings. kpa
Water pressure (out of engine) C.H.P. systems. kpa

Water pressure into pump. kpa
Water pressure after pump. kpa
Fuel pressure (in engine rail-diesel). kpa
FLOWS
Water flow from pumps (engine jacket circuit). L/min

(Perkins thermostats to be fully open)
Water flow through charge cooler. L/min
Air flow through radiator (if cooling suspect). m3/sec
Crankcase pressure (particularly where “modified” breathers are used). mmWg

COMMISSIONING AND SIGN OFF PROCEDURE
ENGINE PARAMETERS
Emissions NOx ppm
Mainly Gas CO ppm
Engines HC ppm
O2 (Full load and no load) %
CO2 (If it is possible) %
Ignition timing (gas). °BTDC

Mixture screw position (gas). mm
‘A’ Bank mm
‘B’ Bank mm
Gas pressure before gas pressure regulator. (Full and no load) mmWG
Gas pressure after gas pressure regulator. (Full and no load) mmWG
Gas pressure before meter. mmWG
Gas calorific value on site. MJ/m3
(If not available sample must be obtained).
Exhaust shade (diesel). BOSCH
Head of fuel (diesel). m
Governing: %
Actuator position at full load.
Gain
Stability
Load acceptance:
% Load applied.
Cold engine
Hot engine
Ramp time to full load (where applicable). sec
Cooling down times. sec
Stability. (Gas engine). r/min
or
kWe
GENERAL
Visual inspection (vibration, leaks, etc.). (measured if necessary)
Air circulation (cooling, stagnant areas).
Lubricant oil supplier and grade.
Fuel oil supplier and grade.
Water treatment (coolant).
Gas supplier or area of origination.
Reset power stops to suit site conditions (to prevent overload:- gas and diesel).
Customer Signature Name
PE(ST)L/O.E.M. Name

ENGINE COOLING CIRCUITS
Fig. 1 - 2006TSI (IN-LINE)
Fig. 1 978.2

Fig. 2 - 3012SI ('V' FORM)
Fig. 2 980.2

Fig. 3 - 3008SI ('V' FORM)
Fig. 3 981.2

LIFTING EQUIPMENT FOR ENGINES
When lifting engines or generating sets,

special lifting equipment is required. It is
ENGINE
recommended that a spreader lifting beam of LIFTING
the correct lifting load capacity is used and BRACKET
that chains, hooks, shackles, eyebolts etc are
checked that they are well within their safe
working loads. The load should be secure,
stable and balanced when lifting, therefore
an assessment of the position of its centre of
gravity must be determined to ensure that the
lifting point is over it.
Fig. 4 765.2
The lifting chains etc must be firmly secured
to the load by means of hooks etc on to the
purpose-designed lifting points, and that the
rated included angle is not exceeded.
In order to accommodate the chains for lifting ENGINE
it may be necessary to have to remove engine LIFTING
components such as air filters etc to prevent BRACKET
damage, but this should be avoided where
the chains can be made to clear by non-
detrimental means.
NOTE: When lifting with chains at an angle

the load on the lifting eye is increased (45° = Fig. 5 766.2
40% increase).
WARNING LIFTING
EQUIPMENT UNDERBASE
SHOULD BE USED BY TRAINED LIFTING
PERSONNEL ONLY. GENERATING BAR
SETS MUST BE LIFTED USING THE
LIFTING LUGS ON THE BASEFRAME
AND A SPREADER LIFTING BEAM. THE
ENGINE LIFTING BRACKETS AND
ALTERNATOR LIFTING LUGS MUST NOT
BE USED.
Fig. 6 767.2

LIFTING EQUIPMENT FOR ENGINES
Fig. 7 Lifting points for Engines
Fig. 7 982.2

MOUNTING OF ENGINE & DRIVEN UNIT
When mounting an engine and driven unit the The engine should be aligned to the driven
utmost consideration must be given to the unit within the specified recommendations,
type of engine mountings and foundation, using shims between the engine and driven
which must be strong enough to support the unit mounting feet and the underbase/bearers.
weight of the unit and the stresses produced The dimensions of the shims (or packing
when the unit is operating. pieces) should not be less than the mating
area of the engine and driven unit mounting
ENGINE MOUNTINGS feet. At least two fitted bolts (minimum quality
The type of mountings depend upon the type 8.8 steel) must be used both in the engine and
of installation in which the engine is to be driven unit mounting feet. Where it is not
used and the final drive arrangement. The possible to use a fitted bolt, the mounting feet
engine can be fitted with either rigid or flexible should be dowelled to the underbase/bearers
mountings, depending on the type of using one dowel in each foot at diagonal
foundation or application. Flexible mountings corners.
are normally supplied in matched sets and NOTE: For alignment procedure and
are used to isolate engine vibrations and tolerances see pages 25-29.
noise (see pages 21-22). If the engine is
flexibly mounted, the exhaust and fuel pipe
connections must also be flexible.
UNDERBASE/ENGINE BEARERS
The simplest form of mounting is to rigidly bolt
the engine and driven unit directly to an
underbase or bearers. It is essential that all
mounting pads on the underbase or bearers
are flat, square and parallel to each other.
The underbase or bearers should be designed
so that the mounting pads will not distort in
any way and have sufficient rigidity to prevent
deflection due to the weight of the engine and
driven unit, vibrations and various stresses
when the engine is running.
TYPE OF FOUNDATIONS
The engine floor/foundation where the
underbase/bearers are fixed is of great
importance as it must:
i) support the static weight of the units and
withstand any stresses or vibrations when
the engine is running,
ii) be sufficiently rigid and stable so that
there will be no distortion which would
affect the alignment of the engine and
driven unit,
iii) absorb vibrations originating from the
running units and prevent them being
transmitted to the surrounding floor and
walls etc. (see Figs. 8 & 9).

SUBSOIL-SITE It may not be possible to reach solid subsoil,

The site subsoil must have a bearing strength hard clay, compacted sand and gravel or
capable of supporting the weight of the rock, without excavating to an unreasonable
complete set plus the concrete foundation on depth. In such a situation, the load must be
which it will stand. spread over a large area on a concrete raft,
If the bearing strength of the subsoil is in the design of which should be entrusted to a
doubt advice should be taken from a qualified qualified civil engineer in conjunction with
civil engineer to enable the type and size of Perkins Engines (Stafford) Ltd Application
concrete foundations to be determined. Department.
FIXED CONCRETE BLOCK

The fixed concrete block is a proven method
and preferred in some circumstances. In this
case the engine set bedplate is tightly bolted
to the concrete block.
The recommended plan size of the fixed
concrete block as illustrated in Fig.8 is to
allow between 300/450 mm surround on all
sides of the set. The surface of the block is
usually proud of the normal floor line by 'h'
between 100/230 mm and forms a plinth.
The depth of the concrete block is calculated
as follows:
D= W
dxBxL
D = Depth of concrete block in feet (metre)

W = Total weight of generating set in Ibs (kg)
d = Density of concrete in Ib/ft3 (kg/m3)
NOTE: Use 150 Ib/ft3 and 2403.8 kg/m3 if
accurate figures are not known.
B = Breadth of concrete block in feet (metre)
L = Length of concrete block in feet (metre)
After determining the depth of concrete

required for the weight and stability of the
running set, the subsoil has to be checked to
see if it will carry the total weight (set plus
concrete block) and withstand the forces
involved.

Fig. 8 768.2
Fig. 9 769.2

INSTALLATION PROCEDURE ON Pour and pack the concrete into the bolt hole
CONCRETE BLOCK pockets to within 50 mm of the top. This is to
When the concrete block is being poured allow for the final grout.
pockets must be incorporated for the Holding Leave 2/3 days for the concrete to set then
Down Bolts, ie Hook type or equivalent. At tighten the holding down bolts.
each holding down bolt position removable At this stage check the engine/driven unit
wooden boxes are placed. The size of box is alignment to ensure that the bedplate has not
to match the size of the the bolt used in the distorted. If alignment has been affected
installation. When the concrete is reasonably carefully slacken the holding down bolts and
firm the boxes are removed. shim as necessary. Re-tighten aIl bolts and
Ensure that the top surface of the concrete re-check alignment. If O.K. carry on to next
block is level and reasonably smooth and stage.
free from blemishes. NOTE: It is not necessary to check crankweb
After removing the Holding Down bolt deflections.
boxes leave for 5/7 days to dry out before
positioning the set.
Fig. 9 illustrates the method using the common
'hook bolt'.
The depth 'd' should be a little more than the
length of the bolt 'L'. This is so that the bolt can
be dropped into the hole for the concrete and
allow the set to be rolled into position without
obstruction from the bolts.
WARNING USE CORRECT

LIFTING
EQUIPMENT. DO NOT WORK ALONE.
ALWAYS WEAR PROTECTIVE GEAR.
When lifting the engine/alternator set into

position it is essential that correct lifting
equipment is used having a tested safe
working load well above the weight of the
complete set to be lifted. Use the lifting facilities
provided where possible and observe safety
precautions regarding suspended loads etc.
When the set is in position pull the bolts up
through the holes in the main bedplate. Fit the
washers and nut until approximately a thread
length, equivalent to the nut thickness, stands
proud of the nut
At each holding down position fit a steel
packing plate across the hole and on each
side of the bolt.
Check that the bedplate is level without sag or
twist. If necessary add shims between the
bedplate and packing plate.

GROUTING FLOATING CONCRETE BLOCK

The recommended grout mix is as follows: The floating block is an effective alternative to
1-Part best quality cement the fixed concrete block. The concrete mix,
2-Parts clean sharp sand holding down bolt pockets, surface finish and
Grouting mixture is packed into the top of the installation of the set is the same. The block is
holding down bolt pockets, around the bolts pre-cast using a wooden mould.
and packing pieces, etc., and between the To isolate and float the block a matting of
underside flange of the bedplate and the top water resistant cork-like material or similar
of the concrete block. See Fig. 9. proprietary material is placed on the surface
Leave for 5/7 days to dry out and set. of the sub-soil at the bottom of the pit and the
Check holding bolts and tighten if concrete block lowered on to it. The matting
necessary. should be adequate to support the weight of
When the set has run for 50/75 hours after the the set plus concrete block. (See Fixed
completion of the installation the holding down Concrete Block).
bolts should be checked and tightened as An air gap of approximately 25mm should be
necessary. maintained along all four sides of the block.
The gap at floor level must be sealed with a
TRENCHES non-setting mastic or similar material to keep
When designing the foundation block various out dirt and water but still allow flexibility. See
other areas should be taken into account. Fig. 11.
Trenches, particularly for heavy duty electrical This method isolates the machinery and block
cables need to be considered, bearing in and substantially reduces the transmission of
mind provision for drainage to prevent the the vibration to the surrounding floor, walls
trench filling up with water. etc.
On the larger generating sets these cables All services to the engine, fuel, air and water
have a large bending radius. It may be pipes, exhaust system and electric cables
necessary to cut away part of the concrete must be fitted with a flexible length or
block so that a smooth sweep can be made. connection to prevent fractures and possible
See Fig. 8. transmission of harmful vibrations.
Transmission of vibration may culminate as
CONCRETE RAFT noise at a point remote from the engine.
This type of foundation distributes the set
weight plus the weight of the concrete raft
over a larger floor area than the fixed concrete
block. The unit loading on the subsoil is
minimised and a reduced depth of concrete
can be used.
With the sub-soil of hard clay or compacted
sand and gravel a concrete thickness of
between 380/450mm is typical, but if
reinforced by steel bars or steel mesh this
would be satisfactory for even the largest of
the 4000 series engines. (See Fixed Concrete
Block).
Instead of pre-fitted 'hook bolts' the concrete
may be drilled to take suitably sized
'Rawlbolts' or similar fastenings.

Fig. 10 770.2
Fig. 11 771.2

RIGID MOUNTINGS
A typical application where rigid mountings
are used is an engine/alternator mounted on
an underbase as shown in Fig. 12. In this
case an alternator is the driven unit but could
also be a water pump or compressor.
Fig. 12 772.2

FLEXIBLE MOUNTING (USED WITH

UNDERBASE)
To reduce the noise level, and absorb any
vibrations being transmitted to the installation
foundations, the above underbase is fitted
with flexible mountings. See Fig. 13.
The flexible mountings are positioned so as
to give even load distribution, which is
determined by calculating the total weight of
the set and its centre of gravity, and disposing
the mountings equally about the centre of
gravity of the unit:
Total bending moment

WxL= (W1 x L1) + (W2 x L2)
. L= (W1 x L1) + (W2 x L2)
. . Total Weight W
L1 and L2 Should be determined by the

installer from a datum point to find L (See Fig
13).
Fig. 13 773.4

FLEXIBLE MOUNTINGS (ENGINE L1 and L2 Should be determined by the

BEARERS) installer from a datum point to find L3 (see
In the case where there is no underbase and Fig. 14).
the engine/alternator are to be flexibly mounted
directly to the engine bearers as shown see NOTE: Where the driven equipment is not
Fig. 14. It is important to use a specific type of supplied with the engine, Perkins Engines
flexible mounting to ensure that the mountings (Stafford) Ltd, should be contacted for flexible
are correctly loaded and are suitable for mounting and mounting bracket
restricting movement, torsional vibration & recommendations.
engine torque. This type of mounting is not
recommended where the radiator is fixed to Generally engine flexible mounts have a
the engine bearers but can be used for remote height adjustment to enable alignment of the
mounted radiator installations. engine output flange to the alternator shaft to
Normally four mountings are used on most be carried out accurately. Initially height
engine/flywheel housing mounted alternator adjustment should be carried out by inserting
sets but engine weight distribution may be shims between the engine bearer and the
unsuitable for standard flexible mountings. It flexible mountings. The final height adjustment
is not good practice to use additional flexible being carried out on the flexible mounting
mounts to provide 6-point system without first adjusting nut.
checking their suitability.
If the engine is fitted with an open coupled
driven unit and the complete unit is to be
flexibly mounted then the unit should be
mounted on side channels and the flexible
mountings fitted on the underside of the side
channels.
Total bending moment

= WL = (W1 x L1) + (W2 x L2) + (W3 x L3)
= WL = W x L1 + W x L2 + W x L3
3 3 3
= WL = W (L1 + L2 + L3)
3
. 3L - (L1 + L2) = L3
. .
Fig. 14 774.3

ANTI-VIBRATION MOUNTINGS (2, 3 & 4000 The adjustable mounting has the advantage
SERIES) that, if the floor level and/or the loading is
Large concrete blocks with the accompanying uneven, adjustment can be made to each
holding down bolt methods are expensive mounting so that the loading and deflection
and not always possible. A cheaper practical can be corrected at each mounting position. It
solution is to install the complete set on anti- is also a safeguard against distortion of the
vibration mountings, providing that the underbase.
foundation can withstand the weight and There are many reputable suppliers of Anti-
loading involved. Vibration mountings and to obtain the most
This type of mounting is available in many economical and effective mounting for a
similar designs but the typical industrial particular installation quotations should be
requirement falls into the two categories as obtained from more than one supplier. If
follows: necessary they will supply installation
i) Rubber or steel spring or both - without drawings and in the case of adjustable mounts,
adjustment. See Fig. 15 and 16. the method and degree of adjustment.
ii) Steel spring in compression - with It is recommended that the anti-vibration
adjustment. See Fig. 17. mountings are bolted to the floor.
NOTE: For the 4012/16 Series engines it is If other running machinery is sited nearby
imperative that the type shown in Fig. 16 and then vibrations from these units could be
17 (ie without or with adjustment of the Christie picked up by the stationary generating set.
and Grey design or equivalent) must be used. These vibrations could have a harmful effect
The most frequent application is where engine on the engine bearings and particularly on the
and driven unit are solidly mounted on a alternator shaft with its ball or roller bearings.
common steel bedplate connected together The above mentioned anti-vibration
with a flexible coupling or spring drive plate. mountings now work in reverse and protect
The anti-vibration mountings are placed the stationary engine from external vibrations.
between the underside of the bedplate, or
wings built out from the bedplate, and the floor
surface.
The concrete floor surface must be level and
reasonably smooth. It must be capable of
supporting the generating set. The dynamic
loads are relatively small and will have little or
no effect on the foundation.
Mountings, with or without adjustment, can
readily be selected to absorb up to 90% of the
forces and reduce the amplitude of the
vibrations transmitted by the running set. No
harmful vibrations will be transmitted to the
building structure or other equipment, if the
correct mounting and foundation are used.
The total weight of the set should be equally
distributed on each mounting so that a common
mounting can be used. The requirement will
be 4, 6 or 8 mountings depending on the size
of the set and the grade of mounting selected.

