Application

Engineering
Bulletin
Subject This AEB is for the following applications:
Auto & Bus Installation Requirements
L Gas Plus Automotive Industrial Marine

G-Drive Genset

Date: February, 26, 2007 AEB Number 21.58

Engine Models included: L Gas Plus

Author: Rick Mason Approver: per Procedure 9183OPS-04-10-01 Page 1 of 13

This AEB transmits updates to the Automotive and Bus Installation Requirements for L Gas Plus Natural Gas
Engine.

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Automotive and Bus

Installation Requirements
L Gas Plus Guidelines

DOCUMENT OVERVIEW
Cummins Westport, Inc (CWI) has developed a new spark ignited lean burn engine called the L Gas Plus which
uses natural gas fuels. These Installation Requirements describe the unique features of the L Gas Plus engine
and how these features affect their installation. Use these requirements as a supplement to the various
Cummins Automotive Diesel Installation Requirements and specific Installation Requirements, that apply to
natural gas engines. Refer to the appropriate Engine Curve(s) and Data Sheet(s) for additional information.

Additional information on the L Gas Plus engine can be obtained from AEB 10.104

In order to obtain Cummins concurrence for an engine installation, the following requirements must be
met:
• A minimum of 6 inches of clearance above the valve cover is required for spark plug and ignition coil
removal.
• The low-pressure fuel filter (provided by Cummins and installed by the OEM) must be easily accessible for
draining per service intervals, or as conditions require. The drain must not be above any electrical compo-
nents, or the exhaust manifold.
• The CCV filter restriction indicator must be visable and the filter easily serviceable.
• Accessory oil flow must not exceed maximum value of 2 gpm (excluding air compressor and REPTO)
• The CWI provided turbo inlet elbow with sensors must be used.
• The maximum loading on the turbo inlet elbow and hose connection must not be exceeded.
• The exhaust manifold, turbocharger, catalyst, and Heated Oxygen Sensor (HOS), must not be wrapped or
insulated with any material.
• The CWI provided heated oxygen sensor (HOS) must be installed per requirments in the OEM exhaust
plumbing.
• Internal Grommet Temperature of the HOS must not exceed 390 °F (200 °C) and the orientation of the
sensor must be +/- 80 degrees from vertical on the top side of the exhaust adapter or exhust pipe.
• The OEM must install an exhaust back pressure sensing line from the exhaust adapter or exhaust pipe to
the accumulator connection on the cylinder head.
• The complete exhaust system must meet the backpressure specifications with a catalyst. See data sheet for
these backpressure values and AEB 21.20 (Natural Gas and LPG/Propane Catalysts) for installation
recommendations.
• Natural Gas must be supplied to the engine at a steady pressure (+/- 10 psi variation) between 70 psig
minimum to 150 psig maximum under all conditions and fuel flow rates. Gas temperature should be -40 °F
to 200 °F. Fluctuating pressure may result in engine operating problems.

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• An electric fuel shut-off solenoid, controlled by the ignition switch, must be installed as close to the tank(s)
as possible (This is an OEM supplied component).
• The cooling system must have a surge (reservoir) tank, which the engine vent and VG turbo vent are
plumbed to. No check valves can be used in the vent lines.
• Cooling system fan control must use a direct coolant temperature and intake manifold temperature sensing
(Refer to AEB 21.38 for values) or uses ECM fan control.
• Surface temperature at the CM556 ECM must not exceed 220 °F (104°C).
• The VG turbo air supply must meet the volumetric flow and quality (dryness and particulate size)
requirments. An air dryer must be used.
• Exhaust brake systems must not be used.
• Engine compression systems must not be used
• Ether systems must not be used.

