User Manual For KGPI Genset DV0.083.02.0.PR

Dear Customer,
We are happy to welcome you to the community of thousands of satisfied users of Kirloskar Green Power
Ideas diesel generating sets.
Each Kirloskar Green genset is a result of painstaking research by us over decades. The research takes
into consideration the arduous operating conditions and user practices to create a world class reliable
product.
We have not only designed the genset, but also its major aggregates – Kirloskar Green AC Generator,
Sound Proof Outdoor Enclosure and Control Panel.
This User’s Manual of Kirloskar Green Power Ideas genset has been prepared by keeping in mind needs
of most of the users. Thus, the manual only illustrates user serviceable maintenance practices and
parts. In case you desire more detailed information about the genset, its engine, AC generator, or control
panel, please let us know.
We are sure, Kirloskar Green Power ideas genset will serve you well for years as you continue to
maintain it as presented in this manual.
Yours faithfully,
For Kirloskar Oil Engines Ltd.,
Pune, INDIA
Head, Power Generation Business

While asking for assistance to our Authorized Service Dealer,
please provide the following information.
Your Name & Phone or Mobile Number.
Engine Serial Number.
Name of the Company.
Engine Location.
General Description of assistance required.
And the service will be on its way.
In the very unlikely event of you are not receiving the prompt attention
from our eld force, following are the contact details of our Help Desk
and area e for your assistance.
KIRLOSKAR OIL ENGINES LTD.

LAXMANRAO KIRLOSKAR ROAD, KHADKI, PUNE - 411 003.
Email ID - koel.helpdesk@kirloskar.com
www.koel.co.in
PREFACE
This manual deals with the Kirloskar Green Power Ideas (KGPI) genset operation. The manual also explains
components and parts which a user can service on their own. The maximum performance of the genset
largely depends on its proper maintenance and upkeep. So, please ensure proper Genset maintenance as
per the instructions and schedule given in this manual. This user manual is divided into 6 Sections. These
relate to Genset, Diesel Engine, Alternator, Warranty, Customer Service, Area Office Contacts and Check
Call Cards. Please go through a synopsis of each section.
Section A – Genset Warranty
The Warranty Section is most important for you to understand completely. It gives you description
of all the “ifs and buts” of the warranty clauses and the means to get benefit from KGPI extended
warranty. It also contains a log sheet that you need to fill religiously. Please record the daily running of
the DG set and various parameters.
Section B – Customer Service Package
To ensure maximum life and best performance of your genset, we provide free commissioning
checks and maintenance checks. KOEL Service Dealer will carry out free service checks as mentioned in the
package. Please keep in mind that you would be required to pay for the consumables like lube oil filters,
fuel filters, lube oil, etc.
Section C – Genset User Manual
This Section takes you through to understand each aspect of the genset, its major components and
their operation. Chapter 3 tells you about the installation procedures and subsequent chapter take care of
the electrical control systems and optional equipment that can be used. You must read Chapter 6 and 7
thoroughly to understand the maintenance procedures for genset and batteries.
Section D – Engine User M anual
This part of the manual gives you a complete understanding of the engine operation and
maintenance from a user perspective. All the fluid systems, namely, lube‐oil, fuel oil, cooling liquid flows
have been described because the upkeep of these three systems is significant to obtain optimum
performance from the engine. Later in this section, you must go through to comprehend the trouble‐
shooting, remedial and engine preservation measures. This section takes care of all the models of engines
used in a KGPI genset. Efforts have been made to highlight those specific areas which are unique to a
particular engine model.
Section E – Alternator
Here we have given you a brief knowledge about the Kirloskar Green (KG) Alternator coupled to the
diesel engine. User needs to read the safety requirements and all the “do’s & don’ts”. In the end, you are
provided with the fault, cause and repair tables so that every time you don’t need to rush to a mechanic.
Section F – Service Netw ork
KGPI takes care of you anywhere everywhere. And this last section contains the information (contact
details) of our zonal offices, area offices and service dealer locations. Each time you run into a problem
with your genset, just look for your nearest office/service dealer location in this section and KGPI will take
care of the rest.
Intimation Card
Please ensure that your manual has the intimation card. We request you to fill the required details
completely in the intimation card and post it to us immediately.
CONVENTIONS
Each warning/most important instruction in the manual succeeds the sign.
All the significant procedures are highlighted in bold letters in the manual.
All the illustrative diagrams in the manual show only the user-serviceable parts. The
numbers in the round boxes for every part are described below the illustration.
The logo displayed at the top corner of each page is the Kirloskar Green Power Ideas
brand logo.
Authorized GOEM
Service Dealerships
*
KOEL Area Offices
Service
State Address Telephones M obiles
M anager
Kirloskar Oil Engines Limited Anil Pandey 011‐28715826 +91‐
4‐C/6, New Rohtak Road, 919910116895
New Delhi Opp. Liberty Cinema,
Karol Bagh,
New Delhi‐110005
Kirloskar Oil Engines Limited Ravindra Kain 0161‐ +91‐
Plot No. 12, Sherpur Chowk, 2546667/668/669 9810937556
Punjab N.P.C. Tempo, Union Street,
Near Arun Gas Godown,
Ludhiana – 141 003
Kirloskar Oil Engines Limited Varun Bali Tel :0141‐ 2370007 / +91‐
Rajasthan Plot No. 3, Purohit Ji Ka 2370014 9829205552
Bagh, Off M. I. Road, Jaipur
– 302 001
Kirloskar Oil Engines Limited Kapil Shah/ 0522‐2741440 / +91‐
498/143 KA, New Faizabad Sudhir 2741441 9918000838
U.P. Road, /7678893875
Near IT College Crossing,
Lucknow – 226007
Kirloskar Oil Engines Limited Manna Arindam 033‐22170858 +91‐
Poonam Building, /60/61 9674003617
Flat No. 8A and 8B, 8th
West Bengal
Floor,
5/2, Russel Street,
Kolkata – 700071
Kirloskar Oil Engines Limited Mohit 0361‐
29, 1st Floor,G.N.B.Road, Choudhary 2131334/2457616
Assam Pan Bazar,
Above Avery India Ltd.,
Guwahati – 781 001
Kirloskar Oil Engines Limited Santanu Das 0674‐ +91‐
No. 178/A, Zone‐B, 2588021/2588047 9778477870
Odisha Mancheswar Industrial
Estate,
Bhubaneshwar – 751010
Kirloskar Oil Engines Limited Narendra :+91‐
Meena Plaza, South Kumar Roy 9031061077
Museum Road,
Bihar
Budh Marg,
Patna – 800001
Service
State Address Telephones M obiles
M anager
Kirloskar Oil Engines Limited Kumar 0651‐ +91‐
C/O Shri Ram Logistics Prabhakar 2301197/2211255 9771417061
Services,
Jharkhand 4P, 4th Floor, Shri Gopal
Complex,
Kutchery Road,
Ranchi – 834 001
Kirloskar Oil Engines Limited Kadhirvel 044 ‐ 3744624/625 +91‐
Nelson Towers, 1st Floor, /Bharanikumar 7299995717
2nd Wing No. 51, /9444990295
Tamil Nadu
Nelson Manickam Road,
Aminjikarai,
Chennai – 600029
Kirloskar Oil Engines Limited Vardhaman 040‐ +91‐
D No. 5‐2‐220 To 222 Deepakkumar 27534197/27534176 9550500066
2nd Floor, Sri Padmavathi
Andhra Towers,
Pradesh Hyderbasti, Opp Andhra
Bank, Ranigunj,
Secunderabad – 500003
Kirloskar Oil Engines Limited Vijay T B 080‐25587562/ +91‐

15, Shri Laxmi Complex, 3rd 30578174 9900021100
Floor, St. Marks Road,
Karnataka
Opposite Bowring Institute,
Adjacent to India Garage,
Bangalore – 560001
Kirloskar Oil Engines Limited Shaji Mathew 0484‐ +91‐
No. 39/2694‐A1, Anugraha, 2385756/2385757 9744716767
Kerala
Panthiyil Lane, Warriam
Road, Cochin – 16
Kirloskar Oil Engines Limited Prashant Falke : 0731‐3913101/11 :+91‐
B‐1, Radhakrishna Complex, 9826026463
10/1, Manorama Ganj,
M.P. Geeta Bhawan Square,
AB Road (Agra‐Mumbai
Road),
Indore – 452 001
Kirloskar Oil Engines Limited 079‐
Ground Floor, ‘D’ Block, 26929687/26929689
Gujarat Pruthvi Complex, Near
Jodhpur Char Rasta,
Ahmedabad – 380015
Kirloskar Oil Engines Limited Malay Amin/ 020‐ +91‐
Maharashtra Laxmanrao Kirloskar Road, Rohit Patil 25810341/25815341 9922431561/
Khadki , Pune – 411003 9881495639
INDEX
Section A - Warranty
Section B - Customer Service
Section C - Genset
Section D - Diesel Engine
Section E - Alternator
· Best Quality Products Delivered
Operational and Maintenance Manual:
Diesel Genset
Warranty
Important
1. This warranty is applicable for Kirloskar Green Power Ideas (KPIG) gensets
manufactured by/under license from Kirloskar Oil Engines Limited (KOEL). Before
commissioning of the genset, please go through the contents of this Warranty
Section carefully.
2. For details of KOEL Authorised Service Dealer for your genset, please contact KOEL
Helpdesk.
3. For availing the warranty services please ensure following:
a) Produce this warranty booklet to KOEL authorised Service Dealer, when

requested.
b) Carry out first service check (G1) at 50 hours or 30 days from date of
commissioning, whichever is earlier. Carry out second service check (G2) at
250 hours or 6 months from date of commissioning, whichever is earlier.
Thereafter carry out subsequent service checks at every 500 hours or 6
months, whichever is earlier provided KOEL Premium Oil is used in the
engine.
c) Use recommended grade of lube oil and ensure periodic change of lube oil, as
recommended.
d) Use genuine air filter elements, lube oil filter elements, fuel filter elements,
coolant and additives, sourced from KOEL Authorised Service Dealer.
e) Please maintain the log-book for the genset at your end. The suggested
format for log-book is provided on page A-9.
f) Carry out all preventive maintenance and repair work of genset, through KOEL
authorised service dealers only.
g) The performance of genset depends on the quality and grade of lube oil and
periodic preventive maintenance. To ensure the genuinity of oil, KOEL has
launched the lube oil branded as K-Oil Premium. Please use K-Oil Premium
and genuine filters sourced through KOEL authorised parts and service dealer
and avail extended warranty.
$
Diesel Genset
Please provide following details to our Authorized