ANTI-VIBRATION MOUNTS - MOBILE

UNITS
If the set is a mobile unit that will be towed by
a vehicle special attention must be paid to the
A.V. mounting selection.
When towed over rough ground the set will
bounce up and down. With ordinary mountings
the rubber that is normally in compression will
be subjected to repeated extension and
compression and the elements will fail. To
prevent this the mounting should incorporate
steel rebound washers which will limit Fig. 15 775.2
deflection to safe limits. The suppliers will

advise the correct type to use.
Fig. 16 776.2
Fig. 17 777.2

ENGINES FITTED WITH CLOSE COUPLED

ALTERNATORS
It is essential that the flywheel counterbore
(dia 'A') is concentric to the flywheel housing
counterbore (dia 'B') to a maximum eccentricity
of 0.13mm (0.05''), to comply with S.A.E.
standard S.A.E. J162a and S.A.E. J1033 (see
Fig. 18).
The engine should be offered up to the
baseframe and located by bolts through the
engine feet and baseframe mounting holes.
These bolts should not be tightened up at this
stage.
Next the distance (depth) between the
rearmost machined face of the flywheel
housing and face F (Fig. 18) of the flywheel
(dimension 'X') should be measured by means
of a straight edge and rule.
Two bearing alternators should now have the
flexible coupling, and single bearing
alternators the drive plate fitted to the driven
shaft. These should be knocked on just far
enough so that dimension X (Fig. 19) =
dimension X (Fig. 18).
The alternator should now be offered up to the
engine so that both drive disc and housing
spigot engage at the same time.
Firstly the bolts retaining alternator to flywheel
housing should be started and tightened up
straight away. Then the drive disc to flywheel
bolts started and tightened to the correct
torque. Finally check with feeler gauges the
gap between engine and driven unit feet and
baseframe mounting pads, insert shims where
necessary, and tighten up the securing bolts
to the correct torque.

Check that the faces ''E'' and ''F'', are parallel

and concentric with one another to within a FLYWHEEL
maximum runout of 0.005'' (0.13mm). HOUSING
FLYWHEEL
Fig. 18 778.2
FLYWHEEL
DRIVE FLANGE
ALTERNATOR FRAME
CORNER OF DRIVE
FLANGE CHAMFERED
TO ENSURE GOOD FIT
INTO FLYWHEEL
RECESS
FLEXIBLE DRIVE PLATES (SINGLE BEARING)

Fig. 19 FLEXIBLE COUPLING (TWO BEARINGS) 779.3

ENGINES FITTED WITH OPEN COUPLED

DRIVEN UNITS FLYWHEEL
It is essential that the flywheel counterbore
(dia 'A') is concentric with the flywheel housing INDICATOR 1
counterbore (dia 'B') to a maximum eccentricity
of 0.13 mm (0.005''), to comply with S.A.E. INDICATOR 2
standard S.A.E. J162a and S.A.E. J1033 (see
Fig 18).
Firstly the engine and then the driven unit DRIVEN SHAFT
should be offered up to the baseframe, and
located by bolts through the mounting feet
and baseframe mounting holes. These bolts
should not be tightened up at this stage.
The driven shaft and flywheel should be
checked for alignment by fitting dial test
indicators as shown in Fig. 18. In practice
most people would prefer to check with one FACE E
dial test indicator at a time, starting with
indicator 2. FACE H
Alignment should be checked by rotating the
driven shaft and observing the readings on
the d.t.i.
Corrections to misalignment should be made
as follows:- Fig. 20 919.2
(a) Radial misalignment as indicated by

indicator 2.
The object here is to get the flywheel and
driven flange flat and parallel to each other.
Radial misalignment has two components,
horizontal and vertical. The horizontal
component will be shown by the d.t.i. readings
at three o'clock and nine o'clock, and is
corrected by moving the tail of the driven unit
towards the negative (widest gap). The vertical
at 12 o'clock and 6 o'clock. If there is a negative
reading at 12 o'clock, then the tail of the driven
unit is low, and should be shimmed until the
reading is correct. If there is a negative reading
at 6 o'clock, then the tail of the driven unit is
high, and shims should be inserted at the front
mounting point until a correct reading is
observed.

(b) Axial misalignment as indicated by

indicator 1.
This is to ensure that the flywheel and driven
shaft are on the same axis (or centre line).
Once again, this has two components,
horizontal and vertical. The horizontal
components will be shown by the d.t.i. readings
at three o'clock and nine o'clock. This is
corrected by moving the complete machine
towards the negative reading. The vertical
at 12 o'clock and 6 o'clock. If there is a negative
reading at 12 o'clock, then the driven unit is
too low, and should be packed up with shims
equally at both front and near. If there is a
negative reading at 6 o'clock, then the engine
is too low, and should be packed up with
shims at both front and rear.
Finally, both radial and axial alignment should
be rechecked and adjusted if necessary. This
should be repeated until the alignment is
observed to be correct, i.e. do not make an
adjustment and presume that the alignment
has been corrected always make a final check.
The installation alignment should always be
as accurate as possible, to allow for foundation
movement.
NOTE: Conical misalignment is a function of
Radial and axial misalignment and is not
directly checked.
ALLOWABLE INSTALLATION
MISALIGNMENT
ENGINE HOLSET
SERIES RB AXIAL RADIAL CONICAL LIMIT ON
COUPLING DISTORTION
SIZE mm mm ° W
2000 0.73 1.5 1 0.5 0.73 = 204 W
3000 1.15 1.5 1.5 0.5 1.15 = 224 W
4000 2.15 0.45 0.3 0.1 2.15 = 369 W

3.86 - 5.5 0.6 0.3 0.1 3.86 - 5.5 = 369/465 W

MAINTENANCE Under no circumstances must the weight of

All rubber elements should be inspected after the alternator be overhung from the flywheel
12 months of initial running. Then further housing.
change of elements should not need to be There is a limit on the amount of weight that
carried out until 20K hours running or 3 years can be supported by specific engines,
is completed. Obvious wear or misalignment therefore it is important that the type of single
must result in inspection of the coupling. bearing alternator to be fitted to a particular
engine is submitted to Perkins Engines
CRANKSHAFT END FLOAT (Stafford) Ltd for approval.
When aligning the driven equipment to the A torsional vibration analysis will also be
engine flywheel it is vital that the crankshaft required to assure compatibility between the
end float is not taken up all one way thus engine and alternator.
putting undue pressure on the thrust bearing.
Such a situation could lead to serious ENGINE MAXIMUM WEIGHT
consequences as soon as the engine is SERIES OF ALL ROTATING
started. COMPONENTS (kg)
After the assembly of single and two-bearing
alternators, etc. the end float must be checked 2006 NOT QUOTED
and should lie between the limits given below.
3008 NOT QUOTED
Engine End Float of Crankshaft when 3012 NOT QUOTED
New. 4006 1000
2000 0.13 mm to 0.33 mm 4008 1000
3000 0.1 mm to 0.3 mm 4012 1700
4006/8 0.13 mm to 0.48 mm
4012/16 0.13 mm to 0.51 mm 4016 1700
Using a pinch bar at the free end or the

flywheel end of the engine the crankshaft can
be moved backwards and forwards. The
movement - END FLOAT - can be checked on
a suitably fixed clock gauge.
OVERHUNG WEIGHT OF SINGLE

BEARING ALTERNATOR
A single bearing alternator is bolted to the
engine flywheel housing, and the rotor is
supported at the rear by a single bearing
housed in the alternator frame. The front of the
rotor is bolted to the engine flywheel and is
supported on the engine crankshaft rear
bearing.
It is essential that consideration be given not
only to the weight of the rotor to be supported
by the engine crankshaft, but also that the
weight of the alternator be carried on the
alternator feet.

TORQUE SETTINGS
WARNING IT IS ESSENTIAL THAT THE CORRECT LENGTH OF

SCREW OR BOLT IS USED. INSUFFICIENT THREAD MAY RESULT
IN THE THREAD BEING STRIPPED, WHEREAS TOO LONG A THREAD MAY RESULT
IN BOTTOMING IN A BLIND HOLE, OR CATCHING ON ADJACENT COMPONENTS.
NOTE: * Bolt heads and threads must be lubricated with clean engine oil.
**Cylinder head bolts to be lubricated under the heads, under the washers and on the
threads with P.B.C. (Poly-Butyl-Cuprysil) grease. Important: See Section R13 in the
Operation Manual before fitting. All other bolt threads only to be lubricated with clean engine
oil. care mustbe taken not to oil the heads and faces.
TORQUE SETTINGS
Cylinder Head Group lb.ft Nm
**Cylinder head bolt (early type) M24 550 750
**Cylinder head bolt (later (waisted) type) M24 530 723
Rocker shaft bolt/nut M16 90 120
Rocker adjuster nut inlet/exhaust M12 35 50
Rocker adjuster nut pump/injector M14 50 70
Rocker box bolt M10 35 50
Air manifold bolt M10 35 50
Exhaust manifold bolt M10 50 70
Turbocharger V-band clamp M8 8 11
Crankcase and Crankshaft Groups

*Main bearing bolt M24 550 750
Lateral capscrews, main bearing tie bars (4008 only) M16 200 270
Bolts sump to crankcase M10 30 41
Connecting rod bolt (must be New bolts M16 200 285
fitted with dry threads Reused bolts M16 200 270
Viscous damper bolts M16 250 340
Viscous damper bolts M12 120 160
Flywheel bolt M16 250 340
Front drive adaptor bolts M16 250 340
Balance weight bolt M16 250 340
Front crankshaft pulley bolt M16 250 340
Oil transfer block 4006/8 ONLY M10 20 27
Piston cooling jet bolt M10 20 27
Flywheel housing bolt M10 35 50
Lubricating Oil Pump

Bolts, pump housing to gearcase plate M10 35 50
Thin nut gear to drive shaft M24 170 230
Camshaft group
Camshaft gear screw M12 110 149
Camshaft thrust plate screw M10 35 50
Camshaft follower housing capscrew M10 50 70
Camshaft follower housing bolt M10 35 50
Idler gear hub bolts M10 35 50

TORQUE SETTINGS
Water Pump lbf.ft Nm

Water pump gear nut M24 170 230
Water header to oil cooler bolts M10 35 50
Water pump to gearcase bolts M10 35 50
Raw water pump gear securing nut
(non lubricated thread) M35 180 250
Engine Feet M12 70 95
Governor
Control shaft mounting plate bolt M10 35 50
Fan
1
Fan driven pulley taper lock bush screws 4006 series /2" BSW 35 50
5
Fan driven pulley taper lock bush screws 4008 series /8" BSW 65 90
Alternator
3
Drive pulley taper lock bush screw /8" BSW 15 20
Fuel Pump/Injectors
Injector capscrew clamp to cylinder head M10 50 70
injector nozzle nut to holder M27 150 203
Fuel pump control linkage screw 2BA 6 8
Fuel pump control arm capscrew M5 6 8
Flexible Coupling (Holset)

Flexible coupling cover screw M12 or 1/2" UNC 47 64
Coupling driving flange screws (coupling size 2.15) M12 or 1/2" UNC 47 64
Coupling driving flange screws (coupling size 3.86) M16 or 5/8" UNC 114 155
GENERAL TORQUE LOADINGS

The following torque loadings are general for metric coarse threads and for grade 8.8 steel, but
do not supersede the figures quoted above.
Thread lbf.ft Nm
M5 5 7
M6 8.62 12
M8 20.5 28
M10 41 56
M12 72 98
M16 180 244
M20 351 476
M24 606 822
GENERAL NOTE:
M10 - 12.9 Steel 68 92
TIGHTENING TORQUES
These are based on 85% of the proof loads designated in BS3692.

ENGINE ROOM LAYOUT
INSTALLATION 4. Install a fire extinguishing system in the

engine room.
WARNING USE CORRECT 5. Locate batteries in a separate vented
LIFTING compartment or box, with access for
EQUIPMENT. DO NOT WORK ALONE. routine maintenance, keeping length of
PERSONAL PROTECTIVE EQUIPMENT starter cables as short as possible.
MUST BE WORN. 6. Make provision for draining the oil sump
and fit a drip tray underneath.
When installing the engine and components 7. Check that the entrance into engine room
in the restricted confines of an engine room is large enough to allow for the engine/
care must be taken that easy access is alternator set to enter and be removed.
provided for carrying out routine servicing. 8. Provide adequate lighting and power
points.
a. Installation and removal of various 9. Lifting beam in roof for maintenance.
components: 10. Provision for draining engine cooling
- Cylinder heads system.
- Coolant pump 11. All rotating shafts are adequately guarded
- Oil sump for safety purposes.
- Timing Case 12. Provide natural ventilation to allow any
- Starter and alternator gas leaks to rise safely through the roof to
- Flexible mountings atmosphere.
- Camshaft 13. Methane detector (shuts down engine).
b. Maintenance, inspection and
replacement of parts:
- Lubricating oil filter
- Air cleaner
- Fuel filter
- Lubricating oil filler
- Crankcase breather
- Dipstick
- Radiator filler cap and access for
filling
- Rocker covers
INSTALLATION GUIDELINES
1. Avoid plastic and other unsuitable
materials for fuel piping and connections
including metallic braided flexible pipes
which can corrode or chafe and leak fuel.
2. Keep fuel lines away from hot exhaust
pipes.
3. Insulate 'dry' exhaust systems, using heat
shields, lagging and muffs over flexible
sections, and keep piping well away from
woodwork.
NOTE: Dry engine exhaust manifolds must
not be lagged. (Refer to Exhaust Section).

