Application

Engineering
Bulletin
Subject This AEB is for the following applications:
KTA19GC Gas Compression
Technical Package Automotive Industrial Marine

G-Drive Genset

Filtration Emissions Solution

Date: November 24, 2009 AEB Number 10.102

Engine Models included: KTA19GC-420 Standard and KTA19GC-380 Catalyst

Author: Cary McFarden Approver: per Procedure 9183OPS-04-10-01 Page 1 of 9

This AEB supercedes AEB

10.102 dated Feb, 2008.

1. Introduction

This AEB introduces the new Cummins KTA19GC-420 and KTA19GC-380 Catalyst natural gas engine for
the gas compression market. The KTA19GC is based on the proven KTA19 engine platform. Compression
ratio is 8.5:1 to allow operation on wellhead gas. The KTA19GC uses the KTA19 diesel 4-valve cylinder
head modified for spark plugs. Triballoy T400 valve facing and T400 valve seat inserts are used on the
intake and stellite 1 valve facing and stellite 3 valve seat inserts are used on the exhaust for longer valve and
cylinder head life. The KTA19GC uses two-pump, two-loop (2P-2L) cooling; one cooling circuit for engine
jacket water (EJW) and a second low temperature aftercooled (LTA) circuit for intake manifold air cooling.
The cool dense intake air allows the standard rating, 420 hp @ 1800 RPM, to produce a low 3.57 g/hph NOx
level with an excess O2 concentration of 6.5% and 380 hp @ 1800 RPM, to produce a 12.8 g/hph NOx level
with an excess O2 concentration of 0.48%.

Performance Curves and Data Sheets, Installation Drawings, Option Graphics, Configuration Number, and
CSL Pricing Specification and Product Identifier are released on the Industrial HHP GCE (Global Customer
Engineering) intranet site at http://www.gce.cummins.com/ice/ice_cng/ice_kta19gc/index_kta19gc.htm

KTA19GC with Shielded Ignition System

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Table of Contents

1. Introduction ……………………………………………………………………………………… Page 1

2. Table of Contents ………………………………………………………………………………. Page 2

3. Altitude Derate ………………….………………………………………………………………. Page 3

4. Base Engine Features ………………………………………………………………………….. Page 3

4.1 Engine Envelope …………………………………………………………………….. Page 3
4.2 Base Engine Design Features ……..……………………………………………….. Page 3
4.3 Air Intake System ………………………….………………………………………… Page 4
4.4 Exhaust System ……………………………………………………………………… Page 4
4.5 Cooling Systems (EJW and LTA) ….…….……………………………….……….. Page 4
4.6 Coolant Treatment & Filtration ……………………………………………………… Page 4
4.7 Cooling System Connections & Venting …………………………………………… Page 4
4.8 Lubrication System & Oil Recommendations ……….....…………………………. Page 5
4.9 Fuel System …………......…………………………………………………………… Page 6
4.10 Governors …………………………………………………………………………….. Page 6
4.11 Ignition System ……………….……………………………………………………… Page 7
4.12 Engine Protection & Safety Shutdowns …………………………………………… Page 7
4.13 Engine Mounting …………………………………………………………………….. Page 7
4.14 Breather ………………………………………………………………………………. Page 7
4.15 Fan Drive …………………………………………………………………………….. Page 7
4.16 Alternator ……………………………………………………………………………. Page 7
4.17 Starter ………….…..……………………………………………………………….. Page 7
4.18 Accessory Drive ……………………………………………………………………. Page 7
4.19 Hydraulic Pump Drive ……………………………………………………………… Page 8
4.20 Cold Weather Operation …………………………………………………………… Page 8

7. Revision History …………………………………………………………………………………. Page 9

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3. Altitude Derate

Increases of altitude and/or ambient temperature result in increased engine operating temperatures. The
KTA19GC-420 can operate up to 5000 feet (1524 m) and 100 deg F (38 deg C) ambient without derate.
Above 5000 feet (1524 m) altitude, a 4% derate per 1000 feet (305 m) must be implemented by the local
Cummins Distributor. Above 100 deg F (38 deg C) ambient, a 1% derate per 10 deg F (5.5 deg C)
applies. This derate must be applied to protect the durability of the engine. Refer to “Operations &
Maintenance Manual” for additional information Bulletin No. 4021400.