Service Dealer for quick restoration of your genset.
- Genset Model and Serial Number.
- Engine serial Number.
- Detailed site address
- Contact Person and Telephone/Mobile Number.
- Number of hours run till date
- Nature of failure
$
Diesel Genset
GENSET MODEL AND SERIAL NUMBER
ENGINE MODEL AND SERIAL NUMBER
KG ALTERNATOR SERIAL NUMBER, MAKE AND TYPE
PANEL SERIAL NUMBER
G1 (1ST SERVICE) CHECK CARRIED OUT ON
G2 (2ND SERVICE) CHECK CARRIED OUT ON
SERVICE DEALER'S STAMP AND SIGNATURE
$
Diesel Genset
Use K- Oil Premium Kirloska Genuine filters KCoo Supe Plusandavai twoyears warranty
KIRLOSKAR GREEN D.G. SET WARRANTY
For Power Generation Non-Cellular Application Engines -
This warranty is applicable to Kirloskar Green (KG) diesel genset. The warranty is for 2 years from
the date of installation or 5000 operating hours or 30 calendar months from date of dispatch
whichever is earlier as detailed below, subject to use of Kirloskar K-Oil Premium. Kirloskar
genuine filters. K-Cool Super Plus and services sourced through KOEL authorised Service
Dealer.
For Power Generation Non Cellular Application Engines and KG
Alternator -
The warranty is for 2 years from the date of installation or 5000 operating hours or 30 calendar
months from date of dispatch whichever is earlier, subject to use of Kirloskar K-Oil Premium.
Kirloskar genuine filters. K-Cool Super Plus and services sourced through KOEL authorised
Service Dealer.Refer details in pages ahead.
Kirloskar Oil Engines Ltd. hereby warrants that this Kirloskar Green Genset is free from defects in
material, design and workmanship. This warranty shall be limited for repairs and replacement under
normal use, regular check up and maintenance of the Kirloskar Green Genset as per our
maintenance schedule and purchase and servicing of the Kirloskar Green Genset through our
authorised dealer.
This warranty is the only document given by us warranting the Kirloskar Green Genset. No other
document giving any warranty terms conflicting these contents shall be considered and entertained.
Kirloskar Oil Engines Ltd. is not liable to service, or repair of Kirloskar Green Genset free of costs
during the warranty period, for the Kirloskar Green Genset purchased from person other than an
authorised person or DG set Dealer or AGOEM of Kirloskar Oil Engines Ltd.
Kirloskar Oil Engines Ltd. is not liable for any loss or damage, direct or consequential, labour
charges or the effect of any accident resulting from defective material, faulty workmanship or
otherwise. In any case the liability of Kirloskar Oil Engines Ltd. will not exceed the Kirloskar Green
Genset price or the market value of the Kirloskar Green Genset whichever is lower and shall be
without interest.
Use K-Oil Premium for your Gensets.

For details of K-Oil Premium, please contact our Authorised Service Dealer.
$
Diesel Genset
This warranty does not apply for the following:

1. The Kirloskar Green Genset or engine failure due to any misuse including improper
shutdown, improper handling and adjustments, negligence, over speeding, alteration
of specification and due to accident or Act. of God.
2. Kirloskar Green Genset or engine if not maintained as per the maintenance schedule
given by Kirloskar Oil Engines Ltd.
3. If K-Cool Super Plus engine coolant is not used for liquid-cooled Genset.
4. Damage due to improper installation of the parts, components and accessories.
5. For the parts supplied under warranty or voluntarily or at special rates or free of charge,
the warranty will be applicable only to the unexpired portion of D G Set warranty.
6. Damage due to use of improper lubricant or the lubricant used other than suggested by
Kirloskar Oil Engines Ltd.
7. Normal wear and tear of the components of Kirloskar Green Genset / Engine.
8. For resale of Kirloskar Green Genset or if the Kirloskar Green Genset purchased is
second hand.
Warranty period for DG set components is as below.
For Power Generation Non Cellular Application
•Proprietary parts not manufactured by Kirloskar Oil Engines Limited like:
•Starter
•Alternator
•Fuel injection pumps
Service Dealer.
•Kirloskar Green Alternators
30 Calendar Months from Date of Despatch or 5000 operating hours or 24 calendar months from
date of installation, whichever occurs first.
•All other Electrical Components supplied along with Genset like:
•Sensors
•Switches
•Engine Safety Units
•Actuator
•Controller card
$
Diesel Genset
Service Dealer.
**Warranty is not applicable for fuse & charging bulb.
•Kirloskar Green canopy Components supplied along with Genset like:
•Locks •Hinges • Fuel level gauges • Exhaust fan
Service Dealer.
**Warranty is not applicable for foam,canopy door & panels, bulb, and tubes
•Kirloskar Green Control Panel Components supplied along with Genset like:
•AMF module
•Relay card / board
•LVM / GVM
•Current transformer
•Battery chargers
•Switches
•MCB
•Contactors
Service Dealer.
**Warranty is not applicable for fuse, charging bulb and contactor coil
For Power Generation Cellular Application -

•Proprietary parts not manufactured by Kirloskar Oil engines like:
•Starter
•Alternator
•Fuel injection pumps
•Battery
•Exhaust Fan
$
Diesel Genset
For Power Generation Cellular Application - 15 Calendar Months from Date of Dispatch or 2500
operating hours, whichever occurs first. The warranty is subject to analysis of defect by the
respective authorised dealer of manufacturer.
•All other Electrical Components supplied along with engine like:
•Sensors
•Switches
•Engine Safety Units
•Fuel level gauge
15 Calendar Months from Date of Dispatch or 2500 operating hours, whichever occurs
first. The warranty is subject to analysis of defect by the respective authorised dealer of
manufacturer.
**Warranty is not applicable for fuse and charging bulb.
•Kirloskar Green canopy Components supplied along with Genset like:
•Locks
•Hinges
•AVM
first.The warranty is subject to analysis of defect by the respective authorised dealer
of manufacturer.
**Warranty is not applicable for foam, bulb, and tubes.
•Kirloskar Green Control Panel Components supplied along with Genset like:
•AMF module
•Relay card / board
•LVM / GVM
•Current transformer
•Battery chargers
•Switches
•MCB
•Contactors
first.The warranty is subject to analysis of defect by the respective authorised dealer of
manufacturer.
**Warranty is not applicable for fuse & charging bulb & contactor coil.
Any claim or obligation in connection with the sale or performance of Kirloskar Green Genset shall
be subject to Pune Jurisdiction.
$
Diesel Genset
Conditions precedent to Kirloskar Green Genset warranty.

The Kirloskar Green Genset warranty given by the company is subject to the below condition which
are to be observed by every purchaser/user of Kirloskar Green Genset, without which the warranty
claims if any will be rejected.
A. Proper installation of the Kirloskar Green Genset is the sole responsibility of

the owner of the Kirloskar Green Genset.
B. Operation & Maintenance as recommended by the company within the limits
mandated by the specifications.
C. Any defective part claimed, to be returned to Kirloskar Oil Engines Ltd., if such
part is replaced by the company under warranty, the returned part becomes
the property of the company, this transportation charges to be paid by the
customer.
D. In case of interchange of part between Kirloskar Green Gensets / Engine shall
void the warranty. Unauthorised repair work will make the warranty null and
void.
E. For the proprietary parts not manufactured by Kirloskar Oil Engines Ltd., such
as Fuel Injection Equipment, Electrical Equipment and Instruments etc. the
warranty terms of respective supplier will be applicable.
The warranty detailed above is offered for the Kirloskar green power
ideas Diesel Genset consisting of Kirloskar Engine, Kirloskar Green AC
Generator & sound proof enclosure branded Kirloskar Green and
control panel.
To meet specific customer needs, your Genset may not contain

Kirloskar green power ideas AC Generator, soundproof enclosure, or
control panel. If so warranty for such aggregates may please be availed
from the manufacturers of these aggregates. The seller of the Genset
will be happy to provide you the details.
$
Diesel Genset
Log Sheet
Please find a sample of Log Sheet on following sheets for your reference. You are requested to
maintain a separate log book registering the following mentioned parameters in the table.
Engine_ RPM HP
Date
Daily use in
hours
Hour meter
reading
Coolant
Temp (°C)
Pressure
(Kg/cm2) or
Lube Oil (bar)
Temp
(°C)
Fuel added
(Liters)
Lube oil
added (liters)
Engine
(RPM)
Current
(Amp) 3-
phase or 1-
phase
Voltage (V)
Frequency
(Hz)
PF & kW in
Controller
kWH meter in
Controller
Remarks -
Record
events of
maintenance
/ repairs
$
Diesel Genset
Engine RPM HP
Date
Daily use in
hours
Hour meter
reading
Coolant
Temp (°C)
Pressure
(Kg/cm2) or
Lube Oil (bar)
Temp
(°C)
Fuel added
(Liters)
Lube oil
added (liters)
Engine
(RPM)
Current
(Amp) 3-
phase or 1-
phase
Voltage (V)
Frequency
(Hz)
PF & kW in
Controller
kWH meter in
Controller
Remarks -
Record
events of
maintenance
/ repairs
$
Diesel Genset
Engine_ RPM HP
Date
Daily use in
hours
Hour meter
reading
Coolant
Temp (°C)
Pressure
(Kg/cm2) or
Lube Oil (bar)
Temp
(°C)
Fuel added
(Liters)
Lube oil
added (liters)
Engine
(RPM)
Current
(Amp) 3-
phase or 1-
phase
Voltage (V)
Frequency
(Hz)
PF & kW in
Controller
kWH meter in
Controller
Remarks -
Record
events of
maintenance
/ repairs
$
Diesel Genset
Engine RPM HP
Date
Daily use in
hours
Hour meter
reading
Coolant
Temp (°C)
Pressure
(Kg/cm2) or
Lube Oil (bar)
Temp
(°C)
Fuel added
(Liters)
Lube oil
added (liters)
Engine
(RPM)
Current
(Amp) 3-
phase or 1-
phase
Voltage (V)
Frequency
(Hz)
PF & kW in
Controller
kWH meter in
Controller
Remarks -
Record
events of
maintenance
/ repairs
$
Diesel Genset
SECTION • B PROMPT CUSTOMER SERVICE PACKAGE

(Single windows service for entire KGPI D.G. Set)
All you've to do is whistle. And we'll be there.