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SERVICE ACCESSIBILITY
Providing quality service is essential in obtaining customer satisfaction. Besides meeting the service
accessibility requirements in AEB 21.19 that apply to the L Gas Plus engine (Excluding the diesel fuel system
items such as fuel filter, injector, lift pump, etc.), the following unique natural gas engine components require
service and/or must be readily accessible:
• Spark plugs and ignition coils – Requires 6 inch clearance above the valve cover.
• Low pressure fuel filter (for draining and changing filter) – must be easily accessible and the drain must
not drain onto electrical components or the exhaust system
• CCV Filter and pressure restriction indicator – the restriction indicator must be easily visable and the
filter easily serviceable.
• Heated Oxygen Sensor (HOS) – must be accessible for service

LUBRICATION
The L Gas Plus engine requires a unique low ash 15W40 oil. Please refer to the Owner’s manual for
specifications and approved oils. The amount of engine oil flow that can be used for external accessories, not
including air compressor and REPTO, will be 2.0 gpm.

AIR INTAKE SYSTEM

The air intake system requirements are the same as the ISL diesel. Refer to the engine data sheet for airflow
and performance data. The L Gas Plus is supplied with a turbocharger air nlet elbow. This elbow must be
used because it houses engine sensors for the turbo inlet conditions and the CCV return. This elbow may be
rotated for OEM installation flexibility within the limits specified. The maximum loading on the elbow and hose
connection must not be exceeded.

EXHAUST ADAPTERS AND HEATED OXYGEN SENSOR (HOS)

Applications currently using C Gas Plus or the ISL diesel, will require modifications to adapt their exhaust
plumbing to the L Gas Plus engine.
Unlike the C Gas Plus engine, Cummins will not supply an exhaust adapter that houses the exhaust
backpressure sensing port and the heated exhaust oxygen sensor (HOS). For the L Gas Plus the OEM will
have the responsibility of installing the Cummins supplied exhaust oxygen sensor in their exhaust piping and
supplying an exhaust back pressure sensing line from the exhaust pipe to an accumulator housing mounted on
the engine cylinder head. The OEM must ensure that these components are installed in accordance with the
Cummins Installation Requirements specified for the L gas Plus.
The HOS must be oriented with tip downward at the top of the exhaust piping (+/- 80 degrees) as shown in
illustration on page 6. This helps prevent moisture intrusion. The location of the HOS sensor and backpressure
boss must be in the same cross section of the exhaust pipe and no closer to the turbocharger outlet than 12
inches and no farther away than 18 inches as measured along the center line of the tubing.
The backpressure fitting should also open downward to prevent water intrusion and separated from the HOS
mounting boss by at least 45 degrees. Minimum of 10 degree downward slope (similar to HOS orientation) is
recommended.
When installing the HOS and backpressure tube port in a vertical or near vertical orientation of pipe it may be
difficult to achieve 10 degree slope on the HOS. In this case, the sensor and port must be located above
horizontal at all times, that is, the production tolerances must not result in HOS or backpressure boss being
below horizontal (HOS tip or backpressure tube opening slope upward) on any installation. This normally would
require a slight angle in the design to assure proper slope.
The HOS should be mounted in an M18 threaded boss with sufficient thread depth to cover sensor threads.
The sensor boss must be installed to allow full exposure of the sensor tip. Boss Thickness at the thread
diameter should not exceed 10.5mm. See illustration on page 7.
Some systems may require special interpretation of these guidelines due to complex geometries. Contact
Cummins Applications Engineering if review of a specific new exhaust system design is required.

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The backpressure sensor tube must be made of stainless steel (with 37 degree stainless steel tube nuts) and
slope continuously from the exhaust piping to an acummulator housing mounted on the engine cylinder head.
The connection on the acummulator housing is 7/16-20 37 Degree J I C.
The HOS sensor kitted with the engine is used during engine test at Cummins and thus may show signs of use.
The installation torque value of the HOS sensor into the OEM supplied Stainless Steel pipe or casting is 25 +-
2.5 lb-ft. If an anti-seize compound is used, care must be taken not to contaminate the sensing element and it
must be a “lead free” compound.
Pipe should be smooth and free of flow disruptions on inside surface within one pipe diameter of the cross
section that contains the HOS boss. Avoid weld projections and diameter steps or transitions in this region. The
internal grommet temperature of the HOS must not exceed 390o F (200o C), under any operating or ambient
conditions. In general, the maximum HOS temperature will occur on a very hot summer day, after at least 1 hour
of stop-and-go driving, with heavy acceleration and a fully loaded vehicle, but this varies by application. Heat-
soak conditions, after shutdown, can also cause very high temperatures and must be measured.
To avoid heat damage, the HOS wiring must be located away from the turbocharger and exhaust manifold as
as possible or insulated and shielded from heat damage. Attachment or contact of this wiring to the hot
backpressure tube should also be avoided.
The internal temperature of the HOS is measured with a special HOS sensor which has a thermocouple inserted
to measure the grommet temperature. This testing should take place during the IQA with an appropriate duty
cycle. A instrumented HOS may be obtained through Cummins Application Engineering. Figure 1 shows how
to instrument a HOS if neccessary.