4. Base Engine Features

4.1 Engine Envelope

Overall Height (in.) 65.9

Overall Length (in.) 79.8
Overall Width (in.) 37.9

4.2 Base Engine Design Features

The KTA19GC uses the durable KTA19 base engine platform with the following design features:
Aftercooler: Large capacity aftercooler results in cooler, denser intake air for more efficient combustion
and reduced internal stresses for longer life.
Bearings: Replaceable precision type steel backed inserts. Seven main bearings are 5.5 in. (140 mm)
diameter. Connecting rod bearings are 4 in. (102 mm) diameter.
Camshaft: Single camshaft precisely controls valve timing. Lobes are induction hardened for long life.
Seven replaceable precision type bushings are 3.0 in (76 mm) diameter.
Camshaft Followers: Induction hardened roller type for long cam and follower life.
Connecting Rods: QSK19 GAS unique connecting rod, drop forged, I-beam section, 11.4 in. (290 mm)
center to center length. Rifle drilled for pressure lubrication of piston pin.
Cooling System: Gear driven centrifugal water pump. Large volume water passages provide even flow
of coolant around cylinder liners, valves, and spark plugs. Modulating by-pass thermostats regulate EJW
coolant temperature.
Crankshaft: Fully counterweighted high tensile strength steel forging with induction hardened fillets and
journals.
Cylinder Block: Alloy cast iron with removable wet liners.
Cylinder Heads: Alloy cast iron with casting change to accommodate spark plugs. Individual heads per
cylinder. Replaceable valve seat inserts, valve guides, and cross head guides.
Cylinder Liners: Replaceable wet liners dissipate heat faster than dry liners and are easily replaced
without reboring block.
Exhaust Manifold and Turbocharger: Water-cooled (wet) exhaust manifold and Holset HX60
turbocharger with water-cooled bearing housing are used for cooler operation and longer life. A bolted
flange 4 in. diameter exhaust stack with welded 1/4 NPT oxygen sensor port is included.
Flywheel Housing: Alloy cast iron SAE # 0 dry type with 5/8-18 UNF-2B and 3/4-16 UNF-2B ports for
OEM or customer supplied speed sensors.
Flywheel: Alloy ductile iron SAE # 0 with 142 tooth ring gear.
Filters: Fleetguard spin-on type for lubricating oil and coolant for easy serviceability. A fuel filtration
system of 10 micron absolute efficiency must be customer supplied.
Gear Train: Timing gears and accessory drive gears are induction hardened helical gears driven from
the crankshaft and located at front of block.
Lubrication: Large capacity gear pump provides pressure lubrication to all bearings and oil supply for
piston cooling. All pressure lines are internal drilled passages in the block and heads. Oil cooler
maintains oil condition and maximizes oil and engine life.
Pistons: Cast aluminum alloy borrowed from the QSK19 cam ground and barrel shaped to compensate
for thermal expansion ensures precise fit at operating temperatures. CeCorrTM grooved skirt finish
provides superior lubrication. Oil cooled for rapid heat dissipation. Chrome top compression ring is
conventional keystone design. Second compression ring is rectangular design as used in gallery cooled

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marine applications. Oil ring is standard K19 diesel design. A 8.5:1 CR (compression ratio) for operation
on wellhead gas.
Valves: Dual 2.22 in. (56 mm) diameter poppet type per intake and exhaust. Triballoy T400 valve facing
and T400 valve seat inserts are used on the intake with 30 degree seats. Stellite 1 valve facing and
stellite 3 valve seat inserts are used on the exhaust with 20 degree seats. Valve stem metering seals
and rotators are used on intake and exhaust for increased valve seat durability.

4.3 Air Intake System

The air intake system consists of a Cummins supplied engine mounted heavy duty two-stage dry element
Vortox air cleaner. A 1/8 NPT port for a filter minder air inlet restriction gauge is provided in the intake air
pipe just ahead of the turbocharger compressor inlet. The air cleaner is mounted on the rear of the
engine and a short length of 5.0 inch (127 mm) diameter piping connects the carburetor and turbocharger
compressor housing inlet. T-bolt clamps per SAE J1508 are used at the hose connection on the
turbocharger compressor inlet. Reference “Industrial Installation Requirement - Air Intake System” AEB
24.21 for more information.

4.4 Exhaust System

A Cummins supplied 4.0 inch (102 mm) diameter front out exhaust stack 20 inches (508 mm) long is
provided. A 1/4 NPT port is provided for an O2 sensor and/or exhaust restriction measurement. The
customer supplied muffler must be fitted with a rain cap on the exhaust outlet or a water trap and drain
between the exhaust outlet and turbocharger. Refer to “Industrial Natural Gas Engine Requirements and
Setup Procedures for Catalyst Applications” AEB 24.25 for recommendations on piping material and
supports.