Diesel Genset
Diesel Genset
Diesel Genset
Diesel Genset
Diesel Genset
Diesel Genset
Diesel Genset
SECTION C – GENSET
Diesel Genset
C1. About KOEL - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-1

C1.1 State-of-the-art Manufacturing Setup - - - - - - - - - - - - - - - C-1
C1.2 Design and innovation - - - - - - - - - - - - - - - - - - - - - - -C-1
C1.3 Kirloskar Green Power Facts - - - - - - - - - - - - - - - - - - - -C-1
C1.4 Awards and Accolades - - - - - - - - - - - - - - - - - - - - - - -C-2
C1.5 Note - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-2
C2. Safety - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-2
C3. Ratings Plate - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-3
C4. Lifting the genset - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-4
C5. Moving the Genset - - - - - - - - - - - - - - - - - - - - - - - - - - - C-5
C6. Technical Data - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-6
C6.1 Liquid Cooled Gensets w ith Acoustic Canopy - - - - - - - - - C-6
C7. Genset with Liquid Cooled Engine - - - - - - - - - - - - - - - - - - - C-7
C7.1 Introduction - - - - - - - - - - - - - - - - - - - - - - - - - - - C-7

C7.2 Description Of Genset Package - - - - - - - - - - - - - - - - - - C-7
C7.3 Canopy - - - - - - - - - - - - - - - - - - - - - - - - - - - C7
C8. Engine - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-8
C8.1 Cooling System - - - - - - - - - - - - - - - - - - - - - - - - - - - C-8
C8.1.1 Liquid Cooled Engine - - - - - - - - - - - - - - - - - - - - - C-8
C8.2 Engine Governor - - - - - - - - - - - - - - - - - - - - - - - - - - C-8
C8.3 Brushless Alternator - - - - - - - - - - - - - - - - - - - - - - - C-9
C8.4 Vibration Isolation - - - - - - - - - - - - - - - - - - - - - - - - C-9
C8.5 Fuel Tank and B ase Frame - - - - - - - - - - - - - - - - - - - - C-9
C8.6 Silencer and Exhaust S ystem - - - - - - - - - - - - - - - - - - - C-10
C8.7 Genset Circuit Breaker - - - - - - - - - - - - - - - - - - - - - - C-10
C8.8 System Protection - - - - - - - - - - - - - - - - - - - - - - - - - C-11
C8.9 Control Panel - - - - - - - - - - - - - - - - - - - - - - - - - - - C-11
C8.10 Control Panel Power Supply - - - - - - - - - - - - - - - - - - - C-11
C8.11 Control Panel Mounting - - - - - - - - - - - - - - - - - - - - - C-11
C9. Components of genset - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-11
C9.1 Genset Front and Rear Vie w- - - - - - - - - - - - - - - C-12

C10. Installation - - - - - - - - - - - - - - - - - - - - - - - - - - -- - -- - - - - - ----C-14
C10.1 Location - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-14
C10.2 Foundation - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-16
C10.2.1 Features of Foundations - - - - - - - - - - - - - - - - - - C-16
C10.2.2 Soil Load Bearing Capacity - - - - - - - - - - - - - - - - - C-18
Diesel Genset
C10.2.3 Calculation for Foundation Depth - - - - - - - - - - - - - C-18
C10.3 Cooling and Ventilation - - - - - - - - - - - - - - - - - - - - C-18

C10.3.1 Genset installed in a room - - - - - - - - - - - - - - - - - C-20
C10.3.2 Ventilation check - - - - - - - - - - - - - - - - - - - - -C-20
C10.4 Air Intake Installation - - - - - - - - - - - - - - - - - - - - - C-20
C10.4.1 Air Inlet - - - - - - - - - - - - - - - - - - - - - - - - - - - C-20
C10.5 Exhaust Installation - - - - - - - - - - - - - - - - - - C-20
C10.5.1 Exhaust piping dimension recommendation - - - C-22
C10.5.2 Flexible Connections - - - - - - - - - - - - - - - - - - - - C-25
C10.6 Fire Precautions - - - - - - - - - - - - - - - - - - - - - - - - - C-25
C10.7 Electrical Connection - - - - - - - - - - - - - - - - - - - - - - C-26
C10.7.1 Earthing / Grounding - - - - - - - - - - - - - - - - - - - - C-27
C10.7.2 Protection - - - - - - - - - - - - - - - - - - - - - - - - - C-28
C10.7.3 Loading - - - - - - - - - - - - - - - - - - - - - - - - - - - C-28
C10.7.4 Power Factor - - - - - - - - - - - - - - - - - - - - - - - - C-28
C10.8 Noise Control - - - - - - - - - - - - - - - - - - - - - - - - - - C-28
C10.9 Pre-commissioning Checks - - - - - - - - - - - - - - - - - - - C-29
C10.10 Prior to Starting - - - - - - - - - - - - - - - - - - - - - - - - C-30
C10.10.1 Warning - - - - - - - - - - - - - - - - - - - - - - - - - - C-30
C10.10.2 Manual Mode (Non-AMF) Operation - - - - - - - - - - C-31
C10.10.2.1 Starting the Genset - - - - - - - - - - - - - - - - - C-31
C10.10.2.2 Stopping The Genset - - - - - - - - - - - - - - - - C-33
C10.11 AM F Operation - - - - - - - - - - - - - - - - - - - - - - - - - C-33
C10.11.1 Activating AMF - - - - - - - - - - - - - - - - - - - - - - C-34
C10.12 Daily Checks - - - - - - - - - - - - - - - - - - - - - - - - - - C-35
C11. Battery - -- - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-36
C11.1 Battery Maintenance Schedule - - - - - - - - - - - - - - - - - C-37
C11.1.1 Battery Tips - - - - - - - - - - - - - - - - - - - - - - - - C-38
C12. Optional Equipment -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-39
C12.1 Battery Charger - - - - - - - - - - - - - - - - - - - - - - - - - C-39
C12.2 Heater - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-39
C12.2.1 Engine Heater Plug - - - - - - - - - - - - - - - - - - - - - C-39
C12.2.2 Anti-condensation Heater - - - - - - - - - - - - - - - - - C-39
C12.2.3 Electronic Governor - - - - - - - - - - - - - - - - - - - - C-40
C13. Maintenance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-40
C13.1 Daily Maintenance - - - - - - - - - - - - - - - - - - - - - -C-40
C13.1.1 Maintenance Every Six Months or 250 Hours - - - - - - - C-41
C13.1.2 Alternator Unit Cleaning - - - - - - - - - - - - - - - - - - C-41
C13.1.3 Cleaning of Radiator - - - - - - - - - - - - - - - - - - - - C-42
C13.1.3.1 External Cleaning -- - - - - - - - - - - - - - - - - - - - C-42
C13.1.3.2 Internal Cleaning- - - - - - - - - - - - - - - - - - - - - C-42
Diesel Genset
C14. Control System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -C-43

C14.1 Control Panel- - - - - - - - - - - - - - - - - - - - - - - - - - C-43
C14.1.1 AMF panel - - - - - - - - - - - - - - - - - - - - - - - - - C-44
C14.1.2 Non-AMF panel - - - - - - - - - - - - - - - - - - - - - - - C-44
C15. Controllers -- -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-45
C15.1 Kirloskar Green Controller - - - - - - - - - - - - - - - - - - - - C-45
C15.1.1 KG 745 Controller - - - - - - - - - - - - - - - - - - - - - C-45
C15.1.2 Features - - - - - - - - - - - - - - - - - - - - - - - - - - C-45
C15.1.3 Installation Instructions - - - - - - - - - - - - - - - - - - C-47
C15.1.3.1 Before installation - - - - - - - - - - - - - - - - - - - C-47
C15.1.3.2 Following conditions may cause damage - - - - - - - C-47
C15.1.3.3 Following conditions may cause abnormal operation C47
C15.1.4 Views - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-48
C15.1.4.1 Front View - - - - - - - - - - - - - - - - - - - - - - - C-48
C15.1.4.2 Rear View - - - - - - - - - - - - - - - - - - - - - - - C-48
C15.1.5 Electrical Installation - - - - - - - - - - - - - - - - - C-49
C15.1.6 Circuit diagrams - - - - - - - - - - - - - - - - - - - - - C-50
C16. ECU Mounting - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-54
C16.1. CAN J1939 topology- - - - -- - - - - - - - - - - - - - - - - - -C-54
C17. Do’s and Dont’s for CRDI - - - -- - - - -- - - - - - - - - - - - - - - - - - - - - - C-55
Diesel Genset
Genset
C1. About KOEL
Incorporated in 1946, Kirloskar Oil Engines Limited (KOEL) is a part of the Kirloskar Group.
KOEL is one of the leading and largest manufacturer of diesel engines ranging from 4 HP to
800 HP and from 2,400 HP to 11,000 HP with the annual manufacturing volumes exceeding
3,20,000 engines.
Branded as 'Kirloskar,' KOEL engines are used as prime movers and are most preferred choice
when powering earthmoving and construction equipment, agro-industrial applications, material
handling equipment, marine applications and equipment used by the defense forces.
Today KOEL is one of the world's leading players in the Diesel Genset market and is committed
to offer best in its class products and services to all customers across the globe.
C1.1 State-of-the-art Manufacturing Setup
The engines are manufactured in a most eco-friendly environment in India at our Pune-Khadki,
Kolhapur- Kagal, Rajkot and Nashik Plants. The Kagal factory has both domestic and export
oriented unit.
The manufacturing plants are well equipped with most advance and high-tech machineries,
having state of the art, cutting edge technology for machining of all the critical components.
C1.2 Design and innovation
KOEL has an ultra modern Research and Engineering facility for Design, Development and up-
gradation of engines, systems, controls and canopy. A team of dedicated and experienced
professionals carry out the proactive cutting edge research to develop innovations that
delight customers in India and abroad to give KOEL the edge over competition.
C1.3 Kirloskar Green Power Facts
•Fully integrated Gensets and Power systems to meet current as well as future needs of
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Diesel Genset
customers.
•Market leader with full range from 5 kVA to 625 kVA.
•Every 2nd Gen-set in the country is a Kirloskar Green Genset.
•Over 75,000 Gensets all over the country help to run the Indian Telecom Network.
•More than 15,000 Gensets deployed along the Indian Borders providing reliable power to the
Defence forces.
•More than 100 special containerized Genset packages, supplied for critical Defence
applications.
•Large number of satisfied customers from Manufacturing, Software, Construction,
Infrastructure sector in 320 kVA to 625 kVA range.
C1.4 Awards and Accolades
•KOEL pursues highest quality adherence for zero defect

•Rated “Most Preferred Brand” and “Customer Service Support Leadership” by Frost &
Sullivan.
•Winner of the Rated Best in Class in service by AC Nielsen.
•ISO 9001 certification for Quality Management System since 1992 by ABS QE Inc.
•ISO/TS 16949:2002 for Quality Management System since 2007 by ABS QE Inc.
•ISO 14001 certification for Environment Management System since 1999 by TUV NORD.
•OHSAS 18001:2007 certificate for Health, Safety 6k Environment since 2009 by TUV NORD.
C1.5 Environmental & Safety
•The information provided for this manual is subject to change without notice as we
continuously endeavor to offer the best products to our customers.
•Ensure that the use lube oil, filter filler, coolant, carbon sludge is not thrown away in open
land, gutters and landfills. This could lead to contamination of soil, rivers, streams and ground
water supplies.
•Ensure complete adherence of the local legislation rules of pollution control, electrical
installation, safety, fire hazard, waste treatment and waste disposal.
C2. Safety
KOEL encourages safety as a corporate philosophy.
•It is important that every individual of the team engaged in installation and subsequent
operation is thoroughly aware of the entire process and appreciates the criticality of each
action.
•Ensure that the tools and tackles used are of adequate capacity and are in proper working
C-2

