Gas Compression

[AlH]

I forgot to address the G3500 EIS configuration.  These engines can be upgraded to ADEM 3, either as the NTE 2 gm/NOx version.  This version does not meet the current NSPS rules in the US for emissions.

Or the Bbbbb3500 EIS can be converted to the later G3500B configuration which has a 0.5 gm/NOx or a 1.0 gm/NOx rating. The upgrade to the G3500B configuration is much more expensive because it is more than just a control system/wiring upgrade.  The G3500B conversion also includes, cylinder heads, turbochargers, exhaust manifolds, engine oil cooler, ADEM 3 control system and wiring, new fuel system, new two stage aftercooler system, new coolant lines, new pistons, and other supporting iron for these major components.  A number of engines have been upgraded to the G3500B configuration.

Al Hunt

[Seko]

I have a similar problem ..

i use number  G3608 driving pumps . all up 4WF-68 , using hydrax actuator system , ESS , no magneto the 24 vdc is comming from external source .

the errors are detonation (325-00) , lose of power (insuficeint boost 106-01) , misfire errors (529-02 , 529-13).

it seems it all goes around the air/fuel ratio and the way the control system manage it , we didn't try alot of changes and tests like SILVERCLOUD (only check valve and spark plug change , actuators links) but i found adjusting governer affects the errors in a way that if you remove the detonatio then the misfire and 106-01 appears , vise versa !!!!

these errors give me a headache , last thing i found if you adjust the BTU to a low value , i mean much low the actual one , the engine runs with only detonation from time to time , as the low btu makes the engine calculate low air/fuel ratio which in turn means that it needs less amount of air to burn that low quality fuel then it demands a low pressure from the turbo charger (wast gate) , so it will not requir alot of power from exhaust that in turns mean that if you have misfire in some cylinders it won't be much problem as on demand for hi inlet air prussure , also if you have moderate load the engine will never go above the 50% load percent , because the engine takes the demanded air inlet pressure as indication to the load (CMS gauge #6) , and the engine  gos into feedback mode only when engine load is steady for couple of minutes above 50% , so the engine in this case will feel the load much less and behave like as it's in the PC CAL mode (taking the inlet air as indication to the load is a big mistake in this engine as i think).

 low BTU result in highr emissions and the detonation still exist from time to time specially when the slight change in load , which make me think around the gas governer agian , at the present i try to keep the engine load under 50% by low BTU and try to make the work required with more units ( use two units at same time to deliver the required output instead of one to keep each under 50% load.

but still don't exactly understand where is the exact problem although i'm sure it's about the air/fuel ratio control method.

i 'll be happy if this discussion about that error comes with a solution. thanx

[AlH]

These problems with the G3600 with the ESS control has historically been almost always related to the wiring system.  There are many wires and terminals which are susceptible to the engine vibration.  When the integrity of the continuity of the control wiring fails, the ECM cannot control the engine as desired.  That is one of the best benefits of converting to the ADEM 3 control system; reliability. 

Another improvement of the A3 control strategy is the additional air/fuel ratio control at the low load operating mode.  Cat calls this the "Exhaust Temperature Feedback Mode" and operates when the engine is operating at less than 40% load.  The ECM uses the choke to control the air/fuel ratio control in this mode.

The most important thing for the G3600 to achieve reliable performance is to have the engine correctly setup; the PC CAL procedure must be performed correctly and the engine must be in good mechanical condition.  The inlet, exhaust, and most importantly, the gas admission valve lash adjustments must be correctly adjusted.  The combustion feedback system must be is good condition.  The engine cannot be correctly tuned if there is excessive misfire; this MUST be fixed first before attempting to tune the engine.  Service Manual RENR5908-11 and later issues have the correct tuning procedure listed in the section "BTU and Precombustion Chamber Adjustments".  If you follow this procedure on a good mechanical condition, the engine should perform as well as it can.

If the G3600 ESS operates at less than 50% most of the time, the ECM cannot maintain the correct air/fuel ratio as the choke is controlled to a fixed position; there is no feedback.  Under these operating conditions, I recommend that the G3600 ESS be converted to the A3 control system for better air/fuel ratio control under 40% load.  The air/fuel ratio will be better controlled because the ECM is using the exhaust temperature as feedback to dynamically the choke to control air/fuel ratio.  You will have to tweak the A3 system for the best results when operating continuously below 40% load.

If you have an engine with misfire, and are running under a high load, this misfire can cause the other cylinders to experience detonation.  When this happens, the indicated load also goes up as the engine momentarily does use more fuel to compensate for the cylinder misfire (loss of horsepower) when it occurs.

I hope this helps understand some of these problems with the ESS control system.  I have seen G3600 ESS availability achieve 98+% availability but it usually takes a lot of time, keeping the wiring harness in the best integrity (no shorts or loose connections).  The A3 control systems easily achieves 98+% run time because the integrity of the A3 wiring harnesses is at a much higher level than the ESS wiring harnesses.

Best Regards,

Al Hunt