ENGINE ROOM LAYOUT
INITIAL CONSIDERATIONS
When initially deciding on the size of the
engine room the following aspects should be
considered:-
(1) Sufficient space available to
accommodate power unit, load bearing
capacity of the floor suitable for weight of
power unit, and that the ventilation
facilities in the building are adequate to
cater for supplying air for engine cooling
& aspiration.
(2) Access to fuel supply, cooling water, and
that the exhaust emission from the engine
can be dispersed to atmosphere without
exceeding the maximum back pressure.
(3) That suitable air intake filters and exhaust
silencer can be accommodated within
the engine room without effecting the
engine performance otherwise the engine
may need to be derated or the filters and
silencer repositioned outside the room.
(4) If an existing building is to be used, that
openings in the wall for intake and outlet
louvre panels can be made without
affecting the structural strength of the
building.
(5) Mechanical noises from the engine,
together with exhaust outlet noise can be
insulated by fitting attenuating panels etc.
especially when operating in a residential
area.
Colour Coding
Water Grass Green
Oils Brown
Gases Yellow Ochre
Electrical Services Orange
Waste Water Drainage Black
Condensate Grass Green
Primary Cooling Grass Green
Hot Water Supply Grass Green

ENGINE ROOM LAYOUT
TYPICAL WATER COOLED ENGINE

ROOM LAYOUT (4000 SERIES)
A typical water cooled engine room layout is
shown in Fig. 21, using a single generating
set installation as an example.
It is essential that the hot air from the radiator
is ducted outside the engine room and not
allowed to recirculate in order to keep the
engine room temperature as low as possible
for the engine to give the required performance
(see page 35 onwards).
Since the generating set is mounted on Anti-
Vibration mountings it is essential that the
exhaust silencer should be supported from
the roof, and that flexible bellows be fitted to
isolate the engine from the exhaust.
The same comments apply for the hot air
outlet ducting and any other engine/alternator
connections, must be of the flexible type, ie
fuel pipes and electrical connections.
Fig. 21 983.2

ENGINE ROOM LAYOUT
VENTILATION - ENGINE ROOM The inlet air opening should also have a
When a set with an integrally mounted radiator FREE FLOW AREA at Ieast 25% larger than
is installed in an engine room, the basic the radiator matrix.
principal is to extract hot air from the room and With the design of inlet and outlet openings it
induce air at the ambient temperature outside must be remembered that the radiator fan has
the engine room with minimum re-circulation. a limited total allowable external resistance -
Fig. 22 illustrates the most suitable position of ie. “inlet to fan plus outlet from radiator”:- this
the engine in relation to the walls of the must not be exceeded or cooling air flow will
building. The object is to get cool air in at the be reduced.
lowest possible point, push it though the The inlet and outlet openings will usually be
radiator matrix and then out of the building. fitted with a mesh grille, louvres, noise
It is unsatisfactory to position the set so that attenuating panels or inside and outside
the radiator is adjacent to the opening in the ducting. Whatever is fitted will promote
wall. When in operation some hot air will resistance to air flow and it may be necessary
recirculate back into the radiator fan via the to further increase the opening area.
gap between the radiator and the wall.
This will lead to inefficient cooling and could
result in overheating problems. The outlet
opening in the wall should have a FREE
FLOW AREA about 25% larger than the
frontal area of the radiator matrix and be of the
same rectangular shape.
A sheet metal or plastic duct is fixed to the
opening frame using a flexible connection to
the radiator duct flange. The flexible section is
particularly necessary when the set is
mounted on a floating concrete block or anti-
vibration mountings.
NOTE: It is recommended that the engine fan

is motor driven, rather than by the engine,
which eliminates the power loss of the belt
drive.
Fig. 22 787.2

ENGINE ROOM LAYOUT
Example:
For a radiator matrix frontal area of 1.44 m2 the
air outlet/inlet opening in the wall should have
an area of 1.80m2, if a grille is fitted then the
opening should be increased to give 2.25 m2
(See Fig. 23).
Fig. 23 788.2

ENGINE ROOM LAYOUT
The large quantity of air moved by the radiator

fan is usually sufficient to adequately ventilate
the engine room.
As shown in Fig. 22 the cool incoming air is
drawn over the alternator which takes its own
cooling air from this flow, across the engine
air intake filter and the engine. The radiator
fan then pushes air through the radiator matrix
to outside. There must be no obstruction to air
flow immediately in front of the radiator outlet
and to deflectors, etc.
Fig. 24 789.2
This is the best possible ventilation system
but, in practice, the best is not always possible.
Fig. 24 shows the air inlet position high in the
wall. This is acceptable if ducting directs the
air to the end of the alternator and has the
advantage of preventing heated air from
collecting near the ceiling.
Fig. 25 shows the air inlet position high in the
wall and at right angles to the fan air flow. This
is wrong and should not be considered. With
this arrangement the cooling air will bypass
the alternator and the engine air intake filter
with a resulting increase in operating Fig. 25 790.2
temperatures unless load is reduced.
Where a high engine room temperature cannot
be avoided then the temperature of the
induction air into the engine air filters must be
checked and the load reduced, or the
generating set derated. (See page 90).
Alternatively the engine air filter(s) could be
moved to an area of cool air and connected to
the engine air intake manifold(s) with pipe(s)
of suitable diameter. The pressure drop
through the pipe(s) and new air filter element(s)
should not exceed 18mm Hg. Deration of
power output may then be avoided.
If the radiator is matched for temperature
conditions i.e. up to 38°C ambient, a change
of fan speed may be possible to make the
radiator performance satisfactory up to 45°C
or 52°C ambient. It is normally necessary to
have a 52°C capacity radiator supplied for
operation in temperature above 38°C ambient.
If problems are experienced with radiator
performance then Perkins Engines (Stafford)
Ltd Applications Dept. should be contacted,
since modification of the installation may result
in an economical solution.

ENGINE ROOM LAYOUT
DUCTING AGAINST PREVAILING WIND

In positioning the air outlet opening attention
must be paid to the direction of the prevailing
wind.
All Perkins Engines (Stafford) Ltd radiators
have “pusher” fans which force air through the
radiator matrix and out through the opening in
the wall.
If the prevailing wind is blowing into the
opening additional resistance will be put on
the fan with a resulting reduction in cooling air
flow. Therefore, if possible. the opening should Fig. 26 791.2
be in a wall not affected by the prevailing

wind.
If the above condition is not possible other
methods may be considered, as follows :-
(i) Outside ducting with the outlet being at
90° to the cooling air flow
(ii) A deflector panel
See Figs. 26 and 27
Fig. 27 792.3

ENGINE ROOM LAYOUT
VENTILATION - TROPICAL CONDITIONS

To cater for tropical conditions it is quite
common practice for the engine room to have
open sides, or consisting only of a roof with
supporting columns, See Fig. 28.
This type of cover is not suitable for protection
against driven rain, dust or sand.
Where multiple engines are installed in an
open sided building it is imperative that
partitions are fitted to prevent the prevailing
wind blowing the radiated heat from one
engine onto the next and so on. Allow access
for engine maintenance (see Fig. 29) or only
enclose the side facing the prevailing wind.
Fig. 28 793.2
Fig. 29 794.2

ENGINE ROOM LAYOUT
FORCED VENTILATION - ENGINE ROOM It is recommended that the general

(Remote Cogen) temperature in the engine room is maintained
When a remote mounted radiator is fitted (see at a maximum of 25°C. Where the ambient
pages 46 onwards) the ventilation of the temperature exceeds this figure then a
engine room must be considered. temperature rise of no more than 8°C should
First - the exhaust system in the engine room be maintained above the temperature of the
must be efficiently lagged so that the radiated incoming air.
heat is minimal. Where the outside temperature is cold, say
For the best forced ventilation system it is 10°C the temperature rise in the engine room
usual to use two electric motor driven fans. could be as much as 28°C.
One fan pushing the air into the room and The quantity of the air required can be
being mounted in the wall next to the generator calculated from the following:
end of the set.
The other fan is an extractor fan, taking hot air
out of the engine room. This fan would be
mounted in the wall next to and above the
engine. See Fig. 30.
On the inlet air side ducting is necessary if the
cooling air is not reaching the alternator,
engine and radiator. The duct directs the air to
the alternator and across the engine to the
extractor fan.
If a duct is not fitted when the inlet fan is at the
high level the incoming cooling air will bypass
the generating set and be extracted by the
extractor fan without cooling the set.
If a large air intake opening can be
accommodated and correctly positioned then
the fan pushing air into the room can be
deleted.
The extractor fan will require adequate suction
to overcome the resistance to air flow through
the inlet and outlet louvres and ducts if fitted.
Fig. 30 795.2

ENGINE ROOM LAYOUT
The temperature rise in the engine room is the Air flow for ventilation will be the total air flow
most useful factor in calculating the required for cooling plus the air flow for combustion.
air flow. The volume of air required to give a
pre-determined temperature rise is based on Example:- Engine Only
the following:- Based on 1 hour rating and a 16°C rise above
Airflow required the incoming air temperature.
for cooling = Total Radiated Heat
W x constant x temp. rise Air ventilation = 41 + Combustion air
1.2 x 0.0167 x 16
= 128 +39
m3/min = kW (th) = 167 m3/min
W x 0.0167 x RT °C
RT - Rise in Temp: °C
kW(th) - Total radiated Heat
W - Density of air - at the fan inlet:
kg/m3
DENSITY OF AIR AT VARIOUS

TEMPERATURES
°C kg/m3
0 1.30
5 1.27
10 1.25
15 1.23
20 1.20
25 1.18
30 1.16
35 1.15
40 1.13
45 1.11
50 1.09
55 1.08
The total heat to be dissipated is the heat

radiated from the engine, generator and any
other source of heat in the engine room .The
radiated heat can be found in tabular form on
pages 42 and 43.
Values for combustion air can be found in the
Product Information Manual under the
appropriate engine data.

ENGINE ROOM LAYOUT
ENGINE AND ALTERNATOR RADIANT HEAT TO THE ENGINE ROOM (kWt)
One hour rating and 25°C ambient temperature
Engine Alternator speed (r/min) Engine speed (r/min)

1000 1200 1500 1800 1000 1200 1500 1800
4006 (Minnox) 200 LC - 18 27 - - 44 54 -

4006 (Minnox) 140 LC - - 24 - - - 27 -
4006 (Minnox) 140 HC - - 26 - - - 49 -
4008 (Minnox) 200 LC - - - - - - - -
4008 (Minnox) 140 HC - - 32 - - - 51 -
4008 (Minnox) 90 HC - - 32 - - - 52 -
The above figures are used to calculate ventilation calcs as heat given off engine & alternator
can alter ventilation.
2006 - - - - - - 37 42
3008 - - - - - - 46 51
3012 - - - - - - 63 77
Warning:- None of the above figures should be used for heat recovery purposes.
Engine specific data sheets are available from PE(ST)L Applications.

ENGINE ROOM LAYOUT
ENGINE AND ALTERNATOR RADIANT HEAT TO THE ENGINE ROOM (kWt)
One hour rating and 25°C ambient temperature
Engine Alternator speed (r/min) Engine speed (r/min)

1000 1200 1500 1800 1000 1200 1500 1800
4012TESI - - 36 - - - 136 -
(MINNOX)
4012TESI - - 38 - - - 58 -
(MINNOX) 140 HC
4012TESI
(MINNOX) 90 HC - - 38 - - - 111 -
4016TESI
(MINNOX) 200 LC - - 47 - - - 96 -
4016TESI - - 47 - - - 96 -
(MINNOX) 140 LC
4016TESI - - 47 - - - 118 -
(MINNOX) 140 HC
Warning:- None of the above figures should be used for heat recovery purposes.
Engine specific data sheets are available from PE(ST)L Applications.

ENGINE ROOM LAYOUT
TYPICAL MULTIPLE ENGINE TYPICAL MULTIPLE ENGINE

INSTALLATION INSTALLATION WITH REMOTE
Generally multiple engine installations follow RADIATOR
on the same lines as for a single unit Since actual installations can vary the engine
installation, each unit having its own room will need to be ventilated by fitting electric
independent foundation and exhaust system motor driven wall mounted intake and
as shown in Fig. 31. extractor fans to dissipate the radiated heat
from the engine and alternator (see table on
WARNING THE EXHAUST GAS pages 42 & 43).
FROM A MULTIPLE Starter batteries should be positioned as near
ENGINE INSTALLATION MUST NOT BE to the starter motor as possible otherwise the
COMBINED INTO A COMMON EXHAUST size of the cable may need to be increased.
SYSTEM AS THIS CAN BE VERY It is essential that the common fuel and cooling
DANGEROUS AND COULD CAUSE systems can be isolated to allow the removal
ENGINE DAMAGE. of one unit whilst the remaining units are still
operating.
The exhaust silencer must be supported from
the roof, and the support brackets should
allow for expansion of the piping. A length of
flexible pipe or bellows should be fitted
between the engine exhaust outlet and the
rigid pipe work, especially if the generating
set is mounted on anti-vibration mountings.
The exhaust system must be as short as
possible and the number of bends kept to a
minimum so as not to exceed the appropriate
engine back pressure recommendations.
Where conditions would cause the back
pressure to be in excess of the above
recommendation then the size of the exhaust
piping should be increased to suit.
THE EXHAUST SHOULD NEVER GO INTO

A DISUSED CHIMNEY UNLESS THE
CHIMNEY HAS BEEN CHECKED FOR
GAS LEAKS.
Ducting should be fitted between the radiator

and the opening in the engine room wall to
direct the air flow from the engine room. The
Iength of the ducting should be kept to a
minimum to prevent back pressure exceeding
Perkins Engines (Stafford) Ltd
recommendations, these vary between
engines (see Product Information Manual).

ENGINE ROOM LAYOUT
Fig. 31 984.2

COOLING SYSTEMS
Customers who obtain their own radiator

WARNING ALL EXPOSED should make sure it is designed to the
ROTATING PARTS temperature of the cooling air into the radiator
AND BELT DRIVES MUST BE FITTED fan and not to the outside ambient temperature.
WITH GUARDS.
FAN PERFORMANCE
GENERAL OBSERVATIONS The fan performance must take into account
The most common system is the utilisation of the fact that, in an engine room installation,
a jacket water pump to force coolant through there will be resistance to the air flow to the fan
the engine oil cooler, engine water jackets, in addition to that through the radiator matrix.
cylinder heads and through a water cooled Extra resistance will be at the air intake in the
exhaust manifold. engine room wall and air outlet after the
The hot water from the engine then enters the radiator.
header tank of a radiator, passes through the With radiators and fans the air flow to cool the
radiator tubes and out to the suction side of engine on 110% load or standby - whichever
the pump. A pressure of 0.5 - 0.7 bar is is the greatest - is more than adequate against
maintained in the system. Water passing the radiator matrix resistance only.
through the radiator is cooled by pushing air Further resistance can be applied until the air
through the matrix by an engine driven fan flow is reduced to the safe minimum to cool
(see appropriate Engine Water Circulation the engine. This extra resistance can be
Diagram). determined and is known as “The total
4000 Series engines fitted with turbochargers allowable external resistance on the fan” ie
have charge cooling to enable them to comply “inlet to fan plus outlet from radiator”
with specified exhaust emissions using lean See the Product Information Manual.
burn technology.
When the charge air is cooled by secondary
coolant an additional water pump is fitted to
the engine or electric driven pump is fitted to
circulate secondary coolant through an engine
mounted charge air cooler, where the air is
cooled before entering the engine air intake
manifolds (see appropriate Water
Circulation Diagram).
RADIATORS
Perkins Engines Ltd can supply a radiator
suitably matched to each engine type in the
range.
Even when an engine is correctly installed in
the engine room the temperature of the cooling
air at the suction side of the radiator fan is
greater than the outside ambient temperature.
This is due to the radiated heat from the
engine, driven unit and exhaust system
warming up the engine room air. The radiators
are designed to take this increase into account.