Diesel Genset
Conditions.
•Strictly follow all universal and local safety norms.
•Always remember that there are no short cuts in safety.
C3. Ratings Plate

The genset’s model and serial number are stamped on nameplate along with engine rating,
electrical ratings, and referred standards. The name plate details must be given while ordering
spares and asking for service. KOEL gensets are built by the company themselves as well as
by Genset Original Equipment Manufacturers (GOEMs), who produce under license from the
company. The gensets from KOEL or GOEMs carry different ratings plates to identify the
source of manufacture.
KIRLOSKAR OIL ENGINES LTD.
GENSET MODEL
PRODUCT CODE
MFG. DATE/SR. NO.
NOISE LIMIT
TYPE APPROVAL
CERTIFICATE NO.
Figure C - 1: Ratings Plate - KOEL manufacture
Manufactured by
XYXYXY Road, Pune 411 003. INDIA.
GENSET MODEL
PRODUCT CODE
TYPE APPROVAL
CERTIFICATE NO.
Figure C - 2: Ratings Plate - GOEM manufacture

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Diesel Genset
C4. Lifting the genset
The genset is a heavy object that demands great care while lifting and transporting.
•Only trained and qualified personnel should lift the genset.
•All personnel should wear personal protective gear such as safety shoes, helmets etc.
•All equipment used for lifting should be rated for handling the weight of the genset.
•Attach the sling hooks of lifting crane etc. only in the lifting eyes (holes) provided on the base.
•Attaching hooks anywhere else could permanently damage the genset.
Figure C - 3: Loading & Unloading the genset
Figure C - 4: Location and use of lifting eyes

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Diesel Genset
•Use spreaders to move straps away from the body of the genset.
•The width of spreader must be greater than the genset’s width.
•Do not use chains or wire rope.
•Use slings of soft material like Nylon rope / flexible belt to avoid damage to the genset.
Figure C - 5: Use of flexible belt with spreader for lifting
C5. Moving the Genset
Figure C - 7: Use of lifting tackle and crane

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Diesel Genset
Moving the genset to its installation location requires extreme vigilance and care.
•Only trained and qualified personnel should lift the genset.
•All personnel should wear personal protective gear such as gloves, safety shoes, helmets etc.
•All equipment used for lifting genset should be rated for handling the weight of the genset.
Attach the sling hooks of lifting crane etc. only in the lifting eyes (holes) provided on the
base.Use correctly rated equipment for lifting the genset.
•Use specially designed tackles with spreaders to lift genset.
•Use flexible belt to prevent damage to genset.
•Travel at a slow speed while transporting the genset,
•Ensure that the genset does not sway while moving, if required, stabilize with extra belts held by
personnel.
•Personnel should stand at the corners of genset to ensure that the moving object does not
foul any structure.
•Ensure that the moving genset does not touch any personnel.
•Ensure no personnel puts their body appendages (hands, feet) below a suspended genset at
low height or walk below a suspended genset at a higher height.
C6. Technical Data
C6.1 Liquid Cooled Gensets with Acoustic Canopy
Table 1: Liquid Cooled Gensets*
Rated Maximum
Representative
Genset output at recommended Genset
Engine Model Dimensions (Length
Model Genset rating at Dry
x Width x Height)
1500 rpm 0.8 pf (kVA) Weight
(BHP) Contain (mm) (kg)
KG1-
DV12ETA G1 900 750 6800 x 2300 x2713 9850
750WS
KGI-
DV16ETA G2 1086 910 8000 x 2300 x 2713 13600
910WS
KGI-
DV16ETA G1 1210 1010 7800 x 2300 x 2713 13200
1010WS
= All ratings at Normal Temperature and Pressure (NTP) conditions.
C-6
Diesel Genset
C7. Genset with Liquid Cooled Engine
C7.1 Introduction
KOEL genset is carefully designed to provide optimum performance and reliability with
great economy and minimum maintenance. This genset package is a result of over 55
years of actual site experience to deliver a comprehensive system built with advanced
engineering concepts and backed by an efficient service network.
Please read this manual to understand operation and maintenance of the genset. By
following instructions in the manual and proper care, the genset will be always ready to
respond to any emergency standby or prime power needs.
C7.2 Description of Genset Package
Gensets consist of an alternator driven by a diesel engine. The engine has systems such
as fuel, exhaust, cooling, electrical and control. These topics are covered in detail
elsewhere in this manual.
The engine has a governor that maintains the engine speed within a set tolerance to
deliver rated power and frequency as per ISO 3046, DIN 6271 AND BS 5514. The alternator
produces output with correct voltage, optimum wave form, fast response and precise voltage
regulation.
C7.3 Canopy
KOEL gensets are housed in a canopy. Use of canopy has the following advantages:
•Reduces the noise produced by genset during operation.

•Allows installation of genset outdoors without needing a shade.
•Protects the genset from weather and vermin.
•Prevents pilferage of fuel etc.
•Creates a comprehensive ‘ready to use’ package that can be easily transported to another
location.
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Diesel Genset
C8. Engine
The engine of the genset has proven reliability and is specifically designed to operate in
conjunction with an alternator. The heavy duty engine is an industrial type 4-stroke,
compression ignition prime mover fitted with all accessories necessary for reliable operation.
C8.1 Cooling System
KOEL offers gensets with air cooled as well as liquid cooled engines. This manual covers only
liquid cooled engines. Air cooled engines are covered under an independent manual.
C8.1.1 Liquid Cooled Engine
The engine uses coolant liquid that circulates around cavities in engine to reduce temperature
of cylinders and cylinder head. The coolant is circulated by an engine driven pump. The hot
coolant is further circulated through a radiator, which exchanges heat with air flowing through
its core. The air is pushed through the radiator core by an engine driven fan that is driven by V-
Belts.
The radiator has a pressurized cap that allows higher pressure inside the cooling system and
prevents coolant from boiling away. The expansion of the coolant due to heat and pressure
forces the excess liquid to move to a Coolant Compensatory Tank. The same tank refills the
radiator after reduction in temperature creates a vacuum inside the cooling system.
The radiator fan also ensures a draught through the canopy. The hot air leaving engine leaves
canopy through grill in front of radiator. For enclosed gensets, good ventilation is achieved by
using special fans to remove radiated heat from engine and alternator and ensuring that there
is no hot air recirculation.
All genset installations require careful attention to air flow. The notes provided in the Installation
Section of this manual should be consulted before selecting a location for your genset.
C8.2 Engine Governor
The primary function of the governor system is to maintain engine speed in relation to varied
load requirements. This is accomplished by the governor which senses engine speed and
controls the engine fuel rate, in order to maintain practically constant speed. The engine speed
governor maintains engine speed within limits regardless of the steady load. As the alternator
load increases, the engine speed is reduced.
Because the speed must remain relatively constant, the governor, sensing engine speed, will
increase fuel flow to the engine, thus adjusting horsepower to a point sufficient to maintain
engine speed and compensate for the load change. The same principle is applied when the
load decreases. As the load is reduced the speed would increase, the governor will then
reduce fuel delivery thus decreasing the horsepower to maintain the proper speed.
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Diesel Genset
C8.3 Brushless Alternator
The alternator is coupled to the engine with a flexible coupling.

Brushless excitation type alternator eliminates the maintenance associated with slip rings
and brushes. The internal components of the alternator are designed so as to assure
efficient and economical operation.
The control system consists of an automatic voltage regulator (within the alternator),
protective circuits and the necessary instruments to allow you to monitor the operation of
genset. On most models current is supplied through twelve leads enabling the operator to
reconnect the genset to obtain a variety of three phase voltages up to 480 volts. Single
phase units supply current through a two or three lead connection offering a variety of
voltages from 120-250V. Units can be supplied in 50 Hz outputs. See Alternator Section
for further details of connections available.
A brushless alternator is a synchronous rotating field type unit, which produces
alternating current. This alternator unit is completely self-contained and is designed and
constructed to provided trouble free operation, ease of maintenance and long service life.
C8.4 Vibration Isolation
All gensets are fitted with anti-vibration mountings which are designed to reduce vibration
being transmitted from the rotating mass of the genset to the foundation on which the
genset is mounted. Vibration isolators are selected to suit the particular duty and are fitted
between the engine, alternator feet and the base frame. On some of the models the
vibration isolators are fitted between the base frame and the foundation depending on the
system requirement.
C8.5 Fuel Tank and Base Frame
The design of the base frame incorporates not removable fuel tank with a
capacity of approximately 8 hours operation. The tank is provided with fittings to
facilitate either manual or automatic filling. The base frame is manufactured from heavy
gauge sheet steel and welded to form a rigid assembly.