4.5 Cooling Systems (EJW and LTA)

The cooling system is a 2P-2L system consisting of the KTA19 engine water pump and a customer
supplied radiator for EJW cooling and a LTA cooling circuit consisting of an auxiliary water pump and
customer supplied radiator for cooling intake manifold air. The non-thermostatic LTA circuit must be
designed to limit intake manifold temperature (IMT) to 170 deg F (77 deg C) which requires the customer
supplied radiator to provide a “water in” temperature of 130 deg F (54 deg C) maximum to the engine
aftercooler. Maximum IMT engine protection shutdown is 175 deg F (79 deg C). All necessary data to
design and size the EJW and LTA radiators can be found in the Base Engine Data Sheet, D483006CX02.
Refer to “Two-Pump, Two-Loop (2P-2L) Cooling System Installation Design Requirements and
Recommendations” AEB 24.26.

4.6 Coolant Treatment & Filtration

A mixture of 50/50 water and ethylene glycol is recommended with Fleetguard coolant additive DCA4 or
Fleetguard Fully Formulated Coolant. Supplemental Coolant Additive (SCA) must be used with
Fleetguard DCA4 additive being preferred. A single spin-on WF2076 coolant filter is mounted on the
water pump inlet. Initial coolant pre-charge should not exceed 3.0 units of DCA4 per gallon (3.78 l) of
coolant and the minimum level should always be above 1.2 units per gallon (3.78 l) of coolant. Since the
LTA cooling circuit is independent from the EJW cooling circuit, it must be pre-charged with DCA4 and
periodically treated. Refer to “Cummins Coolant Requirements and Maintenance” Service Bulletin No.
3666132 for more information.

4.7 Cooling System Connections & Venting

The water inlet connection is 89 mm diameter and is located close to the pan rail at the right front. The
coolant outlet is 76 mm diameter and is located at the right front corner at the top of engine. Since the
KTA19GC has two independent cooling circuits (EJW and LTA), an auxiliary tank with a sealed divider
must be used. The minimum allowable pressure cap setting is 7 psi (48 kPa) for the EJW and LTA
auxiliary tanks. Customer supplied coolant fill lines must connect at the bottom of the EJW and LTA
sections of the auxiliary tank and run continuously down hill and connect at their respective water pump
inlets. The coolant fill lines for the EJW and LTA circuits must be 0.75 - 1.0 inch (19 - 25 mm) ID with 1.0
inch (25 mm) preferred.

1/4 NPT and 1/8 NPT ports fitted with Cummins supplied petcocks are provided in the EJW and LTA
coolant connection outlets, respectively, for connecting customer supplied coolant vent lines to the

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auxiliary tank. Vent lines must run continuously uphill and enter the top of the auxiliary tank above the
coolant level to ensure proper cooling system venting and deaeration. Vent lines from the EJW and LTA
radiator top tank or top row of tubes (for two-pass, cross-flow design radiators) must also be supplied by
the customer and run continuously uphill and enter the auxiliary tank above the coolant level. 1/4 and 3/8
inch (6 -10 mm) OD stainless tubing is recommended for the LTA and EJW vent lines, respectively.
Following these guidelines will ensure the EJW and LTA cooling systems provide maximum heat
rejection to coolant and full deaeration within 15 minutes or less. The preferred venting locations are on
the thermostat as shown below for EJW loop and on the water outlet pipe of the aftercooler for the LTA
loop.

Location of
EJW vent to
be used for
deaeration

Safe Draw Locations

Any coolant system draws for heat tracing or
similar applications must be done in parallel with
the engine cooling package. Two options exist
for drawing coolant from the engine: pre-
thermostat or post thermostat.

The preferred method for drawing coolant from

the KTA19GC is to draw coolant from the engine
“out” after the thermostat (post thermostat) and

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return to the engine coolant “in”, parallel to the

cooling package.

If coolant must be drawn from the engine side of

the thermostat* (pre-thermostat) it should only be
drawn from one of the ½” NPT or the ¾” NPT
ports in the thermostat housing support and
returned to either the 1 1/16 – 12 UN-2B straight
thread o-ring port or the 1” NPT port in the
engine coolant “in” adapter, as shown. Coolant
must not be drawn or returned from any other
ports on the engine because this can drastically
alter flow uniformity and destabilize system flow.