Figure 1

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Exhaust Pressure sensing

HOS Sensor boss and Exhaust line boss. 1/8 in NPTF.
Pressure Sensing line boss must be Stainless steel fitting
in the same cross section of the Cummins pn 3017096 or
pipe. This cross section should be equivalent must be used
smooth and free of flow disruptions
for approximately one diameter of
length.
HOS Sensor boss. Thread
depth not to exceed 10.5mm

Backpressure Port and HOS Installation

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Elbow Mounting Considerations

Recommended Thread
depth 7 to 10.5mm

HOS sensor thread depth dimensions

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HOS Sensor Installation Dimension Reference

Important: HOS mounting boss cannot be over 10.5mm thick at area of M18 thread to allow sensor tip to
extend well into the exhaust flow.

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Approximate Location of Accumulator OEM connection port , Check actual location with the latest CAD
models.

79 mm to Center
line of Crank

733 mm to FFOB

529 mm to
Center line of
Crank Exhaust port # 5 Cylinder

7/16 – 20 JIC 37 degrees.

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EXHAUST SYSTEM
The L Gas Plus engine utilizes an oxidation catalyst to achieve its low emission level. Refer to the specific
engine rating for the appropriate catalyst part number. These catalysts are different than the catalyst used
on the diesels and they are required on all applications.
Use of a catalyst requires stainless steel exhaust piping and adapters, between the turbocharger and catalyst.
Installation recommendations for natural gas catalysts are contained in AEB 21.20 (Natural Gas and LPG
Catalysts). This AEB should be used as a guide for any exhaust system design work.
The surface temperature and radiated heat from the engine and exhaust piping, is higher than with diesel
engines. Typical temperatures are between 1000°F & 1200°F. Fuel lines, hoses, wiring and rubber components
should be located away from the exhaust piping. Heat shields must be used if any components are within 12
inches of the exhaust piping, turbocharger, exhaust manifold or catalyst.
Note: The catalyst outlet temperature may be higher than the catalyst inlet temperature.

FUEL SYSTEM
Fuel pressure control is vital to the proper operation of the L Gas Plus. For the engine to operate properly, fuel
pressure must be delivered to the engine fuel inlet at the pressure and flow rate listed on the engine data sheet.
Natural Gas must be supplied to the engine at a steady pressure (+/- 10 psi variation) between 70 psig minimum
to 150 psig maximum under all conditions and fuel flow rates. Fuel temperature should be -40 °F to 200 °F.
Fluctuating pressure may result in engine operating problems. Fuel delivery is monitored electronically by the
engine mounted CM556 ECM..
A low-pressure fuel filter is mandatory and is Cummins supplied. It is to be remote mounted and plumbed by the
OEM. Hoses used with the remote fuel filter arrangement must be approved for use with natural gas. Use of a
non-Cummins filter will invalidate any warranty applicable to the engine for the fuel system components if poor
fuel quality is found to be the cause of failure. The low-pressure fuel filter must be located where it can be easily
drained for meeting service drain intervals or as conditions require.

Note: The low pressure fuel filter drain location must not be directly above components such as starters,
electrical solenoids, etc, which can not withstand oil or water splash, or above the exhaust manifold.