C-9
Diesel Genset
Figure C - 8: Fuel level sensor

The top surface of fuel tank has a ‘fuel level sensor’ to interface with the engine. The tank unit
contains features such as fuel level gauge, fuel level sensor, fuel level switch, fuel line
connection and return line connection.
C8.6 Silencer and Exhaust System
Exhaust silencer is provided to reduce noise emission from the engine and designed to direct
exhaust gases to areas where they will not be objectionable.
On ‘stand- alone’ open gensets, the exhaust silencer is generally placed outside the Genset
room, with suitable extension piping from engine. Stainless steel expansion bellow is provided
on the engine, to facilitate the exhaust piping. For generating sets with acoustic canopy,
residential type silencer is fitted inside or outside the canopy with flange fitting at the outlet to
enable discharge of exhaust gases at desired location, through extension piping, as required.
C8.7 Genset Circuit Breaker
To protect the alternator winding, a suitably rated moulded case circuit breaker or miniature
circuit breaker (depending on the genset model) is supplied mounted in a strong fabricated
steel enclosure.
Current transformers are fitted on each of the phases on the cabling to the circuit breaker
enclosure for current measurement. In some configurations the main circuit breaker may be
incorporated in the automatic transfer panel.
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Diesel Genset
C8.8 System Protection
Control system provides protection of the engine against faults such as high temperature, low
oil pressure, over speed, low fuel level or other conditions. The system also prevents damage
to the cranking motor by automatically disengaging the motor after engine starts and deep
discharge of the starting battery by avoiding cranks if engine fails to start.
C8.9 Control Panel
All control panels are mounted in welded steel enclosures equipped with a sealed hinged door
for easy access and servicing. The control panel is available in several variations to suit the
requirement of the installation.
C8.10 Control Panel Power Supply
Engine instruments and the control panel are supplied from the battery fitted to the genset. This
battery also provides power for operation of the cranking motor to start the engine and for the
stop solenoid.
C8.11 Control Panel Mounting
The control panel and main circuit breaker are normally located on a separate stand that is
mounted on the base frame to ensure vibration free running. More complex control systems
have floor standing control panels. For gensets with acoustical canopy, the control panel is
fitted inside the enclosure. Suitable glass cover opening is provided on the enclosure to view
the instruments.
C9. Components of Genset

The following drawings show the view of genset from charging alternator side and starter motor
side. The engine shown in the image is only illustrative, your genset may have a different
engine.
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Diesel Genset
Figure C - 9: Genset Front and Back View
CͲ12
Diesel Genset
C9.1 Genset Components
Various components are visible in this view. Only components relevant to genset operation or
maintenance are listed here. More details of other details are available in the engine section.
1. Exhaust Silencer
Reduces noise borne in the engine exhaust.
2. Canopy
This is the sound and weather proofing cover fitted over the base frame. Vents in the canopy
permit the airflow through the interiors. Access sections of genset for operation and
maintenance through lockable doors on sides.
3. Exhaust Bellows
Flexible portion to match vibrating exhaust pipe with rigidly mounted silencer.
4. Alternator
Generates AC electrical power when rotated by the engine.
5. Anti-Vibration Mount
Four Anti-Vibration Mounts help isolate the engine and alternator vibrations from reaching the
canopy.
6. Lifting Eye
Use the four lifting eyes spaced around the base frame to lift the genset the holes in the eye
should be used to attach a suitably rated lifting hook of a crane.
7. Battery
Provides DC electrical energy to start the engine and operate controls. 4 battery used .
8. Lube Oil Drain

Used to conveniently drain engine lube oil during maintenance.
9. Radiator Drain
Used to conveniently drain radiator coolant during maintenance.
10. Radiator
Reduces temperature of circulating engine coolant by passing air through radiator core.
11 .Compensatory Bottle
Stores coolant expelled or sucked in by the radiator during operation. During normal use, top up
CͲ13

Diesel Genset
coolant in this bottle and not the radiator.
12.Air Cleaner
Cleans air meant for combustion of dirt and air-borne particles.
13.Base Frame
The genset is mounted on this is the frame.
14.Fuel Tank
Located in the base frame, this tank stores diesel fuel for the engine.
15.Diesel Engine
Prime mover that drives the alternator.
16.Control Panel
Contains switchgear, gauges, controls and engine termination.
17. Radiator Filling Port

Fill radiator through this port.

18.Starter Motor
Rotates the crankshaft to start the engine. Two starter motor used
19.Lube Oil Filter

Cleans lube oil as it circulates through the engine.
20. Fuel Filters

Diesel passes through two fuel filters that trap different sizes of dirt particles.

C10. Installation Guidelines
C10.1 Location
Selecting a location for the genset is very important part of any installation procedure.
Locate the genset in an area that will provide adequate ventilation and physical
protection for the unit. Place the genset to allow easy movement all around for
maintenance and replenishment of fuel etc. Ensure 1 to 2 meters space all around the
genset.

CͲ14

Diesel Genset
Figure C - 11: Space around a genset
In case two gensets are installed next to each other, ensure a minimum of 2 meters space in
between their sides. This is to ensure easy access even if doors of both gensets are open.
minimum
Figure C - 12: Space between two gensets

•Adequate firefighting facilities suitable for diesel, oil and electrical fires should be available at
location.
•The location should be clean, dry and have good drainage capabilities.
•The space around the gensets should be adequate to undertake major overhaul or service
operations. In some cases it may be necessary to remove major components.
•The location must allow free ventilation of inlet air and exhaust.
CͲ15
Diesel Genset
•Ideally the genset should be in open air. In case genset is to be mounted in side the building,
ensure proper ventilation around the genset.
•Choose the direction of placement such that natural wind helps in air flow of the genset.
•Locate the genset as near as possible to the load.

•Place the genset at one end of the site in the direction of wind to avoid dust entry into the
genset.
•In case the site’s atmosphere contains extra suspended particles like at Cement or Textile
factories, stone quarry, the genset may be placed at some distance.
• For highly dusty sites refer to the supplier representative for recommendation.
•The site selection should be complete before the genset reaches to location.
•Ensure sufficient illumination at the installation site. The interiors of acoustic canopy should be
clearly visible without help of any extra lighting.
•Provide suitable, safe access to elevated items.
•Standard tool kit (not supplied with genset) should be available easily and quickly. It should be
protected from corrosion and stored in a dry place.
•If spares are supplied along with the equipment, they should be protected from corrosion and
stored in a dry place.
•While designing the layout, provision should be made for:
-Proper laying of cables.
-Free access to fuel lines and filters.
-Sufficient space in front of the breather vent.
-Space for draining of coolant and lube oil.
-Adequate oil storage space.
-Space for safe storage of spares.
C10.2 Foundation
The foundation provides a leveled platform to seat and seal the Genset.
•Supports 1.5 times of the total dead weight of the single genset and 2 times of the
total dead weight for multiple gensets.
•Support the dynamic load of genset while in running. For dynamic load of the genset,
please refer to manual or contact the supplier.
•Isolate the surrounding structures by absorbing the vibration of genset while running.
C10.2.1 Features of Foundations
•Provide a reinforced concrete foundation for the genset. Do not install acoustic canopy on
loose sand or clay.
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Diesel Genset
•The foundation should have sufficient mass in proportion to the size of the genset to provide
the rigid support necessary for minimizing deflection and vibration.
•Before easing the genset on the foundation, ensure that no hard material such as stones or steel
objects remain on the mounting surface as this may damage fuel tank at the bottom.
•Design the foundation while considering safe load bearing capacity of soil.
•The length and breadth of foundation should be at least 150-300 mm more on each side than
length and breadth of the acoustic canopy.
•Ensure sufficient space for personnel to walk all around the foundation.
•Check the level of foundation diagonally as well as across length for even flatness.
•In case surface is rough, lay nitrile rubber strips, 15mm thick and equal to the width of the
base frame, under the genset, along the periphery of the base frame.
•It is recommended to raise foundation height about 150 to 200 mm above ground level, to
helps maintain cleanliness and avoid flooding.
•Ensure that concrete is completely set and cured before positioning the canopy.
•Consult a qualified structural engineer when seismic events are in consideration.
•The foundation may be located on soil, structural steel, building floors etc., provided the total
weight of the foundation and genset package does not exceed the allowable bearing load of the
support.
•Allowable bearing loads of structural steel can be obtained from Engineering Handbooks
while local building codes will provide the allowable bearing loads for different types of soil.
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Diesel Genset
C10.2.2 Soil Load Bearing Capacity

Table 2: Soil Load Bearing Capacity
Nature of the load bearing material Safe bearing capacity kg/sq. meter
Hard rock granite 2,44,100-9.76.400

Medium rock shell 97,600- 1.46.400
Hard pan 78.100-97.600

Soft rock 48,800 58.600
Hard clay 39.000 - 48.800

Gravel and coarse sand 39.000 - 48.800
Loose, medium coarse and compact fine sand 29.300-39.000
Medium clay 19.500 39.000
Loose fine sand 9.750 - 39.500

Soft clay 9,750
C10.2.3 Calculation for Foundation Depth
Depth = 1.5 x W
2400 x B x L
Where:
• Foundation Depth is in Meters

•W = Total wet weight of Genset in Kgs.
•2400 = Density of concrete (Kg/cubic meter)
•B= Foundation width in meters
•L= Foundation length in meters
C10.3 Cooling and Ventilation
Cool, clean and fresh air should flow the alternator end to the engine end. The exhaust
should also flow in the direction of cooling airflow.
•Incoming cold air enters openings behind the alternator.
•The cold air first passes over the alternator, then the engine, picking up radiant heat as it
passes.
•It then passes through the radiator and is discharged through a duct to the outside of the
gensetroom.
CͲ18
Diesel Genset
Figure C - 13: Airflow through genset
•A temperature rise of 5-15 Deg C (9-27 Deg F) in the cooling air can be expected at full load.
•The radiated heat given off by the engine, generator and exhaust piping can result in a
temperature high enough to adversely affect operating and maintenance personal or the
performance of the genset.
•Locate the genset in a room or area that will provide or allow sufficient ventilation to remove this
heat as well as the heat radiated from the engine cooling liquid by the radiator. Preferably provide
exhaust fans to drive hot air outside.
•If acoustic canopy is placed in an enclosed place, ensure that it is well ventilated and exhaust
gases are driven out of the enclosure.
•Ensure that hot air is positively discharged from the building by fitting a flexible connection
between the radiator and the duct.
•The size of the openings should be calculated to ensure that excessive restriction is not imposed
on the flow of cooling air. Openings should at least be as big as the radiator core area but, as a
guide, an area on 150% of the core area of the radiator should be allowed for.
•For weather protection, louvers should be fitted to the intake and exhaust openings. These can
be either of the fixed or movable type.
•Manually operated movable louvers may be acceptable in some cases, but they are not acceptable for
automatic standby units.
•Radiator air should not be depended upon to open/close the louver vanes.
•Ensure that the exhaust releases in the direction of wind flow.
CͲ19

Diesel Genset
C10.3.1 Genset installed in a room
For basement installations, forced ventilation through air ducts is required. Contact
supplier representative for recommendation of values of air required and fan flows for
various gensets rated at 1500 rpm. Ensure the values are with lagged exhaust
piping in the room and silencer fitted outside the room.
C10.3.2 Ventilation check
Maximum allowed temperature rise above ambient in genset canopy air intake is 7°C.
•Measure the ambient air temperature outside the canopy in shade.
•Measure the temperature inside the canopy near air cleaner inlet of engine.
•Calculate temperature difference between canopy temperature and ambient i.e. delta T.
•It may be necessary to measure actual airflow using an anemometer.
C10.4 Air Inlet
•Engine inlet air must be clean, dry and as cool as possible. These conditions will
drastically effect both engine life and performance.
•Air temperature near air cleaner should not be more than 5°C above ambient. Sufficient
window openings are required to maintain air inlet temperature within the limit.
•Normally the inlet can be taken from the area surrounding the installation site. However, in
some cases the condition of the air surrounding the machine may warrant ducting the air
from outside or another room.
•When it does become necessary to duct air in, the air cleaner should remain mounted to
the engine as opposed to a remote mounting (such as on a roof or in another room). This
will eliminate the possibility of dirt leaking through the duct work upstream of the air
cleaner.
C10.5 Exhaust Installation
The exhaust system is used to direct exhaust gases to non-confined areas and reduce
the noise to tolerable levels. When designing a system the main objective is to
minimize back pressure. Excessive back pressure in an exhaust system will create
horsepower loss and increase the engine operating temperature, and emissions.
•Exhaust pipe outside the canopy should be lagged with aluminum sheet cladding. Typical
thickness of lagging - 50mm.
• If exhaust pipe length is more than 7 meter, add additional flexible bellows.
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Diesel Genset
•Higher back pressure in exhaust system than specified limit will lead to:
-Higher fuel consumption
-Poor performance
-Engine component failure due to higher exhaust temperature
-Reduced engine life

Figure C - 14: ERW and GI pipes
•Use of 'C class' MS ERW pipes or prefabricated stainless steel pipe and long bend
elbows is recommended for exhaust piping.
•Never use galvanized water pipes (GI pipes) for exhaust piping as they are heavy and costl
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Diesel Genset
C10.5.1 Exhaust piping dimension recommendation
•A maximum of 4 bends is acceptable in the exhaust pipe.