*Coolant must be drawn post thermostat if the

engine cannot reach the coolant operating range
of 79 – 91°C [175 – 195°F] while drawing pre-
thermostat.

The above options have inverse

pressure/volumetric flow characteristics:
Pre-Thermostat: Higher pressure, lower volume
(volume limited by fitting ID and external
restrictions)
Post-Thermostat: Lower pressure, higher
volume

4.8 Lubrication System & Oil Recommendations

The lubrication system uses the standard KTA19 diesel components. The only oil pan option is a full-
length sump cast aluminum pan with a capacity of 27 gallons (102 l) high and 25.5 gallons (97 l) low.
Two LF3000 combination oil filters are mounted on the left rear side of block. They use a 10 micron
stacked disc bypass media and a 40 micron full flow media. Recommended lube oils for the KTA19GC
will meet CES 20078. Reference Service Bulletin No. 3810340 for further information on Cummins
recommended lube oils. Refer to “KTA19GC Operations & Maintenance Manual” Bulletin No. 4021400
for recommended oil change intervals. If the customer wants to do periodic oil analysis, filtered oil
samples can be taken from any of four straight thread O-ring ports (9/16 - 18 UNF) that are currently
plugged and located on the outboard side of the lube oil filter head through a customer supplied valve or
petcock.

An oil level replenishment system supplied by F. W. Murphy (Murphy part number LM301) is standard on
the KTA19GC and automatically maintains the crankcase oil level as it is used. A customer supplied
storage tank gravity feeds makeup oil to the Murphy valve that continuously monitors the crankcase level
and keeps it topped off. An integral low level switch will shut the engine down if supply oil is lost and the
engine continues to consume oil. The Murphy oil level regulator is mounted on the left-side pan rail.
Refer to “Installation Instructions for Level Maintainers” Murphy Bulletin # LM-92164N for complete
description.

4.9 Fuel System

The fuel system uses an air cleaner mounted Impco 600 Vari-Fuel carburetor that provides the proper air-
fuel mixture to the turbocharger compressor inlet. The carburetor fuel supply inlet is a 1.5 inch NPT port.
The packager can reorient the carburetor body 180 degrees if desired. The only precaution is the 600
Vari-Fuel carburetor must be mounted with the fuel supply inlet in the vertical plane for proper operation.
A mixture screw on the carburetor body controls the air-fuel mixture setting. Turning the mixture screw
CCW richens the air-fuel mixture and CW leans the air-fuel mixture.

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A customer supplied air-fuel ratio (AFR) controller can be employed to precisely control the AFR to the
target 6.5 +/- 0.2% excess O2 independent of engine speed and load. The AFR controller is mounted in
the fuel supply line just before the carburetor and immediately after the fuel shut off valve. A customer
supplied O2 sensor in the exhaust stack constantly measures excess O2 and provides a closed loop input
signal to the AFR controller via the control panel. The AFR controller regulates the volume of fuel
supplied to the carburetor and keeps the excess O2 at the target 6.5 +/- 0.2%. AFR controller suppliers
common in the gas compression industry are Woodward Governor Co. and Altronic Inc.

A customer supplied fuel shutoff valve solenoid should be mounted close to the carburetor and just
before the AFR controller if present. The fuel shutoff valve is typically 12V-24V compatible and is
normally closed. When the engine reaches a specified speed, the solenoid coil is energized and the valve
opens. When the coil is de-energized, the valve closes and shuts off the fuel. Engine protection safeties
are wired to the control panel and fuel shutoff valve so the solenoid coil is de-energized when an engine
protection threshold is exceeded which closes the shutoff valve and shuts off the fuel. Appropriate fuel
shutoff valve solenoids are available from ASCO, F. W. Murphy, and other suppliers.

The primary fuel pressure regulator is customer supplied and must be capable of a maximum fuel supply
pressure of 150 psi (1034 kPa) and be able to regulate the outlet fuel pressure between 2-5 psi (13.8 -
34.5 kPa). A Fisher S201 type secondary regulator is customer supplied and regulates the fuel supply
pressure at the carburetor between 5 +/- 2 in H2O (127 +/- 51 mm H2O). A Customer supplied fuel
pressure balance line between the vented side of the secondary pressure regulator and the port on the
outboard side of the Impco 600 carburetor ensures a constant fuel supply pressure throughout the
operating speed and load range.