COOLING SYSTEMS
REMOTE MOUNTED RADIATOR REMOTE MOUNTED RADIATORS

TURBOCHARGED ENGINES Under certain conditions, remote mounted
In some installations by reason of space radiators may experience excessive noise
limitation, environment, etc., it may be and vibration in the pipework between engine
necessary for the radiator to be mounted on and radiator, during the warm up period. This
an upper floor or horizontally away from the is caused by ''cold slugs'' of coolant entering
engine. Fig. 32 illustrates a typical installation. the engine due to the large volume of coolant
The radiators supplied by Perkins Engines external to the water pump and thermostat.
Ltd. can all be modified so that the radiator, This problem may be avoided, by removing
fan and drive motor form an integral unit. This the standard (engine mounted) thermostat
type of modification is completed at the works and bypass, and replacing them with an "Amot"
of the manufacturer. type thermostat (or equivalent), fitted in the
The opening in the wall for the air outlet and pipework between engine and radiator.
duct are sized as for the set mounted radiator. In general if the volume of external
See in Fig. 24. However, as the radiator will pipework exceeds 50% of the engine
now be solidly mounted the flexible duct cooling jacket volume, then an external
section will not be required. thermostat as described above should be
Water pipes to and from the engine will considered.
incorporate a flexible length if the set is on Each installation should be considered with
flexible mountings. reference to its individual characteristics, and
To complete the water system a make-up so we would strongly recommend that a full
tank should be fitted so that daily topping-up installation drawing showing all the pipework
is not necessary. Calculations should be be submitted to our Applications Department,
made to allow for the normal radiator system for advice on a suitable location for the external
which is pressurised from 0.5 to 0.7 bar The thermostat for charge cooler circuit.
pressure cap and relief valve are removed
from the radiator top header tank and fitted to
the make-up tank to maintain a pressurised
system. The radiator top header must be
sealed.
The capacity of the make-up tank should be
large enough to hold the necessary make-up
water with space to allow for the expansion of
the water in the system. The expansion space
is usually calculated as 5 to 6% of the volume
of the water in the total system.

COOLING SYSTEMS
WARNING THE GATE VALVES

MUST ALWAYS BE
OPEN WHEN THE ENGINE IS RUNNING.
FILLING THE COOLING SYSTEM
WARNING THE COOLING

SYSTEM IS
PRESSURISED - DO NOT REMOVE THE
FILLER CAP FROM THE MAKE-UP TANK
WHILE THE ENGINE IS HOT. PERSONAL Fig. 32 985.2
PROTECTIVE EQUIPMENT MUST BE
WORN. DRAINING THE COOLING SYSTEMS
When draining the engine cooling system it is
The tank filler tube is extended into the tank recommended that the external pipework fitted
for sufficient length to allow for the air space. between the engine and radiator/make-up
On filling the system add water until the level tank must be isolated by fitting gate valves so
stabilizes at the bottom of the tube. as not to drain the whole system and lose the
A small hole 3 mm dia: must be drilled in the anti-freeze, as indicated in Fig. 32.
filler tube just below the top so that pressures
will be balanced when expansion occurs.
The height limit to which the radiator can be
mounted above the engine is Iimited by the
pressure to which the water pump seal can
stay on its seat against the static head when
the engine is stationary.
The radiator top header should be no more
than 7 metres above the engine water pump
with the pressurised make-up tank no more
than 0.5 meters higher.
In aIl systems with remote radiators, with and
without break tanks, heat exchangers etc.,
the water pipe diameters should at least equal
the diameter of the fittings at the engine water
pump inlet and top water outlet pipe.
Depending on the length of the pipe run to
and from the engine and radiator number of
bends, valves, pipe fittings, etc., the pipe size
should be increased so that additional
resistance to flow is no more than 75 mbar.
Earlier 4000 series engines fitted with water
cooled exhaust manifolds (but without vent
pipes) will need bleeding to remove air locks.

COOLING SYSTEMS
BREAK TANK - WATER MIXING When sizing the tank this volume must be
The height limitation of the radiator can be allowed for in addition to the volume required
overcome by introducing a break tank into the for satisfactory cooling. When the depth of
system to break the pressure head put on the water in the tank has been determined add a
engine by the radiator. further 150 mm to the open top edge of the
The system is un-pressurised and there is a tank to retain splashing when the engine is
good deal of water loss by evaporation from running.
the open tank.
WARNING IF THE ENGINE

RUNS A NORMAL
DAY SHIFT DAILY INSPECTION OF THE
WATER LEVEL MUST BE CARRIED OUT.
Fig. 33 illustrates the system and a typical

tank is shown. When the engine is not running
and the system is static all the water in the
radiator and pipes will run back into the tank.
Fig. 33 799.2

COOLING SYSTEMS
WARNING THE GATE VALVES MUST ALWAYS BE OPEN WHEN THE ENGINE
IS RUNNING.
The baffle plate which forms the ‘weir’ is positioned to split the tank into equal sections. The
height of the ‘weir’ from the bottom of the tank is equal to the depth of water required for
satisfactory cooling. (See schedule below).
The bottom corners of the weir plate are chamfered - aprox. 40 mm x 45° - to assist in mixing
and stabilizing the water level.
The dimensions recommended for sizing the tank should be worked to. The plan size given
enables suction pipes to be positioned (see Fig. 33) so the aeration and vortexing will be
minimal.
For Perkins Engines (Stafford) Ltd. engines the volume of water for satisfactory cooling and the
suggested plan size of the tank is as follows:-
For Satisfactory Cooling

Power Output up to Volume of Water Plan Size of Tank
300 kWb 650/750 litres 0.9 metres sq.

600 kWb 1350/1450 litre 1.2 metres sq.
The electric motor driven water pump in the radiator circuit should have an output matching the
engine driven water pump. The pressure head that the electric motor driven pump will have to
deliver against will be that caused by the pipes and fittings ‘to’ and ‘from’ the radiator plus the
pressure drop through the radiator and engine.
The tank is usually situated adjacent to the engine with the bottom of the tank positioned above
the floor line so that the water outlet from the engine rises slightly to the position where it enters
the tank.
On engine start-up the radiator and pipes are empty of water. The engine driven water pump
draws water from the secondary side of the tank, pushes it through the engine and discharges
the warmer water into the primary side of the tank.
To ensure quick warm-up of the engine, a thermostatic switch in the primary circuit will control
the starting of the electric motor driven water pump and radiator fan.
When the water in the primary side reaches 70/75°C the thermostat switch operates and starts
up the electric motor driven water pump and radiator fan. Hot water is drawn from the primary
side, pushed up to and through the radiator and returned to the secondary side of the tank.
The water will find its own level in each side of the tank, ie on either side of the weir. It will be
necessary to adjust the water flow from each pump by throttling so that the water level in each
side of the tank is just below the weir. If the levels cannot be stabilised it is recommended that
any slight flow over the weir is from the secondary side to the primary side.

COOLING SYSTEMS
HEAT EXCHANGER COOLING (SEE It must be accepted that, with this method, the
COGEN SECTION) Low temperature circuit wiII not be cooled to a
With the exchanger cooling two separate water temperature lower than 8°C/9°C above the air
systems are used:- temperature put through the radiator matrix by
Jacket Water Circuit the radiator fan.
The jacket water is circulated round the engine e g. Air temp. into fan 35°C.
oil cooler and engine jacket. The hot water Water temperature out of radiator = 35°C + 8°/
from the engine is piped to the heat exchanger 9°C = 43°/44°
where it flows round the outside of the tubes in It will be seen that, depending on ambient
the heat exchanger. The cooled water returns temperatures, there could be some power
to the suction side of the engine driven water output deration. See appropriate derating
pump. An engine mounted header and information in the Product Information
aeration tank is incorporated in the system. Manual.
The installation of the radiator will follow the
TWO SECTION RADIATOR - CHARGE same pattern as outlined in Fig. 32.
COOLED ENGINES The “HIGH” and “LOW” temperature circuits
Water-to-Air Charge Coolers (see Fig. 34) will each have a separate
A two section radiator system is often used to pressurised make-up/vent system.
replace a heat exchanger system where there The Low temperature circuit may require an
is no external source of water or where the electric motor driven water circulating pump,
size of the radiator is too large to be replacing the engine driven raw water pump,
accommodated in an engine room. (See should this not be suitable.
Appropriate Engine Water Circulation If the radiator installed height exceeds the
diagram). figure of 7 metres above the engine water
The charge air section in the radiator is fitted pump as indicated in Fig. 33 a break tank
between the conventional engine water system will be required in the engine cooling
section and the fan. circuit.
To remote cool a charge cooled engine with a A break tank will not be necessary in the
heat exchanger and cooling tower, can be charge cooling circuit unless the radiator
very expensive. An economical compromise section in this circuit is more than 15 metres
could be a remote radiator with two sections. above the charge coolers fitted on the engine.
One section to cool the High temperature
cooling water circuit of the engine and the
other to cool the Low temperature cooling
water circuit of the water cooled charge cooler.
The sections are cooled by air flow from a
single fan. Fig. 34 illustrates.

COOLING SYSTEMS
For naturally aspirated engines charge cooler

circuits are NOT required.
WARNING THE GATE VALVES

MUST ALWAYS BE
OPEN WHEN THE ENGINE IS RUNNING.
Fig. 34 986.2

COOLING SYSTEMS
COOLANT Under no circumstances should an additive

containing nitrites, borates, phosphates,
WARNING ALWAYS STOP THE chromates, nitrates, or silicates be used, as
ENGINE AND these materials are not compatible with the
ALLOW THE PRESSURISED SYSTEM materials used i the cooling system.
TO COOL BEFORE REMOVING THE When mixing the anti-freeze with the water
FILLER CAP. PERSONAL PROTECTIVE always follow the manufacturer's
EQUIPMENT MUST BE WORN TO AVOID recommendation, which is to add the anti-
SKIN CONTACT WITH ANTIFREEZE. freeze to the water to the correct concentration
before adding to the engine cooling system.
ENGINE COOLING SYSTEM Mixing water to anti-freeze can lead to the
The cooling system of an engine contains information of a gel in the mixture, due to over
many different materials e.g. cast iron, concentration, which can lead to blockage of
aluminium, copper, solder, rubber (various water passages and subsequent loss of water
types). To maintain these materials in good flow causing overheating.
condition and free of corrosion it is essential
to use a very good quality coolant. MAINTENANCE OF COOLANT
The water/anti-freeze mixture should be
UNTREATED WATER IS NOT SUITABLE regularly replaced in operating engines once
in order to combat corrosion of the cooling a year.
system it is necessary that the water is treated In engine used for standby duty it is essential
with a suitable additive that gives the to maintain the water/anti-freeze mixture at
necessary protection. the correct alkalinity level i.e. the pH should
not increase above 7.5. A hydrometer only
WATER QUALITY shows the proportion of ethylene glycol, and
The water that is mixed with the additive must is not a measure of protection against
have the following characteristics: corrosion.
Chlorides less than 80 PPMV (parts per million
by volume) WARNING FAILURE TO
Sulphates less than 80 PPMV FOLLOW THE
Total hardness less than 200 PPMV ABOVE RECOMMENDATIONS MAY
pH of water between 7 to 7.5 (i.e. neutral to RESULT IN ENGINE DAMAGE AND WILL
slightly alkaline) INVALIDATE THE ENGINE WARRANTY.
ADDITIVES TO WATER
Due to the complexity of the cooling system it
is necessary to use an additive that contains
a balanced package of corrosion inhibitors.
To achieve the required solution a 50/50 mix
of Shell Safe Premium antifreeze wit water
should be used at all times, even in areas
where frost is unlikely.
This mixture will give frost protection down to
-35°C. In areas where Shell Safe Premium is
unobtainable contact Perkins Engines
(Stafford) Ltd for advice on an alternative.

COOLING SYSTEMS
INSTALLATION REQUIREMENTS 1.2 COOLING CIRCUIT

FOR GAS ENGINES IN COGENERATION/ A typical cooling circuit is shown on Fig. 35.
COMBINED HEAT AND POWER SETS Coolant leaves the engine block and passes
through the water jacketed exhaust manifold
1.1 CONCEPT before flowing through a heat exchanger and
In a CHP set a gas engine drives a generator then returning to the engine inlet. Typically
and heat from the engine cooling system and the secondary water that flows through the
exhaust system is made available to heat a same heat exchanger then passes into the
building or provide heat for an industrial exhaust gas heat exchanger to extract further
process. If the engine can be operated on full heat from the exhaust gases. It should be
power and the electricity and heat available possible to extract sufficient heat from the
can be continuously used very high overall exhaust for the temperature of the gases
thermal efficiencies i.e. 90%, can be achieved. leaving the heat exchanger to fall below 100°C
Since the power available to heat is when a condensing boiler is fitted. Provision
approximately 60% and to electricity 30%, the must be made for collecting and disposing of
sizing of the CHP set should be matched to the condensate (approx. 1 litre condensate
the heat demand of the building. To keep the produced for each cubic metre of gas burnt).
engine operating at full load with variable An electrically driven water pump is used to
electrical demand for the building, the obtain a flow as specified in this data against
generator is put on line with the mains and the combined pressure drop of the engine
surplus electricity is sold to the local electricity and the two heat exchangers. The electric
grid. pump is also required to maintain circulation
From the viewpoint of the gas engine supplier, when the engine is stopped - see Control of
CHP sets are more complex than conventional Operating Temperatures. A thermostat is
generating sets, and there is a shared required to allow the engine to warm through
responsibility with the CHP set builder for quickly - it may take several hours to warm the
satisfactory specification and installation of a building. Similarly in warm ambients the
number of features especially in the cooling building may require very little heat, in which
system. case the engine needs to maintain normal
Since a gas engine is capable of very long temperatures while only small flows pass
engine life, to overhaul, the installation through the main heat exchanger.
services for that engine must be satisfactory
as originally installed and must match the
longevity of the engine. Secondly,
deterioration by fouling of heat exchanger/s
etc. must be detected and action taken to
avoid distress to the engine.
To meet the generally accepted practice with
CHP sets, the engines are supplied without
coolant pumps and thermostats, but water
jacketed exhaust manifolds are fitted. Attention
has been paid to providing flanged interfaces
for the coolant connections on the engine,
wherever possible without major alteration.
See the engine arrangement drawings for full
definition.

COOLING SYSTEMS
2.0 PERKINS REQUIREMENTS FOR THE COOLING SYSTEM

2.1 The primary cooling system, which includes the engine, shall preferably be filled with
a 50/50 glycol/water anti-freeze mix. Alternatively, if there is no danger of freezing, plain water
can be used in conjunction with Perkins inhibitor. This is sold in bottles, Perkins part number
OE 45350, (not for 4000 series).
The engines have dis-similar metals in the cooling system and corrosion will occur if untreated
water is used. The anti-freeze mix is also fully effective in preventing cavitation erosion in the
engine.
Sizing of heat exchangers in the primary circuit must take account of the effect of glycol mixes
on heat dissipation. This can vary dependent on the heat exchanger design.
2.2 The electric water circulation pump will normally be chosen from units used in central
heating systems. A typical manufacturer is Grundfos. Sizing will depend on the overall
pressure drop through the engine and external heat exchangers. The required flows for the
engines are listed below and the pressure drops through the engine only are given.
Flow rate (l/min)

1500 rpm 1800 rpm Pressure drop (kPa)
2006SI 320 264 140 185
3008 345 415 45 64
3012 432 520 44 63
4006 456 54
4008 462 55
4012 918 70
4016 942 77
(1800 rpm not in production yet as a rule for 4000 Series engines).
2.4 CONTROL OF OPERATING TEMPERATURES

The engine should operate within a normal temperature range at all times. This range is 78-
95°C.
CHP sets will normally be used as an adjunct to a boiler, and it is usually arranged that the
boiler has adequate capacity to provide the full heat requirement, when the CHP set is stopped
for maintenance. In those cases where CHP set and boiler are normally operated together, the
CHP set should be placed ahead of the boiler in the circuit, so that it can handle the cooler
water.
2.4.1 THERMOSTAT
It is Perkins policy always to have a thermostat in the circuit to safeguard the engine against
running too cold. This is particularly important when the CHP set is first started and the building
is cold. Following the current convention, a thermostat remote from the engine is used, which
reacts to the combined heat input of the engine and exhaust heat exchanger. Thermostat must
be fitted to charge cooler and jacket water circuits.
Suitable thermostats can be obtained from Amot Controls, Bury St Edmunds, Suffolk, UK.
Perkins has selected basic sizes, temperature range and bleed hole size. The set builder can
choose to have a flanged or threaded connections.