•Increase the pipe diameter by approximately 12.2 mm (0.5 inch) after every 5 meters length
above silencer.
•Curve the pipe. Do not use right angle bends.
Figure C - 15: Use Curved Pipe for Exhaust

Figure C - 16: Do not use Angle Pipe for Exhaust
•Provide a rain cap to avoid entry of rain water into the engine. Add a slope to the horizontal run of the
exhaust piping downwards, away from engine to the condensate trap. Silencer should be installed
with drain plug at bottom.
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Diesel Genset

Figure C - 17: Rain-cap

•If the exhaust pipe cannot be bent at 90 degree, provide a rain cap over the pipe’s mouth, as shown.
In such case, the distance between exhaust pipe end, and the rain cap should be higher than at least
twice the diameter of the pipe. Image to be delete
Figure C - 18: Rain-cap on straight Exhaust Pipe

•Fit a loose grill over the end of the exhaust to prevent birds or small animals entering the pipe.
•For installations in the basement or inside a room, the exhaust piping should be directed outside
through the wall or the ceiling.
•For installations in populated areas, direct the exhaust above roof height of adjacent buildings, as
per statutory requirements.
•When bends are required in an exhaust system, always make the radius at least 150% of the inside
diameter of the pipe.
•As most exhaust system designs are governed by the physical characteristics of the building or room
in which they are located, it is of the utmost importance that the exhaust pipe be routed in a path
offering the least amount of turns or bends so not to increase back pressure more than 50 mm of
Mercury Column.
•Generating sets with acoustic canopy are provided with exhaust outlets having connecting flanges.
C-23

Diesel Genset
Exhaust gases from the outlet can be routed away to desired location.
•For up to 3 meter distance exhaust pipe size same as provided on the outlet can be used. For

longer lengths total exhaust system assessment should be done by competent person.
•In no case, exhaust back pressure should exceed 50 mm of Mercury Column when measured at
exhaust manifold of engine, at rated load.
•Be sure that all pipes are well supported and that springs or other dampers are used at points of
high vibration.
•Due to the heat radiation of the exhaust pipes it is recommended that all pipes be located at least
250 mm from any combustible material.
•Wrapping the exhaust pipes with high temperature insulation or installing fitted insulated sections
will aid in preventing excessive heat radiation within the room.
•At points where the piping passes through a wall or roof, a metal thimble guard 300 mm in
diameter slightly larger than the pipe should be installed.
•Bevel the end of the pipe at a 30 - 45 degree angle. Should the pipe end be horizontal, bevel
the pipe from the top back to the bottom. This will not only reduce the noise levels at the outlet but
will also minimize entrance of precipitation on horizontal pipes.
Prevailing
direction of wind
Cut 150 degree from

bottom and 30 degree
at top
Figure C - 19: End of Exhaust Pipe

•The level or height at which the outlet is situated should be sufficient to prevent fumes and odours
from becoming an annoyance or potential hazard. Also, an exhaust pressure actuated rain-cap is
recommended for use on vertical outlet pipes.
•Any long horizontal or vertical piping should include water legs and drain traps at their lowest points
so that water does not reach either the silencer or the engine. It is also recommended that a slight
slope downward from the silencer to the water leg or rain trap be added to assure the proper removal
of water.
•By locating the silencer as close to the engine as possible you will be able to minimize the noise
level in the exhaust piping.
•Each genset installation should have it’s own exhaust system and should not be connected to a
system accommodating more than one genset as the possibility of exhaust gas and
C-24
Diesel Genset
condensation backflow may cause permanent damage to an idle engine.
Health Warning
•Inhalation of exhaust fumes is potentially lethal.
•The correct installation of exhaust systems to prevent accumulation of exhaust gas cannot be
overemphasized.
•Additionally, prolonged exposure to engine exhaust noise can be damaging to hearing.
•A genset should never be operated without a fully installed exhaust system and all personnel
in close vicinity should wear ear protection.
C10.5.2 Flexible Connections
The exhaust piping should be connected via a flexible joint located on the engine exhaust
outlet.
This connection serves three purposes.
-It relieves some of the weight of the exhaust piping from the engine.
-It isolates the exhaust system from vibration.
-It allows for some movement of either the genset or exhaust system components.
Long piping runs should be divided into sections separated by additional flexible connections.
This will also compensate for the expansion and contraction of the piping itself due to
temperature change. Any insulation material used for a flexible connection should allow for the
expansion and contraction of the connections, due to temperature changes.
C10.6 Fire Precautions
Note the following points when designing a genset installation:

•The room should be designed so that there is an easy escape route for operating personnel in
the event of fire within the room.
•A recommended type of fire extinguisher or fire extinguishing system should be provided to
fight the fire.
•Personnel manning the genset should be trained in identifying and fighting various types of
fires.
•Gravity operated fire valves operated by fusible links, mounted above the engine, can be
installed in the fuel lines.
•The room should be kept clean and free from accumulated rubbish which can be a fire
hazard.
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Diesel Genset

C10.7 Electrical Connection
Only fully qualified and experienced electrical technicians should be allowed to carry out
electrical installation work.
Warning: Never attempt to work on live wiring. Always stop the genset and open
the circuit breaker on the load cables before working on the alternator or it’s
connectors. Disable starting of engine while working on genset.
•All electrical work should be carried out in accordance with any applicable National,
Local Standards, Codes or Regulations.
•The electrical connection to the genset should be made with flexible cable to prevent the
transmission of vibration and possible damage to the alternator or circuit breaker terminals.
•If it is not convenient to use flexible cable throughout then a link box can be installed close
to the set with a flexible connection between it and the set.
•The cable may be laid in a duct or on cable tray. When bending cable reference must be
made to the recommended minimum bending radius. No rigid connection should be made
between the set and the cable support system, eg, cable tray.
•When single core cables are used the gland plates must be of non-ferrous material, eg,
aluminum, brass or a non- metallic material such as Teflon.
•The cable must be suitable for the voltage being used and adequately sized to carry the rated
current with allowances made for ambient temperature, method of installation, proximity of
other cables, etc.
•All connections should be carefully checked for integrity. Phase rotation must be checked
for compatibility with the installation. This is vitally important when connection is made to an
auto transfer switch, or if the machine is to be paralleled.
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Diesel Genset
C10.7.1 Earthing/Grounding
Earthing/Grounding should be done in accordance with applicable National, Local Code or

Regulation. These regulations vary and advice should be sought from the local supply utility to
comply with their requirements. The factory connects the frame of the alternator to the frame of
the genset therefore the complete mass of the genset is at the same potential. The connection
if required of the generator winding star point / neutral to earth is the responsibility of the
installation technicians.
Figure C - 20: Typical Earth Pit

•Any leakages in current will be earthed through the shortest route in the link.
•The size of the link used for the main earth connection should be adequate size as shown in
table.
Table 3: Recommended Size of Earthing Conductor
Genset Rating Recommended Earth Strip /Cable
625 - 1010 kVA 50x6mm CU / 50x6mm GI 2 runs
•The generating set and all associated equipment must be earthed before the set is put into
operation.
•4 earth pits are required as per Indian electricity rule / local electricity regulations.
•2 earthing pits for genset / control panel body.
•2 earthing pits for neutral,
•Check the Resistance between 2 earth pits.
•Earthing in Rocks and Rocky area to done using grounding Transformers / Zig Zag
Transformers or Use soil conditioning agents - Marconite conductive aggregate and bentonite
moisture retaining clay on Earth electrode back fill.
•Each earth pit to be separated by five times of its depth.
•Earthing resistance must be less than 3 ohms.
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Diesel Genset
C10.7.2 Protection
The cables connecting the genset with the distribution system should be protected by
means of a circuit breaker or fuses to disconnect the output in case of overload or
short circuit.
C10.7.3 Loading
When planning the distribution system it is important to ensure that the genset has a
balanced load. Loading one phase excessively as compared to other two
phases this will cause overheating in the alternator windings, imbalance in the
phase to phase voltage output and possible damage to sensitive 3 phase
equipment connected to the system. Ensure that no phase current exceeds that of
the current rating of the genset.
It may be necessary to reorganize the electrical distribution system if a genset
is to be connected to an existing installation.
C10.7.4 Power Factor
Determine the power factor (cos phi) of the connected loads while ordering the
genset. Power factors below 0.8 will overload the generator. The genset will provide
its kilowatt rating and will operate satisfactorily from 0.8 to unity power factor.
Particular attention must be given to installation with automatic or manual
power factor correction equipment to ensure that a lagging power factor is not
present under any conditions. This will lead to voltage instability on the generator
output and may result in damaging over voltages.
C10.8 Noise Control

The genset is available with accessories and components that reduce noise
emissions. These include residential and super critical silencers, acoustic louvers,
splitter vents, fan silencers and acoustically treated canopies.
The requirements for each site vary enormously and for any critical installation
KOEL recommends a consultation with the dealer at an early stage. The
information needed to select acoustic equipment is:
•The model and capacity of genset

•The designed noise level at a fixed distance, normally 1m or 7m.
• Environmental conditions, ambient temperature etc.
•The location and overall site plan.
Noise emissions from diesel gensets (without acoustic treatment) are at sound
pressure levels of between 100 dB(A) and 110 dB (A) at 1m. Kirloskar Gensets with
acoustic canopies have a typical noise pressure level of 75 dB(A) or less
(average) at a distance of 1 meter from the canopy.
Intermediate levels of treatment will prove more economic and are often
satisfactory
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Diesel Genset

dependingonlyonthenatureandtypeofinstallation.HospitalCareAreaswillrequire
moreattentionthanthenormalcommercial/industrialinstallation.
C10.9 Pre-commissioning Checks
Pre - commissioning checks will be conducted by the supplier’s commissioning

team.
•Before starting the DG set, ensure that it is positioned on a level surface so that proper
liquid levels can be obtained. This is especially important for mobile or vehicle mounted
gensets.
•Ensure that the top of the canopy does not accumulate rain water. If the foundation is
absolutely flat, a 1o slope is built into the design of canopy to ensure water drainage.
•Hardware
:-Open the doors of the genset on both sides and check the tightness of all the fixing
hardware of the various systems.
-Tighten, if found loose.
-Check all hardware on engine- alternator coupling, mountings, fan and radiator mounting.
•Hose check:
-Check proper fitting of Fuel hose. Air hose and Exhaust pipe.
•Bellow alignment:
-Check correct alignment of the expansion joint or bellow on the exhaust line.
•Leakage:
-Check for damage on the canopy and for openings on canopy roof which might
lead to water and sound leakage.
-Repair the damages (if any) and close the openings.