There are no fuel filters supplied with the KTA19GC; they are to be customer supplied. A fuel filtration
system with 10 micron absolute efficiency is required.

Hydrocarbon liquids, including lube oil carryover from the gas compressor, must not be allowed to enter
the engine fuel supply system. Liquid hydrocarbons or lube oil carryover into the fuel supply may cause
incomplete combustion, detonation, and fowling of the intake manifold flame arrestors. If any liquids are
present or suspected in the fuel, as evidence of oil puddling inside the floor of the carburetor, or oil
weeping from the turbo compressor crossover tube hose connections, or throttle body gasketed joints, a
customer supplied coalescing filter must be installed so they are removed from the gas supply prior to
entering the carburetor.

4.10 Governors
A single mechanical governor option supplied by Woodward is offered on the KTA19GC. The PSG
governor is a speed-droop governor used to control engine speed and is mounted on top of the fuel pump
governor drive on the left side. Low idle speed is the only governor adjustment that should be made by
the customer. Low idle is adjustable through the stop bolt on the top of the governor housing. To adjust
low idle speed, loosen the jam nut on the stop bolt and turn the stop bolt CW to increase speed or CCW
to decrease speed. Recommended low idle speed is 900 RPM. The PSG governor is pressure
lubricated from the oil reservoir in the fuel pump governor drive. A vernier hand throttle cable is supplied
with the KTA19GC to allow manual engine speed control. To automate engine operation, the customer
can add an electronic or pneumatic throttle actuator that is controlled through the control panel. The
throttle actuator is typically mounted on the side of the engine block under the intake manifold.

4.11 Ignition System

There are two types of Altronic III ignition systems available for the KTA19GC; a shielded and a non-
shielded system. Canadian Standards Association (CSA) requires a shielded ignition system since most
gas compression packages are enclosed in buildings operating in the presence of wellhead gas where
possibility of fire or explosion is a concern. The KTA19GC shielded ignition system meets CSA
requirements. Recommended spark plugs are Champion RN79G (4090121) for the non-shielded ignition

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system and RHN79G (4090432) for shielded ignition. Spark plug gap spec for both plugs is 0.015 inch
(0.38 mm).

4.12 Engine Protection & Safety Shutdowns

Refer to the KTA19GC Startup AEB 24.27 for Engine Operating Parameters and Shutdown limits.

4.13 Engine Mounting

The KTA19GC uses a conventional three point engine mounting system. The front engine mount bolts
to the front gear cover and has two 51/64 inch (20.2 mm) diameter thru holes for mounting. Flywheel
housing side mount pads have four 5/8 - 11 UNC - 1.06 minimum depth, full thread tapped holes per
pad. Flywheel housing engine mounting feet are customer supplied. There are no lifting brackets
supplied with the engine; however, two J-hook lifting eyes that hook to the rocker housing lifting bosses
between cylinders No. 1 & 2 and cylinders No. 5 & 6 are available through Cummins Service Tools part
number 3163091. For complete engine and compressor mounting requirements, refer to “Engine
Mounting and Coupling Requirements for CNGE Gas Compression Applications” AEB 24.29.

4.14 Breather
Dual open crankcase breathers are used on the KTA19GC. One breather mounts on the top of No. 6
rocker cover and the other mounts on the No. 4 cam follower cover. Breather hoses must be kept routed
tight to the engine block to prevent freezing in winter. If a customer supplied “catch bottle” is installed to
collect breather tube oil mist, it must be mounted so the crankcase breather flow is not restricted.

4.15 Fan Drive

No option is available on the KTA19GC. Fans and fan drives are customer supplied and can either be
driven directly off the optional Cummins supplied crankshaft pulley or a customer supplied crankshaft
pulley which requires a stubshaft. The KTA19GC comes standard with a stubshaft that is 3.0 inch (76.2
mm) diameter and has a 0.75 inch (19.05 mm) keyway. If the crankshaft pulley is to be customer
supplied, a 9.0 inch (228.6 mm) diameter T. B. Woods 5V905 crankshaft pulley (five-groove V-belt) and
3.0 inch (76.2 mm) ID “E” type bushing or equivalent are recommended in order to be compatible with
the stubshaft.

4.16 Alternator
A single Delco-Remy 24V-35 amp alternator option is available for the KTA19GC and is driven by a five-
rib poly-belt off the right front accessory drive. Alternator drive ratio is 2.90:1.The alternator is non-
shielded and does not meet CSA requirements.