It is recommended and may be required by some regulatory agencies, that a clearly labeled quarter-turn manual
shutoff valve be installed near the fuel tank, for service and emergency use.
The engine fuel module has an integrated solenoid shutoff valve that cuts fuel to engine when the ignition switch
is off, engine speed signal lost, or certain engine protection criteria are exceeded. The engine controller opens
this valve during cranking but will close the valve if the engine stops. This shut-off valve does not fulfill the
requirement for an OEM installed solenoid shut-off valve.
The OEM is required to install an electric solenoid valve, (before the high-pressure regulator for CNG systems
and line regulator for LNG systems) to create a redundant fuel shutoff, in case of system leaks or collision
damage. It should be as close to tank as possible to minimize the amount of plumbing that remains pressurized
when it is closed. This valve is controlled by the ignition switch (Not the ECM) and will allow the low- pressure
filter to be changed when the ignition switch is off.
The OEM solenoid valve should be of normally closed design and open only when the key is ON. Additional
switches may be used to control this valve such as oil pressure, collision detectors, gas detectors, etc. Care
should be taken to allow this valve to open during cranking and initial start-up or warn operator of the condition
that is preventing fuel flow.
Fuel supply hoses & fittings must be approved for natural gas use. Fuel supply at engine must meet flow rate
and pressure requirements listed on the data sheet (Refer to AEB 21.17 & 21.25 for additional information).

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COOLING SYSTEM
The L Gas Plus engine is similar to the C Gas Plus and ISL diesel, using an engine coolant radiator and charge
air cooler. Refer to the engine data sheet for heat rejection information, used in sizing the radiator and charge
air cooler.
A surge (reservoir) tank is required. The engine coolant vent and VG turbo vent must be plumbed to the surge
tank and check valves cannot be used in the vent lines. These lines must not sag or dip, but be on an upward
slope from the engine to the surge tank.
Coolant supply for the high-pressure/1st stage regulator (CNG fuel system) or vaporizer (LNG fuel system) can
be taken from an available coolant supply port on the engine. The coolant return line from regulator or vaporizer
must be plumbed to any point on the suction side of the water pump (except fill line) and should not contain any
shut-off valves.

AEB 21.24 is supplemental information concerning charge air cooler installation recommendations.
Intake manifold temperature control is very important on spark ignited engines. The vehicle’s cooling system
fan control must have direct coolant temperature and intake manifold temperature sensing (Refer to AEB 21.38
for values) or use ECM fan control. The L Gas Plus engine has a fan control feature available that can be used
with on/off or variable speed fan drives.

ENGINE COMPARTMENT HEAT

Ventilation of the engine compartment is critical, due to increased radiated exhaust heat, as compared to the
diesel product. Provisions for airflow through the engine compartment, particularly at idle, are recommended.
Temperature cannot exceed 220 °F (104 °C) when measured at the ECM.
Special consideration should be given to catalysts, mufflers, exhaust piping, and associated mounting hardware,
which are mounted inside and outside the engine compartment. Fiberglass panels, wiring harnesses, etc, may
be affected by excessive heat, if the engine compartment is not adequately vented.

COMPRESSED AIR SYSTEM

The air compressor supply air can be plumbed to the charge air piping, upstream of the fuel mixer for a
turbocharged (or boosted supply) version. The air compressor supply air can be plumbed to the air cleaner
outlet pipe/turbo inlet pipe for a naturally aspirated version.

See AEB 20.11 concerning Installation Requirements for Air Compressor Systems.

CAUTION: The compressor air supply must NOT be plumbed so that an air/fuel mixture can enter the
compressor. DO NOT MODIFY COMPRESSOR PLUMBING, please consult Cummins Application
Engineering.