COOLING SYSTEMS
The temperature range reference is '185' At a preset lower temperature the engine
is restarted and full load applied. The
2000/3000 4000 engine duty cycle is therefore a
continuous sequence of full load and
Begin to open 82°C 82°C
stop. Since the engine is started so
Fully open 91°C 90°C frequently, it is common to use an
induction motor in place of the main
The bleed hole size is 3mm; this is selected to generator. The engine is therefore started
assist in initial fill of the system without air from the mains by the induction motor
locks; Amot reference D1. and this is then used to generate electricity.
The thermostats selected for the three engine - Preferred by Perkins are systems in which
sizes are: the power is modulated in several steps
2006-SI down to 50% i.e. as the sensed water
3008-SI 2B F C E - 185 - 01 - D1 - AA temperature rises due to reduced demand
from the space heaters, control circuits
3012-SI
progressively reduce engine power by
The 4000 series standard fitting thermostat.
changes in generator load.
The F and E refer to a flanged connection
At less than 50% power demand the
C is cast iron housing
engine should be stopped, with the electric
185 is temperature setting (as above)
pump maintaining coolant flow, until it
D1 is bleed hole size
cools to preset temperature, when the
AA is standard build
engine will be restarted and loaded at
50%. Continuous operation at light load
2.4.2 CONTROL OF HIGH OPERATING
is not advocated and could lead to cylinder
TEMPERATURES
bore glazing.
Two alternatives exist to safeguard the engine
when the heat load is smaller than the full heat
output from the engine.
* If the engine must be maintained at full
load to supply sufficient electricity, a 'heat
dump' i.e. a radiator, must be
incorporated, to be progressively
switched in by a thermostat. This radiator
must have sufficient capacity to cool the
engine on its own in the maximum
ambient temperature. See Fig. 32.
* If the engine loading can be controlled to
match engine heat output to the space
heating requirements, a 'heat dump' is
not essential, but the safety of the engine
is controlled by customer supplied
temperature sensors and circuitry. Two
systems are currently used:
- As the water temperature at the sensor,
(normally at the outlet from the exhaust
heat exchanger) is exceeded, the engine
is shutdown. Coolant flow is maintained
by the electric pump and heat is gradually
dissipated to the secondary circuit
through the main heat exchanger.

COOLING SYSTEMS
CHP - SET UP C/COOLING
Fig. 35 987.2

EXHAUST SYSTEM
ALL EXPOSED HOT INSTALLATION

WARNING The exhaust system should be planned at the
SURFACES
SHOULD BE FITTED WITH GUARDS OR outset of the installation. The main objectives
LAGGED. must be to:-
i) Ensure that the back pressure of the
The primary function of the exhaust system is complete system is below the maximum
to pipe the exhaust gases from the engine limit laid down by the engine
manifold(s) and discharge them, at a manufacturer. (e.g. 40 mm/Hg / 54 mbar).
controlled noise level, outside the engine ii) Keep weight off the engine manifold(s)
room, at a height sufficient to ensure proper and turbocharger(s) by supporting the
dispersal. system.
iii) Allow for thermal expansion and
BACK PRESSURE contraction.
Engines give optimum performance when iv) Provide flexibility if the engine set is on
the resistance to exhaust gas flow is below a anti-vibration mountings.
certain limit. Starting at the engine exhaust v) Reduce exhaust noise.
outlet flange the total exhaust system should vi) Minimum length.
not impose back pressure on the engine vii) Exhaust ventilation to help during purging
greater than that recommended. i.e. long exhaust systems.
Excessive back pressure will cause a lack of
complete combustion and deterioration in the A typical installation is shown in Fig. 36.
scavenging of the cylinders. The result will be If the engine is on Anti-Vibration mountings or
loss in power output, high exhaust temperature similar, there will be lateral movement of the
and the formation of soot. The soot, if oily, engine exhaust outlet flange when the engine
could also affect the turbine of a turbocharger. starts and stops. A flexible pipe should
The oily soot would build up on the turbine therefore be fitted as near to the outlet flange
blades, harden and, as pieces of carbon break as is practically possible (See Fig. 36).
off, the turbine wheel would become
unbalanced and cause problems.
Maximum Back Pressure

Back pressure figures vary between naturally
aspirated and turbo-charged engines and also
from manufacturer to manufacturer.
The maximum exhaust back pressure
figures can be found in the Product
Information Manual.

EXHAUST SYSTEM
FLEXIBLE ELEMENT When installing make sure the bellows are

Flexible Pipe not extended on “free length”. It is better to
The flexible pipe is constructed by winding install with, say, a 3mm compression.
and interlocking formed metal strip, including If the exhaust system is long then it should be
packing in the process. divided into lengths with one end of each
It is intended to be used with a slight deviation Iength fixed and the other end having a
from straight as the flexibility is by relative bellows unit. The tail pipe after a final silencer
movement at the ends of the pipe at right should be ten times the bore in length.
angles to the longitudinal axis. It should never
be used to form bends as it will lock rigidly
with no flexibility or freedom for expansion.
Flexible Bellows
The flexible bellows have some degree of
lateral flexibility and a fair amount of axial
movement to take up expansion and
contraction. (See Fig. 37).
With exhaust outlet bores up to 150mm
diameter one unit is usually adequate but two
can be bolted together to double the movement
possible.
Fig. 36 805.2

EXHAUST SYSTEM
EXPANSION
The expansion of one metre of pipe per rise in
temperature of 100°C is 1.17mm.
5 metres of pipe having a temperature rise
from 27°C to 600°C will expand (5.73 x 1.17 x
5) = 33.5mm.
This expansion figure shows, by its size, how
important it is to properly plan the exhaust run
if long life is required.
EXHAUST OUTLET POSITION

The exhaust outlet outside the engine room
must be in such a position that there is no
possibility of hot gas entering the cooled air
inlet opening. If possible the outlet should be
in the same wall as the hot air outlet from the
radiator. See Fig. 36.
If the exhaust outlet terminates vertically a
rain shield must be fitted. Usually the outlet
pipe goes horizontally through the wall with
the underside of the pipe cut away at an
angle. If directing the exhaust straight out
causes a directional noise problem then a
horizontally fitted right angled bend would Fig. 37 806.2
probably be a simple solution.

EXHAUST SYSTEM
MULTIPLE EXHAUST OUTLETS

If more than one engine is being installed the
exhaust from the engines must not be taken
into the same flue. Each engine must have
its own separate system and individual
outlet.
The reason is that if one engine is stationary
when others are running, exhaust gases with
condensate and carbon will be forced into the
exhaust system of the stationary engine and
then into the engine cylinders. Obviously this
would cause problems. Fig. 38 807.2
It may be considered that a flap valve in each

exhaust Iine near to the flue could be the LAGGING
solution. The exhaust carries carbon and soot The amount of heat radiated from the exhaust
deposits which will cause the flap valve to system can create problems with the radiator
leak. The leak will not be known about until cooling and ventilation and may lead to a
the engine is in trouble. The best policy is to larger radiator, pusher fan and extractor fan.
provide separate outlets. These are costly items and the cheapest and
Do not terminate the exhaust outlet into an most practical solution is to lag the exhaust
existing chimney or flue that is used for another system that is inside the engine room. Heat
purpose. The pulsations in the exhaust could insulating wrappers which clip around the
upset the up-draught and create problems pipe are suitable, 25mm to 50mm is the usual
with other equipment that relies on the up- thickness and can be obtained in suitable
draught. There is also the risk of explosion lengths from specialist suppliers. See Fig. 38.
due to unburnt gases. Fan assisted exhaust Where pipe flanges or flexible bellows are to
systems should be fitted to ensure purge can be lagged clip-on muffs can be used. The
be achieved. muffs are easily fitted and will not prevent
flexible units from doing their intended job.
CONDENSATE DRAIN
ln all exhaust systems there is condensate A - CLIP-ON INSULATION WRAPPER
due to gases cooling and differential B - CLIP-ON INSULATION MUFF
temperature between the gases and metal
pipes, etc. NOTE: Do not lag exhaust manifolds or
If this is ignored condensate could run into the turbochargers, to do so would lead to operating
engine, depending on manifold configuration, deficiencies and very quickly cause failure of
and bring associated problems. parts due to thermal stress.
The exhaust system usually runs vertically
from the engine outlet and it is advisable to fit
a drain pocket at the bottom bend. A small
hole min. 20mm giving a permanent drain
would clear the condensate but would allow
a small amount of exhaust gases to be blown
into the engine room when the engine is
running. If this is not acceptable then a
permanent open drain pipe should be taken
to the outside of the engine room (See Fig.
36).

EXHAUST SYSTEM
EXHAUST SILENCERS The exhaust noise is effectively dissipated by

Silencers are used, as the name implies, to the packing through the perforations.
reduce the noise level emissions at the Resistance to exhaust gas flow is negligible
exhaust pipe outlet. In general terms the and, in calculations for back pressure can, be
silencer should be installed near the engine taken as a piece of exhaust pipe the same
exhaust outlet flange or at the end of the length and bore size as the silencer.
system. This type of silencer is usually classed as a
If the engine or generating set has acoustic ‘secondary’ silencer and is normally at the
treatment to reduce noise levels it is also end of the pipe system. However, it could be
necessary to ensure that the exhaust silencers used as a primary silencer if noise level
are capable or reducing exhaust noise to the standards are not critical.
same (or below) noise level being achieved
by the acoustic treatment. See page 64
onwards.
There are various types of silencer available
as detailed below from different
manufacturers.
i) The first type is a re-active type silencer
which has a series of baffles and
perforated tubes and attenuates a high
degree of noise in the lower frequency
bands. To a lesser degree noise in the
high frequency bands is also absorbed.
This type of silencer is referred to as a
primary silencer.
ii) The second type is a triple-chamber type.
In the first two chambers initial low
restriction expansion and diffusion of the
hot gas takes place with some attenuation
of low frequency noise.
In the third chamber attenuation of the
higher frequencies is achieved by the
absorption principle.
This again is referred to as a primary
silencer.
iii) The third type is what is known as a
“straight through” silencer and works on
the absorption principle. The silencer
consists of an outer case with a perforated
centre tube. The annular space between
case and tube is packed with heat resisting
fibre glass, or similar material.

EXHAUST SYSTEM
LOCAL AUTHORITY REGULATIONS -

NOISE
Local Authorities can, and do, set down noise
limits for the different areas that come within
their jurisdiction.
The combinations and type of silencer to be
used are best recommended by the silencer
manufacturers who should be brought into
design discussions at an early stage.
BACK PRESSURE - EXHAUST SYSTEM -

CALCULATIONS
The basic engine data required to calculate
the back pressure in an exhaust system is
shown in the Product Information Manual
against each engine type, ie The gas flow by
volume and by weight at the appropriate
temperature for a given engine speed and
power.

EXHAUST SYSTEM
HOW TO USE THE INFORMATION If a suitable system cannot be obtained with

Gas Flow by Volume (m3/min) the diameter of pipe suggested it may be that
With this information the velocity through a increasing the silencer bore one size would
certain pipe or silencer bore can be calculated be satisfactory. If not, pipe sizes will also have
using the following formula:- to be increased. Transition units as shown in
Fig. 39 will be required. Where a single outlet
Gas is preferred to the standard twin outlets, a
Velocity = Volume flow (m3/min) = m/s single outlet adaptor as shown in Fig. 40 will
Area of pipe in m2 x 60 be required.
The equivalent length of straight pipe against
Having calculated the gas velocity and various features in the exhaust system are
obtained the gas volume flow from the product shown in the following table.
manual for a single exhaust outlet (where
twin outlets are required the volume flow
should be divided by 2) then, by referring to
the silencing equipment suppliers data sheets
you will be able to determine the resistance to
flow through the silencer in mm Hg.
Gas Flow by Mass (kg/s)

Using this data the pressure drop through a
given length of straight exhaust pipe can be
calculated by using the following formula:
P= L x Q2 x 1187 x 109
D5.33
P = Back pressure (mm Hg)

Q = Gas Flow (kg/s)
L = Total equivalent length * straight pipe (m)
D = Pipe diameter (mm)
* When bends are used in the exhaust system

then pressure loss is expressed in
equivalent straight length of pipe see page
66.
Adding the pressure losses through the

silencers (or silencer) to the pressure loss
through the pipe work will give the total back
pressure incurred by the exhaust system.
THIS MUST NOT EXCEED THE FIGURE
QUOTED IN THE PRODUCT MANUAL
AGAINST THE APPROPRIATE ENGINE
AND RATING.

EXHAUST SYSTEM
EQUIVALENT LENGTHS OF STRAIGHT IMPORTANT NOTE: Ensure that if the

PIPE diameter or length is expressed in millimetres
Flexible pipe: 2 x Actual length of you should divide by 1000 after you have
flexible pipe multiplied by the appropriate factor, as the
Exhaust bellows: 2 x Actual length of unit of length in the pressure loss formula is in
bellow metres.
Transition unit: See Fig. 39
Single outlet adaptor: See Fig. 40
90 Degree bend: 15 x Bore of pipe
45 Degree bend: 6 x Bore of pipe
Fig. 39 808.3
Fig. 40 809.2

EXHAUST SYSTEM
Equivalent length (L) of pipe to D diameter is determined by calculating as follows:-

Measure the effective centre line length of one branch pipe from turbo-charger outlet to single
outlet i.e. ι 1 and ι 2 as shown, plus the equivalent length of bends in each plane i.e. 6 x d bend
on ι 1 and 15 x d for bend on ι 2, giving a total equivalent length L to d diameter.
Equivalent length L of pipe D diameter will be:-
L = ι x (q/Q)2 (D/d)5.33 = ι /4(D/d)5.33
EXAMPLE
4008TAG2 (twin turbo-chargers) at 1500 rpm using the proposed single exhaust system as
follows:
(a) 1 x 127 mm flexible bellows
(b) SE24N single exhaust outlet adaptor (127 mm inlet/254 mm outlet)
(c) 1 metre flexible pipe (254 mm)
(d) 254 mm primary exhaust silencer (Peco-Maxim)
(e) 1 x 45° bend
(f) 3 m straight through silencer
(g) 15 m straight pipe
Gas velocity = 200.9 = 66.04 m/s

0.0507 x 60
Primary silencer pressure loss = 29.9 mm Hg.
Maximum allowable exhaust back pressure - 50 mm Hg. (Product Information Manual).
Exhaust system allowance = 50 - 29.9 = 20.1 mm Hg.
Since the 4008TAG2 is fitted with twin turbo-chargers we consider half of the system as for the
single outlet adaptor.
Check list Equivalent Lengths of Straight Pipes

(a) 1 Bellows 0.102m (2 x 0.102) = 0.204 m
(b) Adaptor SE24N effective length = 0.200 m
'' 90° Bend = 1.905 m
'' 45° Bend = 0.762 m
Total Effective Length at 127 mm (d), ι = 3.071 m
Equivalent length in 254 mm (D) System
L = ι/4 (D/d)5.33 = 30.88 m
(c) 1 m Flexible Pipe = 2.00 m
(d) Primary Silencer Allowance Already Deducted -
(e) 1 x 45° Bend (6 x 0.254) = 1.52 m
(f) 3 m Straight Through Silencer = 3.00 m
(g)10 m Straight Pipe = 10.00 m
Total equivalent length L = 47.4 m
From Back Pressure Formulae
P = 47.4 x 1.5292 x 1187 x 109 = 20.0 mm Hg

2545.33
Therefore since this pressure is less than exhaust system allowance of 20.1 mm Hg. the
proposed system will be satisfactory.