4.17 Starter
Two starter options are available for the KTA19GC, an air/gas starter and an electric starter. The
air/gas starter is made by TDI, model No. T312-I and requires a minimum of 30 psi (207 kPa) supply
pressure for starting. Maximum supply pressure should not exceed 60 psi (414 kPa). The electric
starter is a Delco-Remy 24V, 39MT. For complete starting and electrical system requirements, reference
“Cummins Branded Starters, Alternators and Fuel Shutoff Solenoids” AEB 111.15.

4.18 Accessory Drive

No option is available on the KTA19GC. The only accessory drives are on the right front and left front
of the engine. The right front accessory drive (1.68:1) is used to drive the alternator. The left front
accessory drive (1:1) is used to drive the fuel pump governor drive (gear housing, rear side) and the LTA
water pump (gear cover, front side). The LTA water pump drive ratio is 1.86:1.

4.19 Hydraulic Pump Drive

No option is available on the KTA19GC.

4.20 Cold Weather Operation

No special cold starting aids are required for the KTA19GC since gas compression engines operate 24/7
and are typically enclosed in buildings in extremely cold climates. For extended shutdown periods

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where the engine can cold soak overnight, follow recommendations for customer supplied coolant and
lube oil heaters in “Cold Weather Operation - High Horsepower” AEB 174.05. Ether injection or intake
air grid heaters are not recommended cold starting aids for the KTA19GC and must not be used.

7. Revision History

Date Author Change Page(s)

Nov 24, 2009 C McFarden Add Cooling System Safe Draw/Return Information 5, 6
Feb 28, 2008 B Revier Added information on preferred venting locations 4
Corrected NOx value to match datasheet 1
Removed information on options and installation that can be 9
found on GCE
Feb, 2006 C McFarden Add reference to Catalyst ratings on Title and Introduction, All
Add Catalyst FR to Fuel Rating Sec. 3, Change Engine
Mounted Regulator to Customer supplied, Sec 4.9, Revised
Option list
Mar, 2004 C McFarden Revised CPL No., FR No., Configuration No., Product Identifier All
No., and Pricing Specification No. in Section 3. Revised
ambient temperature start of derate from 77 F to 100 F in
Section 3.1. Revised engine envelope dimensions in Section
4.1. Added reference for “Cummins Recommended Lube Oils
for Natural Gas Engines” Service Bulletin 3810340 to Section
4.8. Revised carburetor fuel supply inlet port size from 2 inch
to 1.5 inch, added Fischer S201 secondary gas supply
pressure regulator is now Cummins supplied, added
guidelines around handling of liquid hydrocarbons in the fuel
gas supply and requirements for when a customer supplied
coalescing filter is required to Section 4.9. Added spark plug
gap spec to Section 4.11. Added maximum “LTA coolant
temperature into engine aftercooler” and maximum “TIT”
temperature specs to Section 4.12. Updated air/gas starter
supplier from Austart to TDI in Section 4.17. Revised LTA
water pump pulley drive ratio from 1.94:1 to 1.86:1 in Section
4.18. Revised and updated various options under configuration
option structure in Section 5.1. Revised and updated various
options under CSL Pricing Spec in Section 5.2. Updated
reference documents in Appendix in Section 6.

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Jun, 2003 C McFarden Removed references to rich burn rating availability in All
“Introduction” and Section 3. Changed maximum ambient
temperature before derate from 100 deg F to 77 deg F in
Section 3.1. Added “Exhaust System” Section 4.4. Changed
maximum IMT limit from 140 F to 170 F in “Cooling Systems”
Section 4.5. Added “Coolant Treatment & Filtration” Section
4.6. Added “Cooling System Connections & Venting” Section
4.7. Added Murphy automatic oil level maintainer system
information in “Lubrication System & Oil Recommendations”
Section 4.8. Added fuel shutoff valve requirements in “Fuel
System” Section 4.9. Added “Governors” Section 4.10. Added
CSA safety information in “Ignition System” Section 4.11.
Added “Engine Protection & Safety Shutdowns” Section 4.12.
Added “Engine Mounting” Section 4.13. Added “Breather”
Section 4.14. Added “Fan Drive” Section 4.15. Added
“Accessory Drive” Section 4.18. Added “Hydraulic Pump Drive”
Section 4.19. Added “Cold Weather Operation” Section 4.20.
Updated “Options List” Section 5.1 and “CSL Pricing Spec”
Section 5.2 with recent option structure changes/additions.

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