The L Gas Plus requires a pressure-protected vehicle air supply to the VG turbo. The airflow requirement is 1
liter/ minute of air under normal operating conditions. During periods of rapidly changing load on the engine, the
turbocharger actuator will require 75 liters/minute for a duration of 0.2 seconds. The Herion air valve controls the
turbocharger actuator and is mounted atop the engine. The OEM must plumb air to this valve and connect to an
M12 straight thread o-ring port. The allowable water content of the air supplied to the Herion valve must have a
maximum dew point of 40 C (104F). The maximum particle size in the inlet air is 160 microns. Maximum air
pressure supplied to the Herion is 184 psi. (12.5 bar). An air dryer is mandatory in order to meet the air quality
requirements of the VG turbo actuator.

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IGNITION SYSTEM
The Ignition Control Module (ICM) provides a signal to the coils, which supply high voltage for the spark plugs.
The ignition system features single spark discharge and multiple spark discharge for optimization of power.

WARNING: The Ignition System can deliver up to 40,000 volts to the spark plugs. Extreme care should
be taken when working with this high voltage system.

The ignition system can withstand ambient temperature extremes from -40 °F. to 220 °F. The CM556 supplies
information to the Cummins Ignition Module to provide the appropriate spark depending on engine demand.

WIRING HARNESS, FAULT LAMPS, STARTER SUPPLY, ENGINE PROTECTION, ACCELERATOR

PEDALS, SWITCHES, & POWER REQUIREMENTS
Please refer to AEB’s 15.35, 15.36, 15.37, & 15.38 (CM 556 Electronic Sub System Tech. Pkgs.) for all
electrical interfaces and requirements.

POWER TRAIN
For acceptable performance, the transmission should allow the engine speed to remain above peak torque rpm
after all full throttle up shifts.
The low speed response and governed speed differs from the ISL diesel ratings, thus special consideration to
transmission model, the converter match (for automatic transmissions), transmission gear ratios, and rear axle
ratios is required.
Automatic transmissions with torque converters and manual transmissions with clutches are approved for use.
Any transmissions, or clutches, must be sized for the power rating selected.

Matching of driveline components is the same procedure as used with the diesels. Calculations should be based
on rated speed of the engine and matching the horsepower/torque curves for the selected power rating.

ENGINE BRAKE AND VEHICLE DRIVELINE RETARDERS

Engine compression or exhaust brake systems ARE NOT allowed. Driveline retarders or retarders in the
transmission can be used.

COLD STARTING AIDS

Cold starting aids, such as ether, which are introduced through the air intake system of the engine, can NOT be
used. Aids such as engine coolant heaters and oil pan immersion heaters are recommended for vehicles started
in temperatures below 10 °F (-12 C)

The L Gas Plus engine is designed to start unaided, at a temperature of 10 °F (-12 C) and above. However, cold
start procedures/recommendations should be implemented per the Owner’s manual when ambient temperatures
fall below 10 °F (-12 C). Care should be taken to allow the engine to warm up until normal operating
temperatures are achieved prior to placing vehicle(s) into service.

Refer to data sheet for starter requirements.

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CLOSED CRANKCASE VENTILATION SYSTEM

The Closed Crankcase Ventilation System (CCV) is a requirement by the Environmental Protection Agency
(EPA) and is an integral part of the L Gas Plus engine. Crankcase vapors, or blowby gases, are those gases
that escape past the piston rings during engine cycling. These gases accumulate in the crankcase and in an
open system vent into the atmosphere. This system recirculates the crankcase vapors back to the turbocharger
inlet.

The L Gas Plus utilizes a CCV system that uses a filter and pressure regulator. Blowby gases evacuate from
the crankcase through a hose and travel toward the CCV unit. The unit then uses a pressure regulator to control
crankcase pressure and a filter to remove the oil from the saturated crankcase vapors. The filtered gasses
return through the intake air side of the turbocharger, while the filtered oil returns to the oil pan.

The CCV system for the L Gas Plus comes mounted and completely plumbed with the engine. This system
should not be modified in any way.

Date Author Description Page(s)

Feb 26, 2007 Rick Mason Added additional HOS mounting requirements 4-8
HOS Location from turbocharger 12 to 18 inches, was
8 to 18 inches
HOS mounting boss thickness not to exceed 10.5mm,
this specification addded
June 2004 Rick Mason Initial Release

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