EXHAUST SYSTEM
NOISE ATTENUATION - EXHAUST When resulting value is obtained then this is

paired with the third value at 250 Hz
WARNING PERSONAL
PROTECTIVE e.g. Hz 63 125 250
EQUIPMENT MUST BE WORN WHEN
WORKING NEAR A RUNNING ENGINE. dB 79 74 79
.
The noise carried by the exhaust gas out of . . Difference 5 dB
the exhaust manifold of a running engine is add 1 dB to 79 dB
very loud and objectionable to personnel. It
could prove harmful over a period of time. 80 And so on
The great majority of the harmful noise is in
the frequency range or 63 to 8000 Hz. The Difference 1 dB
best choice of silencer(s) is the design that add 3 dB to 80
will attenuate most noise within that range.
To assess the value of each type of silencer 83
described previously, and a combination of
primary and secondary silencers, the
following schedules show the noise The exhaust noise of a turbocharged engine
attenuating capacity of these type silencers running at 1500 rpm was taken in a semi-
when in the exhaust pipe line of a running reverberent field and the octave band centre
engine. frequency analysis from 63 to 8000 Hz in
decibels - dB - was as follows:-
Example
Add together dB values for the separate octave
band frequencies take the first pair of figures
eg. at 63 and 125 Hz. the resulting figure has
been adjusted in the following manner.
If the dB values differ by 0 or 1 dB - add 3 dB

to higher values
If the dB values differ by 2 or 3 dB - add 2 dB
to higher values
If the dB values differ by 4 to 9 dB - add 1 dB
to higher values

EXHAUST SYSTEM
CATALYST - TO ACHIEVE 1/2 TA LUFT

2000, 3000 Series
Engine which runs at Lamba 1 must use a 3
way ctalyst to reduce levels of CO (Carbon
Monoxide) Nox, HC's (Hydrocarbons) emitted
to the atmosphere.
4000 Series
Engines which operate with excess air like
the 4000 series range (Lambda 1.6) can be
fitted with a 2 way catalyst to reduce CO, HC's
in the atmosphere.
EXHAUST GAS EMISSION & CATALYSTS

The exhaust gas emission levels are as stated
in the Product Information Folder or are
available on request from Perkins Engines
(Stafford) Ltd.
All gas engines these are factory set and the
exhaust emission presently meet certain
national limits. Development work in this area
is continuing seeking to further reduce the
already low levels of emission.
The exhaust emissions do however vary
according to the particular operating
conditions, and the analysis of the gas being
used. Care must therefore be taken to check
the levels of exhaust emissions against the
national or local requirements.
The Minnox gas engines are factory set to
operate on clean natural gas conforming to
the British Natural Gas specification having a
lower calorific value of 34.71 MJ/sm3 (930
BTU/Sft3).
Ensure hole 1/8 BSP is in exhaust elbow for
analysing purposes before installation is
complete, also a hole for O2 sensing for
programming Lambda controller (M18 x 1.5
mm thread with a thin boss) must be fitted if
this option is required for the engine.
Provision is made on the ‘Minnox’ gas engines
for connecting an exhaust gas analyser
(Special Tool No. T6253/242), to check
whether the exhaust emission level and
temperature are within the specified limits.
Should the engine need to be adjusted to give
the specified limits to comply with the national
or local standards, the method to be used is
detailed in the Appropriate Engine
Operation Manual.

ENGINE BREATHER
WARNING PERSONAL
PROTECTIVE
HANDLING OR CLEANING THE ENGINE
BREATHER/ELEMENT.
All engines are fitted with a breathing system

that prevents a build up of pressure in the
crankcase. The build up in pressure is caused
by blow-by from the pistons. The fumes in the
crankcase are vented to atmosphere. Fig. 41 970.2
The fumes contain contaminants from the
combustion process and minute globules of
lubricating oil. The fumes will pollute the
atmosphere in the engine room particularly if
the radiator and fan are remote mounted.
BREATHER INSTALLATION
It maybe that with the radiator and fan in the
engine room all the fumes could be drawn, or
directed, to the fan intake from an open circuit
breather. All 4000 series and CHP
specification PE(S)L engines are now fitted
with a closed circuit breather for natural gas
applications.
The fumes would deposit oil on the radiator
matrix and particles of dust in the airflow
would tend to stick. In time the radiator and
fan performance would deteriorate and lead
to overheating.
It is far better to pipe the fumes to outside the
building. See Fig. 41.
Key
(Fig. 41)
A. Where there are two breathers they should
be joined together in a downward position to
a single pipe with a slight slope to separating
tank B. (See Fig. 41)
B. Separating tank, with drain tap C, can be
positioned inside or outside the engine room
C. Drain
D. Breather fitted to end of pipe
E. Flexible connection

ENGINE BREATHER
BREATHING - POINTS TO WATCH

The breather fumes should never be piped
directly to be digested by the engine air filters.
Harmful contaminants, including acids, would
be circulated around the engine with long
term harmful effects. In some instances the
fumes would have a detrimental effect on the
air filter element.
However, should the engine be fitted with a
crankcase emmission absorber, in which case
the contaminents will have been removed,
then the fumes from the absorber outlet can
be piped into the engine air inlet.
In multi-engine installations, as with the
exhaust system the breather pipe from each
engine must have its own individual run. If
terminating in the same tank the fumes from a
running engine could leak back into the
stationary engine.
The outlet of the breather pipe should not be
sited in a position where fumes could be
drawn into the cooling air inlet stream.
If the engine is on anti-vibration mountings a
flexible section should be fitted in the breather Fig. 42 966.2
pipe near the engine.
Fig. 43 964.2

FUEL SYSTEMS
3.1 INTRODUCTION 3.3 GAS SHUT OFF SYSTEMS

To ensure safe and consistent operation of a A typical installation to the British gas Code of
gas engine it is important to pay particular Practice is shown in Fig. 50. The requirements
attention to the fuel supply system. In some of the code call for a minimum of two
locations gas engine installations are the certificated or acceptable shut off devices to
subject of mandatory requirements and it is be fitted to the gas supply pipe. In addition the
advisable to discuss proposed installations upstream shut off valve should be preferably
with the appropriate authorities. be a fast acting solenoid type linked into both
The following section is intended as a guide emergency and normal shutdown systems.
to successful installation, it is not intended to At least one of the safety shut off devices
cover every possible hazard. It is the installers should be protected from engine vibration by
responsibility to consider and avoid possible a length of suitable flexible pipe. It is always
hazardous conditions which could be present good practice to fit a manual shut off valve, of
on any given installation. a quick acting type upstream of all other control
In general these recommendations are based devices and upstream of any flexible pipe
on the British Gas Code of Practice for Natural sections. See paragraph 3.2.
Gas Fuelled Spark Ignition Engines.
Publication IM/17, and The Institution of Gas 3.4 PIPEWORK
Engineers Utilization Procedures IGE/UP/3. Where possible all pipework should be in
They will also apply to Operation on other accordance with the Codes of Practice IM/17.
types of hydrocarbon gaseous fuels, i.e. Pipework sizing should be such that pressure
Landfill, Biomass and Wellhead gases. In drops are kept to a minimum and no smaller
these latter cases however there may be than the zero pressure regulator inlet fitting
additional requirements in terms of gas size.
treatment, dual fuel starting etc, which must
be considered at the installation stage.
3.2 STANDARD EQUIPMENT

In their basic form Perkins Gas engines will
be supplied with a carburettor and zero
pressure regulator fitted as standard.
The purpose of the carburettor is to mix the
fuel gas and air in the correct ratio and, in
conjunction with the governor, control flow of
the air fuel mixture to the engine cylinders.
The ratio of air to gas mixed by the carburettor
is determined by the difference in pressure of
air and gas supplied to the carburettor. The
carburetion system incorporates a 'power
mixture valve' which regulates gas flow to the
carburettor and facilities adjustment of the full
load fuel air mixture only. The air to gas
pressure differential is maintained by the gas
pressure regulator.
The function of the balance line is to allow the
regulator to sense actual air inlet pressure.
This prevents variations in air fuel ratio due to
air filter restriction changes in service.

FUEL SYSTEMS
3.5 SPIT BACK DETECTOR 3.7 GAS FILTRATION AND

Spit back is the explosion of the gas/air mixture PRECONDITIONING
in the engine inlet manifold. It is normally a With respect to solid contaminants it is
result of ignition timing errors or malfunction recommended that gas supplies are filtered to
of the engine inlet valves. the same standard as that of the intake air (5
The rapid rise in pressure generated is usually microns maximum partical size).
dissipated adequately through the carburettor Filter restriction to gas flow must be sufficiently
air intake. However, the emission of flame, low as to ensure that at full engine load the
which is a characteristic of spit back, if left minimum gas supply pressures can be
unattended, could present a fire hazard. For maintained at the inlet to the regulator. This
this reason it is recommended that on condition must be met with the filter element in
installations which could run unattended for its 'dirty' condition at the end of its service life.
long periods a spit back detector be fitted on Hydrocarbon liquids must not be allowed to
the gas supply line adjacent to the carburettor. enter the engine and should be separated
The detector usually takes the form of a high from the gas prior to paticulate filtration. In
pressure cut out diaphragm switch. This will some instances, particularly biogas
detect the pressure pulses resulting from spit installations, it may be necessary to
back which are generally less than 10 kPa precondition the gas chemically to reduce the
peak but only 20-30ms in duration. The switch level of harmful constituents such as hydrogen
connection should be such that both engine sulphide and chlorine. In these instances
ignition and the gas supply are turned off reference must be made to the appropriate
simultaneously on detection of spit back. engine manufacturer.
It should be noted that pressures generated
by spit back will be considerably greater on 3.8 SHUTDOWN PROCEDURES
pressure charged engines. Under emergency stop conditions it is
necessary to shut down both engine ignition
3.6 GAS SUPPLY LOW PRESSURE and gas supply simultaneously. Under
DETECTOR conditions of normal shutdown it is beneficial
When operating on Natural Gas it may be to shut off the gas supply first. This allows the
required by the supply authority to fit protection engine to consume the fuel downstream of
against low and fluctuating gas supply the shut off valve and prevents gas being
pressures. This is particularly the case if pumped into the exhaust system.
operation of the engine may cause reduction
in supply pressure to other users. The
requirement for this type of device can be
determined prior to installation by reference
to the relevant regional authority.

FUEL SYSTEMS
GAS SPECIFICATION
Gas engines are factory set to operate on clean natural gas conforming to British natural gas
specifications having a lower calorific value of 34.71 MJ/Nm3 (930 BTU/Sft3).
The difference between high heat value (HHV) and low heat value (LHV) is that (HHV) is the
total amount of heat given off by the gas during combustion and (LHV) is the high heat value
less the amount of heat used to vaporize the water content of the gas by combustion. The
amount of heat lost in vaporizing the water is different for different gases, hence the reason that
the lower calorific value of the gas is chosen as the basis for fuel consumption data.
WARNING IF THE ENGINE IS NOT SET TO SUIT THE SITE GAS,

UNECONOMICAL RUNNING, LOSS OF POWER OR DAMAGE MAY
RESULT, WHICH COULD RESULT IN INJURY.
In cases where different gases to British Natural Gas are being considered such as wellhead
gas, digester gas, landfill gas, it is essential that a detailed analysis of the proposed gas is
submitted to Perkins Engines (Stafford) Ltd for approval, which may involve resetting or
changing the standard gas equipment.
Limiting Values for British Natural Gas given as a guide only see Operation Manual for more
precise figures.
(1) Methane number must exceed 76
(2) Combustible constituents must exceed 85%
(3) Calorific value (LHV) to exceed 34MJ/Nm3 Ex's 0°C
(912 BTU/Sft3)
(4) Ethane 4.5%
(5) Hydrogen content not to exceed 0.1%
(6) Propane must not exceed 1%
(7) ISO butane content not to exceed 0.2%
(8) Normal butane not to exceed 0.2%
(9) Normal pentane and higher fractions (hexane,
heptane,etc.) The summation must not exceed 0.02%
(10) Gas pressure at inlet to regulators (minimum) 15mbar
(1.5 kPa)
(11) Gas pressure not to exceed without additional 50mbar
pressure regulators (5 kPa) = 10mbar
(12) Hydrogen sulphide not to exceed 0.01% (100ppm)
There must be no liquid hydrocarbon fractions in the fuel gas, and the supply must be at a
constant pressure.
NOTE: The rating may be reduced if the lower calorific value of the fuel is lower than 34 MJ/Nm3
(912 BTU/Sft3).
WARNING IT IS ESSENTIAL THAT ALL DERATING FACTORS BE

CONSIDERED, AND THAT, IF NECESSARY THE DERATING
PROCEDURE BE CARRIED OUT, AS DESCRIBED IN THE OPERATION MANUAL.

FUEL SYSTEMS
2000 / 3000 SERIES
Fig. 44 988.2
2000 / 3000 SERIES
Fig. 45 989.2

FUEL SYSTEMS
2000 / 3000 SERIES
Fig. 46 990.2

FUEL SYSTEMS
GAS SYSTEMS
4000 SERIES
WARNING NO NAKED FLAMES

OR SMOKING
SHOULD BE ALLOWED IN THE VICINITY
OF A GAS ENGINE WHETHER
STATIONARY OR OPERATIONAL.
ENSURE THAT THE BUILDING IS
NATURALLY VENTILATED TO
PREVENT POCKETS OF GAS FORMING.
The standard natural gas system as supplied

on the engine is connected to the supply at the
pressure regulator, and if the gas pressure is
correct, ie 2-4.9 kPa 20-49mbar (8”-20” H20)
for naturally aspirated and 15-50 mbar (1.5 - 5
kPa) (6"-20" H 2o) on the turbocharged
(MINNOX) engines, the engines should
operate satisfactorily.
Fig. 47 814.2
4000 SERIES
Fig. 48 815.2

FUEL SYSTEMS
Should the supply pressure not lie within

WARNING IT IS ESSENTIAL
acceptable limits, then the following action THAT THE GAS
should be taken:- SUPPLY SYSTEM IS NOT SUBJECTED
TO A NEGATIVE PRESSURE UNLESS
High Pressure Supply SPECIFICALLY DESIGNED FOR THIS
In the UK the normal pressure for natural gas TYPE OF OPERATION.
is approximately 8” H20 (20 mbar). But where
the site pressure is higher than that accepted When the zero pressure regulator is mounted
by the engine it will be necessary to fit a remote from the engine it is imperative that the
suitable gas train to reduce this pressure, length of the pipe between the zero pressure
(refer to Perkins Engines (Stafford) Ltd). regulator and the carburettor mixing unit be
The system fitted should conform to whatever no more than 1.2m long and not less than
local or national regulations apply. 50mm bore, and it must be mounted absolutely
horizontal. The gas supply pipe to the zero
Low Pressure Supply pressure regulator should be sized as to
NOTE: Consideration must be given to rapid maintain a gas pressure of at least 6” H2O
changes in gas flow. (15mbar) UNDER ALL LOAD CONDITIONS.
Should the site pressure be lower than the
engine can accept then the pressure should High compression; one regulator.
be increased by fitting a suitable booster unit
to raise the pressure (refer to Perkins Engines
Ltd Applications Department).
Seek advice on gas supplier and pipework
sizing.
Fig. 49 994.2