•Power cables:
-Check the proper termination power cables are terminated properly and are without
damage.
•Control cables:
-Check that the control cables are terminated properly and are without damage.
•Lube Oil level:
-Check that the lube oil is filled up to marked level.
•Coolant level check (for Liquid-cooled engines):
-For filling coolant do not step on or climb on engine its components.
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Diesel Genset
-A ladder is provided for the easy accessibility of radiator cap for filling the coolant.
-Ensure proper coolant level in the Compensatory Bottle.
•Battery:
-Ensure that the battery used is of correct rating and is connected with the right polarity.
•Cable routing:
-Check whether the power and the control cables are properly routed and secured
with cable ties.
•Cleanliness:
-Ensure that the inside and outside of the genset is dry and clean.
-Remove stains with diesel oil and clean up any oil spillage mark on the floor of the
canopy.
-Ensure that no debris is left inside the canopy which could clog moving parts or
become a fire hazard.
C10.10 Prior to Starting
•Study and familiarize the aspects of genset.

•Get trained by the seller or authorized service dealer before starting the generator.
•Maintain a log book to record all electrical and mechanical parameters with starts and
stop timing.
•Carefully follow all the instructions mentioned in the Pre-commissioning checks.
•Check the Lube oil level, Coolant level and Fuel level. Top up if necessary.
•Check that the restriction indicator of the air cleaner is in the healthy zone.
•Ensure that the load change over switch or the breaker is in off position.
•Ensure that the all sensors are connected with harness.
C10.10.1 Warning
•Please read, understand and comply with the following warnings to avoid fire
hazard and damage to the genset.
•Prolonged inhalation of exhaust fumes may result in serious illness or death.
•Prolonged exposure to the noise levels of a diesel engine can impair hearing
unless proper ear protection is worn.Check levels of engine oil, radiator coolant,
battery electrolyte and fuel. Top up as necessary.
•Ensure that the Genset is operated in a well-ventilated area with all exhaust fumes
C-30
Diesel Genset
piped away.
•In case the controller fails to start the engine, investigate the reasons before trying
to restart.
Checks during commissioning.
•Always shut the genset prior to connecting, or disconnecting, load cables. Only
restart after proper connections has been made.
•If at any time the generator stops because of a fault, the fault should be rectified before
trying to restart the generator.
•Before connecting batteries, ensure control panel is switched off.
•Before starting the genset, ensure that engine and alternator are earthed correctly.
•Adhere to the local and national regulations for the grounding of gensets.
•Confirm following of regulations that describe methods of connection and minimum
sizes of grounding conductors based on the size of the load cables.
•Adequate grounding of the genset is necessary for both stationary and wheel
mounted units to prevent the possibility of injury or death in the event of electrical
fault.
•Do not smoke or use naked flame in vicinity when filling the fuel tank.
•Fill the fuel tank only when Genset is switched off and the engine is cold.
•Spilled or vaporized fuel ignites easily.
•Do not connect or disconnect load connection or perform maintenance while the
Genset is in operation.
•To avoid an accidental start of the engine, always disconnect the battery when performing
major operations.
•As the battery system is negative earth, disconnect negative connection first and
reconnect negative connection last.
•The door of the control panel and alternator connections should not be removed
while the genset is in operation. The cover, when removed, exposes live electrical
connections.
•Maintenance on the control panel should only be carried out by a trained and
qualified personnel.
•Always shut down the genset and switch off circuit breaker prior to connecting, or
disconnecting load cables. Restart only after making firm connections.
C10.10.2 Manual Mode (Non-AMF) Operation
C10.10.2.1 Starting the Genset
•In this mode, the user starts and stops the engine. The user also transfers
the load from mains to genset and back, as required.
•Before starting, ensure load is disconnected from genset. Ensure people and
material/tools are clear of the engine.
C-31

Diesel Genset
•Check if Manual Mode is selected on the KG 745 controller by the light state of lamp
on the top left of the MAN button. If not, operate MAN button once and verify the
lighting of the lamp.
•Before cranking the engine, Switch on control panel, switch on the ignition by
using the
ECU override controller command to start pump priming
•To operate the controller in ECU override command, power on the controller,
press the stop
button followed by the start button, refer image. Controller will display the ECU
override on
screen, continue for 4 minutes

Stop
Auto
mode
• If lift pump is operating then start the engine.

•To start the engine operates the Manual followed by Start button once.
•The controller will initiate cranking to start the engine. If the engine fails to start, the
controller will try again. If the engine does not start despite several attempts, the
controller indicates a Start Failure condition and inhibit further cranking. See
Controller section for more details.
•After engine starts:
-Check for any leakages.
-Allow engine to idle for 3 minutes and then start connecting load in steps.
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Diesel Genset
-Check engine parameters like Oil pressure, coolant temperature and battery
charging rate at regular intervals, while the genset is in operation.
-Maintain log book.
-Check for exhaust smoke.
-Check for any abnormal sounds.
-Check for alternator parameters, like voltage, ampere, kW and Power Factor on all
phases.
.-During commissioning, cross check the meter readings with a calibrated multimeter or
clampͲonmeter.
-Ensure that the load is balanced in all phases and within rated output of the genset.
-Check that all gauges and meter provided in control panel are working.
C10.10.2.2 Stopping The Genset
•Disconnect the load from the genset.
•Operate the Stop Button once. STOP

•The controller will keep the engine running for several seconds through Cool down timer
to ventilate the engine and alternator.
•After engine stops, check for any leakages.
•Top up fuel tank.
•Close the canopy securely.
•Switch off the Control Panel.
C10.11 AMF Operation
•Unlike Manual Mode operation, AMF (Automatic Mains Failure) panel is active all the time.
•If mains supply is in limits, the panel connects that feeder to load through mains
contactors.
•If mains supply is out of limits (or failed), the AMF panel deselect the mains supply and
starts the genset.
•Once the genset is running, the AMF panel connects the load to alternator through the
genset contactors.
•While the genset feeds the load, the AMF panel monitors mains supply for a return back to
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Diesel Genset
normalcy.
•Once the mains supply restores, the genset transfers load back to mains feeder and shuts
the genset after elapsing of cool down timing.
•AMF panel also monitors engine safety parameters for genset
C10.11.1 Activating AMF
•Before activating, ensure people and material/tools are clear of the engine. Ensure that
nomishap will occur once the load gets charged from either mains or genset supplies.
• Check if Auto Mode is selected on the KG 745 controller by the lit state of lamp on the top
left of the AUTO button. If not, operate AUTO button once and verify the lighting of the
lamp.
AUTO
AUTO
•Now the controller will automatically decide the operation of engine and selection of supply
(mains or genset).
•Switch on panel and all circuit breakers. Ensure that the load is connected to mains supply.
•Switch off mains supply, the controller will start the engine and transfer load to genset supply.
•While engine is running, check engine parameters like Oil pressure, coolant temperature and
battery charging rate at regular intervals.
•Maintain log book.
•Check for exhaust smoke.
•Check for any abnormal sounds.
•Checkforalternatorparameters,likevoltage,ampere,kWandPowerFactoronallphases.
•During commissioning, cross check the meter readings with a calibrated multimeter or clamp
- on meter.
•Ensure that the load is balanced in all phases and within rated output of the genset.
•Check that all engine and alternator parameters indications on the controller are working.
•Reconnect mains supply, the controller will transfer load back to mains supply and stop
engine after a cool time timer delay.
•Ensure battery charger inside panel working when load is on mains by observing rising
battery terminal voltage.
•At any time of genset operation operate STOP button to stop the engine including the delay of
C-34

Diesel Genset
0
STOP
cool down time.
•In case genset is to be stopped immediately, use the Emergency Stop switch on the
panel and canopy. This is not recommended unless there is a situation that demands
the engine tostop immediately.
C10.12 Daily Checks

Perform these checks daily before starting. If the genset runs infrequently except for
standby duties, these checks may be performed at a weekly interval.
•Visually check entire genset. Watch for potential leaks of fuel, coolant and lubrication
oil. seals.
•Check the alternator for obstructions in the cooling air ventilation screens.
•Check the alternator and control box for accumulation of dirt and dust.
•Clean any dirt/dust accumulations to avoid electrical hazard and cooling problems.
•Check the air cleaner. Clean or replace if necessary.
•Check the fuel level.
•Check the engine coolant level.

•Check the engine oil level.
•Ensure no obstruction to the radiator/cooling air flow.

•Check the condition of the fan, alternator belts and their tension.
•Check hose condition and connections.
•Check battery terminals for corrosion.
•Check the battery electrolyte level, top-up with distilled water if necessary.
•Refer to the engine maintenance section for specific engine maintenance requirements.
•Replace and secure all parts removed for inspection and maintenance before starting
the genset.
•Drain condensate traps in the exhaust system, if fitted.
•Check for exhaust leaks.
•Check for any abnormal noise or vibration.
•Check for fluid leakage or high temperature.
•Dispose of any unnecessary items in the vicinity of genset that may inhibit operation
or represent cause of potential injury.
•Check the control panel for readings within set limits.
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Diesel Genset
C11. Battery
Resistance in starting circuit has a significant effect on the cranking of the engine. Locate
the batteries as close as possible to the genset.
The batteries should be accessible for easy servicing. Maintenance procedures
should be carried out rigorously since the batteries have to be in perfect condition
to start the diesel engine.

Note:Batteriesemitinflammablegas.Donotsmokeorcreatesparksornakedflamesadjacent
tobatteries.