FUEL SYSTEMS
PIPE LINE INSTALLATION CORRECT TO

IGE/UP/3
If 5 is fitted fit 7, don't fit 10.
Pipework mounted:
1 Emegency isolation valve (outside
engine room)
2 Vent (when required)
3 Manual isolation valve
4 Filter (when fitted)
5 Gas pressure regulator (when fitted)
6 Low pressure cut off switch
7 High pressure cut off switch
8 1st safety shut off valve
9 2nd safety shut off valve (or see item 12)
10 Non return valve (when required)
11 Flexible
Engine mounted:
12 Alternative position for 2nd safety shut
off valve
13 Gas regulator
14 Spit back protection device
15 Engine manifold
16 Carburettor
17 Inlet manifold
Diagrammatic resprentation of the relative

positions of controls which may be required in
a typical low pressure gas supply to an engine.
Fig. 50 991.2

FUEL SYSTEMS
Fig. 51 620.2

FUEL SYSTEMS
British Gas Council Code Of Practice (IGE/ Other Gases (Wellhead Gas, Digester Gas,
UP/3) Landfill Gas)
Where a gas engine needs to conform to the When an engine is to operate using other than
British gas code of practice IM17, the gas British natural gas (see page 74) it is essential
system as supplied on the engine is connected that a detailed analysis of the proposed gas is
to the gas supply at the manual valve. submitted to Perkins Engine for approval.
NOTE: In the case of the turbocharged The engine is factory set to operate on clean
(MINNOX) engines, 2 gas solenoid valves British natural gas, using other gases could
are required to conform to the British Gas result in severe damage to the engine.
Council Code of Practice since they do not Depending on the proposed gas analysis it
accept the carburettor mixing unit as an may be necessary to have to reset the engine
automatic valve, which they do in the case of or change the standard gas equipment.
the Impco type carburettor. (See Fig. 52).
Ignition System
The 4000 Range Engine ignition system will
need to be connected to a 24V DC battery and
is as described in the Operation Manual.
Fig. 52 646.2

LUBRICATING OIL SYSTEMS
EXTENDED RUNNING OIL SYSTEM

WARNING PERSONAL
PROTECTIVE To extend the servicing interval on unattended
EQUIPMENT MUST BE WORN WHEN engines to coincide with the normal oil change
FILLING THE SUMP WITH LUBRICATING interval (see Appropriate Engine Operation
OIL. Manual) the sump oil capacity can be
increased by fitting a make-up tank. The make-
The lubricating oil used on the engine test is up tank should be positioned on a stand along
drained from the sump before the engine is side the set and the outlet connection on the
dispatched, and will give up to 12 months tank must be at least 0.3 metres above the
preservation protection. inlet connection on the ‘REN’ valve. The
It is important that when filling the sump that standard oil level in the sump is maintained
lubricating oil of the correct specification is by supplying oil from the make-up tank. the oil
used, and that it is not contaminated. flow from the tank being controlled by a ‘REN’
valve. (See Appropriate Engine Operation
LUBRICATING OIL RECOMMENDATIONS Manual).
The quantity, grade and type of oil to be used It is important to prevent losing the oil in the
are stated in the appropriate Engine make-up tank, when changing the sump oil
Operation Manual. that an isolating tap is fitted between the tank,
outlet connection and the ‘REN’ valve. The
STANDARD LUBRICATING OIL SYSTEM make-up tank oil level should be checked and
The oil in the standard sump must be changed topped up at the same time as the sump oil is
at regular intervals (see Appropriate Engine changed. It is also important to maintain the
Operation Manual) therefore access to the running max. level.
dipstick, drain plug and oil filler must be A typical extended running oil system is shown
in Fig. 53.
allowed for routine servicing to be carried out,
and also if necessary for the sump to be
removed.
Fig. 53 298.2

SOUND INSULATION
WARNING PERSONAL RECOMMENDATIONS TO CONTAIN

PROTECTIVE NOISE
EQUIPMENT MUST BE WORN WHEN In an engine room installation where outside
WORKING IN AN ENGINE ROOM. noise levels have to be controlled the following
factors must be considered:-
NOISE LEVEL i) Building Construction
Noise levels are measured in decibels - dB - Outside walls - should be double brick -
through a frequency range of 31.5 to 16,000 with cavity.
Hz and at each octave band centre frequency Windows - double glazed with an
ie 31.5, 63, 125, 250 Hz etc. approximate gap of 200mm between
The human ear is responsive to noise levels panes.
in the frequency range of 63 to 800 Hz. Doors - double door air-lock or single
The noise level in dB can be weighted A, B, C door with a wall built outside the door as
and D to suit different requirements. The a noise barrier to absorb and reflect noise
accepted norm is the ‘A’ Weighting as such when the door is opened.
an overall noise level closely reproduces the ii) Ventilation
response of the human ear. The most The air inlet(s) for engine combustion
commonly accepted readings are “Sound and cooling air and the air outlet from the
Pressure Level”. radiator fan or extractor fan should be
fitted with noise attenuating splitters.
NOISE SOURCE These are proprietary items and should
A running engine produces mechanical noise be discussed with the manufacturer.
- valve gear, fuel pump etc. combustion noise, Ensure that the splitters do not restrict
noise from vibration, noise from air induction airflow thus putting excess resistance on
and from the radiator fan, if fitted. the fans.
Usually the radiator fan noise and the air With the amount of cooling air required
on the larger engines the splitters are of
induction noise is less than the mechanical
generous proportions and the building
noise.
should be adapted so that they fit correctly.
Noise level readings of the engine and fan are
iii) Anti-Vibration Mountings
available, if required from Perkins Engines
The engine set mounted on anti-vibration
(Stafford) Ltd (see Product Information
mountings to prevent vibrations being
Manual).
transmitted to the walls, other pieces of
Should additional noise reduction be required
equipment, etc. These vibrations often
this can be achieved by acoustic treatment.
generate noise. (See Anti-Vibration
If the acoustic treatment reduces the
Mountings).
mechanical noise levels as quoted in the
iv) Exhaust silencing
above noise level readings then the fan and
(See Exhaust section)
induction noise need not be considered.
Attention to the foregoing could lead to a
Providing a canopy around the engine is
noise attenuation of 30/35 dB(A) from
relatively economical and gives good results,
inside to 1 metre outside the building,
from a position 1 metre from the canopy an
provided that top quality inlet and outlet
overall reduction of 10 dB(A) can be achieved.
attenuators and exhaust silencers are
Sound attenuating canopies need to be
used.
expertly designed to be effective, and would
advise that companies with acoustic treatment
experience be consulted.

SOUND INSULATION
'FREE' & 'SEMI-REVERBERNENT FIELD' If the room is manned and perhaps used for
If the noise “escaping” from the engine room other purposes then it would be economic to
emerges into a “FREE-FIELD” area then, a enclose the engine set in a canopy with inlet
good approximation of the decaying noise cooling air being directed into the end of the
level is that doubling the distance reduces the canopy and the radiator fan (or canopy-
noise level by 6 dB(A). mounted motor driven fans if no radiator fitted)
eg. at 1 metre - 70 dB(A) pushing air through set mounted radiator,
2 '' - 64'' ducting and the outlet splitter.
4 '' - 58'' Lining the canopy with glass-fibre or mineral
8 '' - 52'' rock wool and faced with perforated board
However, the area around the engine room would absorb some mechanical noise. This
may include other buildings or reflective is the same principle as used in straight
surfaces to make it into a “Semi-reverberent through exhaust silencer.
field”. Such a canopy would control the noise level
In a “Semi-reverberent field” the decay is so that working in the engine room would not
more likely to be approximately 3 dB(A) per cause discomfort to the operators.
doubling of distance. Once clear of the semi- An added advantage would be that the area
reverberent field the figure of 6 dB(A) can be outside the engine room would be much
used in the “FREE-FIELD”. quieter. See Fig. 54.
eg. at 1 metre Semi-reverberant Field - lf a canopy is used the breathing system of an
70 dB(A) engine with an open circuit breather should
2 '' '' - 67'' be modified to take the fumes outside the
4 '' '' - 64'' canopy and, if necessary, outside the building.
8 '' Free Field - 58'' This will prevent the radiator matrix becoming
With these simple approximations the noise clogged.
paths can be assessed at, say, a residential When in an area where the noise level is
area 100 metres from the noise source. important remember it is possible that another
noise source may give a background noise
SOUND PROOF CANOPY OVER ENGINE greater than the engine noise. If there is a
So far the object has been to contain the noise problem make sure that readings are not being
in the engine room. If the room is unmanned, influenced by other noise sources. The engine
or only occasionally worked in for short installation may not be at fault. Check with
periods, this could be acceptable. local authority.
Fig. 54 816.2

SOUND INSULATION
MULTIPLE ENGINE NOISE LEVEL

In a multiple engine installation using the
same type of engine the maximum noise level
will increase above that for a single engine
installation as shown in the Tech Data for the
respective engine in the Product Information
Manual.
Using a single engine as the datum point the
maximum noise level can be taken from the
Technical Data sheet for the single engine, as
shown in the appropriate engine Product
Information Manual.
From Fig. 56 add the additional noise level
depending on the total number of engines to
the single engine noise level.
Example:
The maximum noise level for a single
4006TAG2 engine running at 1800 rpm is
shown as 111 dB(A) at position 3. When the
total number of engines is 3, the maximum
noise level will be 111+ 4.8 = 115.8 dB(A).
NOTE: If the precise position for each engine

in a multiple engine system is known, a more
accurate evaluation of the maximum noise
level can be made. Generally, this will be
slightly lower than the maximum value
obtained above.
Fig. 55 817.2

SOUND INSULATION
Fig. 56 942.2

AIR INTAKE
WARNING ALL EXPOSED AIR AIR RESTRICTION INDICATOR

INTAKES TO When the air cleaner filter elements are clean
ENGINE MUST BE FITTED WITH the resistance to air flow is approximately
GUARDS. 20mbar. As the restriction increases in service
the restriction indicator will signal by showing
The air into the engine for combustion must red that the element must be changed for a
be clean filtered air at the coolest temperature. new one. (See appropriate Engine Operation
Under normal site conditions the standard Manual).
duty type air cleaner will filter out approximately Should the temperature of the air intake in the
99% of the fine dust content down to 15 microns. engine room be higher than ambient
When the engine is operating in dusty/desert temperature, then the air cleaner must be
conditions a heavy duty type air cleaner is arranged via intake ducting/piping to draw the
required to give the same filtration of the air air from outside the engine room.
into the engine. Where noise level is also to be taken into
This is achieved by adding a further stage of consideration the ducting/piping from the
filtration to the standard duty air cleaner in the standard air cleaner(s) mounted on the engine,
form of a pre-cleaner. The pre-cleaner by should be connected to an intake splitter
cyclonic action takes out the heavier dust mounted in the wall of the engine room.
particles leaving the fine dust to pass on to the
next stage of filtration (see Fig. 57).
Dry air cleaners are fitted, since they give finer
filtration than the oil bath type.
PRE-CLEANER
(OPTIONAL)
Fig. 57 493.2

AIR INTAKE
The additional noise splitter and ducting/

pipework will increase the resistance to air
flow. The additional resistance to air flow plus
the initial restriction of the engine mounted air
cleaner should be kept at 250/300 mm H2O by
increasing the size of the air filters and piping,
so as not to reduce the servicing interval.
(See Maintenance Schedule).
REMOTE MOUNTED AIR CLEANER

Should the engine mounted air cleaner(s)
be replaced by a remote mounted combined
air cleaner/intake splitter, then the total
resistance to air flow should be sized to
give the same as the engine mounted
cleaner(s) ie. 200/250 mm H20.
The weight of the ducting/piping between the
remote mounted air cleaner and the
turbocharger intake should be independently
supported, since this weight must not be
carried on the turbocharger. (See Fig. 58).
A flexible length of piping should be included
in the pipework to isolate the engine vibrations.
(See Fig. 58).
Fig. 58 818.2

TORSIONAL VIBRATION
CRITICAL SPEEDS - CORRECTIVE

WARNING UNDER NO
CIRCUMSTANCES METHODS
MUST THE ENGINE BE RUN WHEN If there is a problem with critical speeds the
EXCESSIVE VIBRATION OF THE position of the critical speed can be moved
POWER UNIT IS BEING EXPERIENCED and its magnitude reduced in various ways.
THE ENGINE MUST BE STOPPED The first area to consider modifying would be
IMMEDIATELY AND THE CAUSE the stiffness of the flexible coupling. If it has
INVESTIGATED. rubber elements a different stiffness of rubber
could be selected.
The information below explains the If a spring plate drive or spring type flexible
importance of a T.V. analysis being done long coupling was used it may be necessary to
before the time comes for putting the engine change to a different type.
and driven unit together, this can be done by Other solutions could be to change the inertia
PE(ST)L or the generating set manufacturer. of the engine flywheel, fit a torsional vibration
damper or, if one is fitted as standard, remove
CRITICAL SPEED it or fit a damper of different inertia and different
When fitting driven equipment to an engine, damping capabilities. Occasionally, usually
particularly single and twin-bearing with a single bearing machine application, a
alternators, it is very important to investigate tuning disc is required at the free end of the
the Torsional Vibration system of the complete crankshaft.
unit. Torsional vibrations occur in any rotating It can be seen that if there is a problem many
shaft system. avenues can be explored to arrive at a
At certain speeds in the engine running range satisfactory solution. It is very rare that the
these vibrations may be of sufficient magnitude alternator shaft has to be modified.
and frequency to fracture the engine crankshaft
and flywheel bolts, strip teeth off gear wheels,
damage flexible couplings and driven
equipment. The point in the speed range
where any of the above hazards can occur is
called the ‘CRITICAL SPEED’.
The object of the torsional analysis is to locate
the critical speed points from the magnitude
and frequency of the disturbing forces and
ensure that damaging critical speeds are
outside the operating range of the engine and
that all is clear within +10% to -5% of the
synchronous speed.
There may be some critical speeds in the
speed range from starting speed to 95% of
synchronous speed but these could be judged
as “safe” because the critical speed is passed
through in a second or so.
However, if by application the requirement is
an “all speed” range then all critical speeds
have to be controlled within safe limits.

TORSIONAL VIBRATION
TORSIONAL ANALYSIS DATA NOTE: SPEED OR DRIVEN EQUIPMENT

Perkins Engines (Stafford) Ltd have carried CHANGES
out a T.V. analysis for all the engine ranges It often happens that one engine has been
and models with a number of proprietary single ordered at, say,1500 rpm; delivered and put in
and two-bearing machines - mostly at 1500 stock by the customer. When ordered this
rpm. Analysis at other speeds are not as engine may have been cleared to be
numerous. compatible with a certain coupling and
Upon request Perkins Engines (Stafford) Ltd alternator. If, due to urgency, this engine is
will advise if an intended combination has allocated to drive another alternator or at a
torsional vibration approval. speed different to 1500 rpm the new
If not, and the customer wishes, Perkins combination must be re-checked for torsional
Engines (Stafford) Ltd will do the analysis on vibrations.
receipt of the necessary details from the Besides the T.V. check the engine could need
customer. new governor springs, a different air filter,
In the case of alternators the information flywheel, turbocharger and the ignition timing
required would be as Iisted below. changed. To be absolutely certain contact
i) Synchronous speed. Perkins Engines (Stafford) Ltd Applications
i) Electrical output. Department who will provide the correct
iii) Detail drawing of alternator shaft. information.
iv) Inertia of armature and exciter.
v) Inertia of cooling fan if fitted and position
on shaft.
vi) Detail of flexible coupling type to be used
or inertia of driver and driven parts,
dynamic stiffness, limits of vibratory torque
and coupling magnifier or damping factor.
or Inertia or spring plate drive for single
bearing machine.
vii) Is alternator driven from FREE END or
FLYWHEEL END of the engine?
Alternative to the aforementioned Perkins
Engines (Stafford) Ltd will supply information
of the engine dynamic system for the customer
to make his own arrangements for the
Torsional Vibration Analysis.
GENERATING SET TORSIONAL

ANALYSIS
Where an engine and alternator set has been
supplied a torsional analysis will have been
carried out by Perkins Engines (Stafford) Ltd
to ensure that the engine, flexible coupling,
torsional vibration damper and alternator are
compatible.

DERATING
DERATING ENGINE
May be necessary where conditions exceed
site parameters this can include ambient
temp., altitude, c/c inlet temp.
Derating means reducing of the power output
of an engine from its maximum rating at normal
temperature and pressure conditions to allow
for adverse effects of site conditions eg.
altitude and ambient temperature.
The engine is factory set to meet ISO 3046/1
standard conditions:
- Ambient temperature (at the air inlet) 25°C

- Barometric pressure 100 kPa
- Humidity (Non-turbocharged engines) 60%
Conversion figure 100Kpa = 1 bar = 1

Atmosphere = 110 metres
Should the site conditions exceed the above
conditions then the engine must be derated in
accordance with the respective engine
derating procedure.
NOTE: The maximum ambient temperature
is the temperature that can occur during any
day of the year according to records.
Should the actual site conditions be known
before despatch then the engine will be
derated at the factory, and a label attached to
the engine to that effect.
DERATING PROCEDURE
The derating procedure for gas engines is as
described in the respective engine operation
manual, together with the derating charts.

STARTING, STOPPING AND PROTECTION SYSTEMS
Fig. 59 992.2

Fig. 60 993.2

Starter Cables The battery(ies) should be mounted as near

The size of the starting cables (battery/starter to the starter motor(s) as possible, to keep the
and starter/battery) based on a 2m length and cable length short and minimize the voltage
stranded copper wire are:- drop.
The chosen position should allow for easy
4006/8 2 x 70 mm or 1 x 120mm access for inspection and maintenance, and
4012/16 2 x 70 mm or 1 x 120mm isolation from fire hazard and vibrations.
2000, 3000 Resistance 0.207 OHM (600 THE FOLLOWING INFORMATION
AMPS) RELATES TO LEAD ACID BATTERIES
ONLY FOR NICKEL CADMIUM BATTERIES
AIR STARTING REFER TO THE MANUFACTURERS
The air starter motor is operated either HANDBOOK.
manually or automatically from a compressed
air supply. The working pressure at the starter
motor is 30 bar. The receiver should be sized
to give up to 6 starts under normal starting
conditions down to a minimum pressure of 17
bar.
The size of the receiver is estimated as follows:
Ar x Ns = Rc
dP
Rc = Receiver capacity
Ns = Number of starts
dP = Differential pressure
Ar = Free air requirement per start
NOTE: (Ar) For the 4006 = 400 litres

" " 4008 = 500 "
" " 4012 = 650 "
" " 4016 = 700 "
Based on the GALI type A25.
The air receiver(s) should meet BS

specification and be fitted with a safety valve,
pressure gauge and manual drain valve.
BATTERIES
WARNING PERSONAL
PROTECTIVE
TOPPING UP OR CHANGING
ELECTROLYTE IN THE BATTERY, AND
NEVER NEAR A NAKED FLAME.

Preparing Battery for Service

WARNING WHEN DILUTING
Where a battery is supplied for the engine ACID, ALWAYS ADD
starting circuit, it is dry charged. ACID TO WATER TO MINIMISE HEATING
Remove the seals from the vent plugs or AND AVOID ACID BEING EJECTED
break the seal across the vent in the lid and fill FROM THE MIXING VESSEL. HAND AND
to 5/16” (8mm) above the plates with dilute EYE PROTECTION MUST BE WORN.
sulphuric acid of the following strength:
In temperate climates - with specific gravity Battery Installation
1.270 (i) Polarity check
In tropical climates - with specific gravity 1.240 Make sure that the positive of the battery
is connected to the positive connection of
Battery and capacity the system and the negative of the battery
This varies with battery size, but current types to the negative connection.
hold 6.7, 20.5 or 13.5 litres per battery. One, WHEN COUPLING THE BATTERIES
two or four batteries are supplied according to IN SERIES TO GIVE A HIGHER
engine size and climate conditions. VOLTAGE MAKE SURE THAT THE
After 10 to 15 minutes the acid level will fall POSITIVE OF ONE IS CONNECTED
and it should be restored by adding more TO THE NEGATIVE OF THE NEXT
acid. The battery should immediately be place BATTERY.
on a commissioning charge to ensure that the (ii) Clean connections
acid is sufficiently mixed within the battery. Clean the connecting terminals well
This filling wiIl cause a certain heating of the before fitting on to the battery. Dirty or
battery due to the chemical reaction of the corroded terminals will cause bad contact
sulphuric acid on the plates. to the battery and may result in affecting
Charge at the initial charging rate given on the
the starting current.
instruction label until all celIs are gassing
If the terminals are corroded, wipe over
freely and the specific gravities and voltage
the affected parts with a solution of sodium
remain constant for at least three successive
carbonate or ammonia, dry off and finally
hourly readings.
smear over a film of petroleum jelly to
When the initial charge is completed, the
prevent further corrosion. Make sure that
specific gravity may require adjustment. A
the sodium carbonate solution or
fully charged battery should have a specific
ammonia does not enter the cells.
gravity of:-
In temperate climates - 1.270 -1 285
ln tropical climates -1.240 -1.255
If adjustment is necessary continue the
charge to thoroughly mix the electrolyte in
the cells, finally adjust the level of the
electrolyte to 5/16-5/8“ (8-16mm) above the
top of the plates (i.e. level with the top of the
separators). This adjustment should be done
when the battery is standing on open circuit
and several hours after coming of charge.
The temperature of the filling acid should
never exceed 33°C (90°F).

(iii) Fitting into Battery Housing. (IF BATTERY CHARGER

SUPPLIED) The battery is normally charged by an engine
When fitting the battery, ensure that it is driven alternator, which as long as the engine
secure without undue strain. The cables is running will give sufficient charge to fully
to the battery must have sufficient length maintain the battery capacity to cater for
and be flexible to prevent pulling and standard starting conditions. Under extremely
strain on the battery terminals. In clamping cold starting conditions it may be necessary
down, ensure that the clamps and bolts to increase the capacity of the battery.
are not overtightened, otherwise the Engines not fitted with a battery charging
battery container may be damaged. Bolt alternator must have a static charger fitted,
the terminal connections tightly to the output not less than 10 amps.
battery posts. Where an engine is fitted with both an engine
(iv) Inspection driven alternator and a static charger a relay
The battery should be so installed that must be fitted to disconnect the static charger
inspection and topping up is facilitated. when the engine is running.
The top of the battery and the surrounding
parts should be kept clean and dry and STARTING AIDS
free from oil and dirt. The maximum Jacket Water Heater(s)
possible ventilation should be given; this In extreme cold ambient temperature
is particularly important when the battery conditions, besides changing to the correct
is in close proximity to the engine, leading grade lubricating oil, the engine may be fitted
to high battery temperature. with a mains supply jacket water immersion
heater(s). (See Data Sheet in appropriate
BATTERY CHARGING ALTERNATOR engine operation manual for recommended
size of heater(s)). Fitting a jacket water
WARNING DO NOT RUN heater(s) caters for easier starting by keeping
ENGINE WITH the engine water temperature between 26.7-
BATTERIES DISCONNECTED AS 37.8°C (80-100°F).
DAMAGE TO THE ALTERNATOR MAY
RESULT.
The battery charging alternator and its

regulator operate as a system to maintain the
battery in a charged condition when the set
is running. Operation is such that a flat battery
will be charged in a minimum time and a
healthy battery will be held in that condition
by a trickle charge.
FOR DETAILS OF ENGINE CHARGING

CIRCUITS REFER TO THE ENGINE
OPERATION MANUAL.

STARTING LOADS PROTECTION SYSTEM

When starting the engine it is recommended To protect the engine from damage that could
that the drive equipment be unloaded to make be caused by the following:-
for easier starting of the engine only, and High water temperature
allow the engine to accelerate up to full speed Low lubricating oil pressure
and develop the rated power, before applying Overspeed
the load. High induction manifold pressure
The above conditions are not always possible The engine is fitted with suitable switches
on driven equipment such as water pumps, which when a pre-determined setting is
compressors, stone crushers which could be reached operate via a protection panel, an
on load from start-up. This type of driven electrical stopping solenoid which overrides
equipment should be fitted with either a the normal methods of stopping the engine.
centrifugal clutch which can take-up the drive
when the engine is developing sufficient power Protection Panel
to coincide with the power required. The protection panel circuitry will, when given
a signal from the protection switches, stop the
Load Acceptance engine either by a solenoid connected to the
In the case of a generating set the load that solenoid valve (gas engines).
can be applied to the engine in one step at The above protection panel is in the form of a
rated speed is limited. A genset load protection module which when required is
acceptance on a gas engine is limited due to incorporated in the various generating set
constant air/fuel ratio. panels or mounted separately on the engine.
The load acceptance will be stated on request
from the relevant engine manufacturer.
To achieve the above load it is essential that
the engine is kept at its normal working
temperatures by fitting heaters, and that the
correct grade of lubricating oil is being used.
(See Operation Manual).
The following information is requested by
Perkins Engines (Stafford) Ltd in order to
assess specific load requirements.
STOPPING
Gas engine stopped by de-energising gas
solenoid valves.
NOTE: THE ENGINE SHOULD BE RUN

FOR 5 MINUTES AT NORMAL SPEED ON
NO LOAD BEFORE STOPPING, TO
ALLOW THE ENGINE TO COOL DOWN
ADEQUATELY.

GOVERNOR WIRING
Governor Wiring
Certain additional item associated with the
governor e.g. speed setting potentiometer,
load sharing unit require to be wired using
screened cables.
It is important that the screen on these cables
is connected to the correct point in the
governor circuit. Refer to Maintenance
Manual Section AA for full information.
NOTE: It is essential that the speed setting

potentiometer be mounted in a cool,
vibration free position. It must not be
mounted on the engine.
WARNING DURING
COMMISSIONING
OR MAKING ADJUSTMENTS TO THE
SET IT IS ESSENTIAL THAT THE ENGINE
BE EQUIPPED WITH SEPARATE
(INDEPENDENT) AUTOMATIC
OVERSPEED PROTECTION IN ORDER
TO GUARD AGAINST SEVERE ENGINE
DAMAGE, WITH CONSEQUENT
DANGER TO LIFE AND LIMB OF NEARBY
PERSONNEL.

OVERALL DIMENSIONS AND WEIGHT
BASIC 4006/8TESI MINNOX GAS ENGINE (SINGLE EXHAUST)
mm
936
P
-
927.5
mm
O
-
mm
956
956
N
mm
645
645
M
mm
72
72
L
mm
908
908
K
mm
64
64
J
mm
124
124
H
1863.5
1447.5
mm
G
mm
220
220
F
mm
552
543
E
8 HOLES O 22
1625
1625
mm
D
1561
1552
mm
C
2616
2200
mm
B
2241
1825
mm
A
WEIGHT
2100
3250
DRY
KG
HOUSING SAE 'OO' FLYWHEEL SAE 14

4006TESI
4008TESI
TYPE OF
ENGINE
NOTE:
FIG. 61 IS INTENDED AS A GUIDE ONLY,
SINCE THE DIMENSIONS SHOWN COULD
ALTER WITHOUT PRIOR NOTICE.
Fig. 61 758.2

OVERALL DIMENSIONS AND WEIGHT
BASIC 4012TESI MINNOX GAS ENGINE (TWIN EXHAUST)
HOUSING SAE 'OO'

FLYWHEEL SAE 18
175.5
mm
T
mm
573
S
1210
mm
R
386.4
mm
P
1778
mm
O
mm
472
N
2650.5
mm
M
8 HOLES O 22
mm
399
L
1000
mm
K
mm
70
J
mm
130
H
235.4 1789.5
mm
G
mm
F
mm
646
E
6 HOLES O 22
1868
mm
D
2232
mm
C
3874
mm
B
3350
mm
A
WEIGHT
5665
DRY
KG
NOTE:
4012TESI
FIG. 62 IS INTENDED AS A GUIDE ONLY,

TYPE OF
ENGINE
SINCE THE DIMENSIONS SHOWN COULD

ALTER WITHOUT PRIOR NOTICE.
Fig. 62 754.2

Gas Installation Manual - 2000, 3000 and 4000 Series

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READ AND UNDERSTAND ALL SAFETY PRECAUTIONS

Gas Installation, October 1997

THE PURPOSE OF THIS INSTALLATION MANUAL IS TO PROVIDE THE USER WITH

2000 & 3000 Series 4000 Series

Perkins Engines (Shrewsbury) Ltd Perkins Engines (Stafford) Ltd

Gas Installation, October 1997 1

MOUNTING OF ENGINE & DRIVEN UNIT 14

ENGINE ROOM LAYOUT 32

Gas Installation, October 1997 3

FUEL SUPPLY SYSTEMS 72

LUBRICATING OIL SYSTEMS 82

4 Gas Installation, October 1997

STARTING, STOPPING & PROTECTION SYSTEMS 92

OVERALL DIMENSIONS AND WEIGHTS 99 - 100

Gas Installation, October 1997 5

CUSTOMER SITE ALTITUDE (m)

ENGINE TYPE No POWER (kW)

PERFORMANCE RELATED PARAMETERS (at maximum site load)

Turbine inlet temperatures. °C

Water into radiator (heat exchanger). °C

Water temperatures to charge coolers. °C

Cooling air temperature onto fans. °C

Oil temperature to bearings. °C

Gas temperature before meter. °C

Fuel temperature to engine. °C

Boost pressure before charge cooler. mmHg

Exhaust back pressure after turbochargers. mmHg

Canopy depression/pressure. mmHg

Barometric pressure. mmHg

Lubricant oil pressure to bearings. kpa

Water pressure (out of engine) C.H.P. systems. kpa

Fuel pressure (in engine rail-diesel). kpa

Water flow from pumps (engine jacket circuit). L/min

Water flow through charge cooler. L/min

Air flow through radiator (if cooling suspect). m3/sec

Crankcase pressure (particularly where “modified” breathers are used). mmWg

Gas Installation, October 1997 7

Emissions NOx ppm

Mainly Gas CO ppm

O2 (Full load and no load) %

CO2 (If it is possible) %

Ignition timing (gas). °BTDC

Air circulation (cooling, stagnant areas).

Lubricant oil supplier and grade.

Fuel oil supplier and grade.

Water treatment (coolant).

Gas supplier or area of origination.

Customer Signature Name

8 Gas Installation, October 1997

Fig. 1 - 2006TSI (IN-LINE)

Gas Installation, October 1997 9

Fig. 2 - 3012SI ('V' FORM)

10 Gas Installation, October 1997

Fig. 3 - 3008SI ('V' FORM)

Gas Installation, October 1997 11

When lifting engines or generating sets,

NOTE: When lifting with chains at an angle

12 Gas Installation, October 1997

Fig. 7 Lifting points for Engines

Gas Installation, October 1997 13

14 Gas Installation, October 1997

SUBSOIL-SITE It may not be possible to reach solid subsoil,

FIXED CONCRETE BLOCK