Battery Rating
Battery
Genset Model
Engine Model Qty
KG1- 750WS
DV12ETA G1 2 12 V , 180 AH
KGI- 910WS
DV16ETA G2 4 12 V , 180 AH
KGI- 1010WS
DV16ETA G1 4 12 V , 180 AH
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Diesel Genset
C11.1 Battery Maintenance Schedule
Table 4: Battery Maintenance Schedule
Checking
No Description Result
Frequency
.
1. Checkbatteryelectrolytelevelafter removingthe Monthly ElectrolyteleveltomatchMAX

ventcaps lineon battery.Don’tcrossover
2. Incaseoflowlevel,topupthesame withBattery As& TopuptheleveluptoMAX

GradeDMWateronly( Don’tuseAcid) when byDM Wateronly
found
3. Keepbatteryterminalssufficient tight&clean Monthly Clean&Dust/corrosionfree

&Dry terminal joints
4. Don’thammeronterminalswhile fitment Asrequired Terminalsshouldbegently

tighten withclamps
5 Alwaysensuretheventplugsare Clean&hold Monthly Ventholesonplugsareclean&

tightlyonbatterytop cover vent plugs are always in intact
positionon batterytop
6. Cleanthebatterytopcoverbywet cloth&Dryit Monthly Clean&dustfreebatterytop

withdrycloth
7. Avoidanyphysicalshortcircuit betweenthe Asrequired Noshortcircuit/Accidenthazards

batteryterminalswhile checking/Maintainingthe
batteries
8. Ensureproperfitmentofbatteryin cradle Monthly Batteryfitproperlyinbattery

box/ cradle
9. Don’tusethebatteryforotherthan Engine Everyday Goodbatterylife

cranking
11. IncaseofDGSetremainsIdle( withoutoperation Asrequired Goodbatterylife

)formorethan3 weeks,pleaseensurefollowings
:Ͳ
ͼ RemoveNegativecableof battery.
ͼ Ensurebatteryinadequate charge
conditionbefore removal.
ͼ Incaseofnotcharge, removethebattery&
getthe benchcharged
12. Incaseofanybatteryproblem, report Asrequired Fastdecisiononbatteryclaim

immediatelytoKOELService Department &less resolutiontime
CͲ37

Diesel Genset
C11.1.1 Battery Tips
Follow the tips to get the maximum life from your battery.
•The top of the battery must be kept clean and dry.
•Vaseline should be applied to cable clamps and terminals, Never apply grease.
•Terminal corrosion dirt and moisture cause loss of power and make the battery weak.
•Battery open circuit voltage checked regularly and recorded in the service record.
•A faulty electrical system will damage the battery.
•The charging voltage setting measured across the battery terminals shall be maintained at
14.00+ 0.20 volts for 12V System and 28.0 V + 0.4 Volts for 24Vsystem.
•The recommended Specific Gravity of a fully charged battery is 1.270+ 0.005 at 27 oC. Take
immediate corrective action if case of any deviation.
•Electrolyte level must always be maintained in line with the bottom of the vent hole In case of
any drop in the electrolyte level, add pure distilled water. NEVER ADD ACID!
•. Keep battery away from places near fire as hydrogen gas generated from the battery may
cause fire and explosion.
•Shorting the battery terminals with a wire etc. will lead to fire and explosion.
•To prevent potential of harm, keep battery away from the reach of children and personnel who do
not have knowledge of battery.
•Wear the protection goggle and hand gloves while I handling the battery, since battery liquid
may cause blindness and severe burns.
•Do not add excess distilled water above the barrel level. Excess flow may cause damage and
burns.
•Do not drop and shake the battery, as it may cause injuries/damages.
•Care should be taken while handling the battery, as sulphuric acid may cause blindness and
severe burns.
•If battery liquid gets in the eyes, flush eyes thoroughly with clean water and seek medical
attention.
•When battery liquid gets in mouth, rinse immediately with plenty of water and seek medical
attention.
•When battery liquid gets into contact with skin, wash thoroughly with soap and water and
seek medical attention.
•IT IS STRONGLY RECOMMENDED NOT TO USE BATTERY ADDITIVES OR DOPES.
•Social Responsibility and Govt .of India Notification:
-Lead acid batteries contain Lead and Sulphuric Acid, which are highly toxic and extremely
hazardous to health and environment
-Lead poisoning affects the Central Nervous System, causing irreversible retardation and
subsequent death.
-As per the notification of the Govt. of India, "It shall be the responsibility of the consumer to
CͲ38
Diesel Genset
ensure that used batteries are not disposed off in any manner other than depositing with
the dealer, manufacturer or at the designated collection centers”.
-It is mandatory for our authorized dealers to accept a used battery and provide
corresponding rebate on purchase of a new battery
•Please note that violations of these guidelines may lead to legal action & prosecution by
Government Authorities
C12. Optional Equipment
C12.1 Battery Charger
A mains powered battery charger is recommended for gensets meant for Non-AMF standby
duty. This is especially important if the genset does not run often. The battery charger will
ensure that the battery is kept in the peak condition for quickly starting the genset when
required. The battery charger has automatic charge control, thus avoiding overcharging of the
battery.
In case of AMF genset, a mains powered battery charger is usually built in the panel.
C12.2 Heater
C12.2.1 Engine Heater Plug
To ease cold weather starting, a 24 V DC heater plug is fitted to the inlet manifold. This
heater plug is energized for a preset interval before cranking the engine. The passage of
electrical current through the heater plug heats the device and the air inside the inlet
manifold. The 24 V DC supply to the heater plug should be switched off during cranking to
ensure maximum battery capacity for the starter motor. Ensure that the heater plug is not
energized when the engine is running.
C12.2.2 Anti-condensation Heater
Alternators are offered with heaters to prevent condensation, These heaters are fitted to the
alternator stator winding. These operate at a relatively low temperature and do not require a
thermostat. These heaters should be switched off when the genset is running. An external AC
power supply is required to power these heaters.
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Diesel Genset
C12.2.3 Electronic Governor
Genset engines are available with Electronic Governors to closely regulate engine speeds and
therefore output frequency. Electronic Governor is recommended for gensets powering critical
loads and also when two or more gensets are required to run in synchronisation.
C13. Maintenance
A good maintenance programme is essential for long genset life. Please find a program that
should keep your machine in top running condition. Also included in this programme are
routine maintenance operations required for the engine and alternator (see Engine
Maintenance and Alternator Maintenance Sections).
It is good practice to have all of the maintenance and service operations performed by trained
personnel familiar with genset maintenance. This, along with a good service records system,
should aid in developing an efficient maintenance program. The service records of each genset
should include information such as complete nameplate data with model and serial numbers,
all drawing and wiring diagrams, spare parts stock lists, as well as a service schedule and a
copy of this manual. These records will allow quick reference and may help to diagnose a
problem in the future.
C13.1 Daily Maintenance
Perform this maintenance before every start up. If the genset is used for standby
applications with little running, these procedures may be required after longer periods like
every weekly.to weekly.
•Make a visual check of the entire genset. Watch for signs of potential leaks from the engine
fuel system, cooling system or lubrication seals.
•Check the alternator for obstructions in the cooling air ventilation screens.
•Check the alternator and control box for heavy accumulation of dust and dirt. Clean any
heavy accumulations as electrical hazards, as well as cooling problems could arise.
•Check the air cleaner. Clean or replace if necessary.
•Check the fuel level.
•Check the engine coolant level (in case of Liquid cooled engines).
•Be sure that the radiator air flow or blower air flow is not obstructed.
•Check the condition of the blower, fan and alternator belts and their tension.
•Check all hose connections and hose conditions.
•Check the engine oil level. Maintain the level at ‘H’ mark, top up if level is low.
•Check the battery terminals for corrosion.
•Check the battery electrolyte level and fill with distilled water if necessary.
•Ensure cleanliness around genset. Dispose of any unnecessary items in the vicinity of the
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Diesel Genset
genset that may inhibit operation or represent cause of potential injury.

•Refer to the engine maintenance section for specific engine maintenance requirements.
•Start the genset after all checks have been made.
•Drain condensate traps in the exhaust system, if so equipped, and check for exhaust leaks.
•Check for any abnormal noise or vibration.
•Check for leakage of air, fuel, oil or coolant.
•Check all parameters in the control panel for operation within normal limits.
C13.1.1 Maintenance Every Six Months or 250 Hours
•Repeat the daily maintenance checks.

•Check all safety devices by electrically simulating a fault to ensure that all systems will
function properly in the event of a fault.
•Clean all battery cap vents.
•Start the genset and observe all parameters are within limits.
•Tighten all exhaust connections.
•Tighten all electrical connections.
•Refer to the engine maintenance section, for further details.
C13.1.2 Alternator Unit Cleaning
The alternator unit should be cleaned inside and out on a regular basis. The frequency
of such cleaning depends on the environmental conditions of the operating site. The
following procedure should be applied when cleaning is necessary:-
•Disconnect all power.
•Wipe dust, oil, water or any other liquids from the external surfaces of the alternator unit.
All of these materials can work their way into the windings and may cause overheating
or insulation breakdown.
•Remove these same materials from the ventilation screens around the circumferences
of the unit. Do not permit such material to accumulate on these screens as this will
obstruct air flow. Such debris is best removed with a vacuum cleaner to avoid re-
depositing of these materials on other parts of the equipment.
•DO NOT USE COMPRESSED AIR, STEAM OR A HIGH PRESSURE WATER CLEANER.
•Use a vacuum cleaner to clean the windings of the alternator unit. This will remove dust from
the coils that cannot be reached with a wiping cloth.
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Diesel Genset
C13.1.3 Cleaning of radiator
C13.1.3.1 External Cleaning
Figure C - 21: Cleaning Radiator Fins

•Cleaning the radiator fins:
-Clean the radiator fins after every 400 hours. (Under very dusty conditions, increase fins
cleaning frequency.)
-For cleaning, blow pressurized air through radiator fins in reverse direction that of radiator
fan flow.
-Do not spill water on radiator fins.
-Clean cooling system after every 5000 hours while replacing coolant.
C13.1.3.2 Internal Cleaning
•The internal cleaning of radiator is done using ‘K Clean’ chemical.

-K Clean is designed to remove contaminants like scale, oil, grease, rust, loose material that
are present in the engine cooling systems.
-Add K Clean in the ratio of 375 ml. for every 16 litre capacity of radiator. Top up the radiator
with clean water (mineral or similar).
-Run the engine for minimum of 20-30 minutes.
-Stop the engine and allow the water to completely cool down.
-Drain coolant system completely.
-Refill the cooling system with plain clean water and run the engine for another 15-20
minutes for flushing the system.
-Allow the water to cool down and then drain the cooling system completely.
-Observe the drained water; if it still contents rust, scale and dirt, repeat the above
procedure for one more time.
-After cleaning, fill the system with K-Cool Super Plus.
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Diesel Genset
-Use of K-Cool Super Plus has benefits such maximizing engine life and providing optimum
performance.
C14. Control System
Most diesel gensets work fully or partially without continuous human supervision. This
necessitates an electrical and electronic control system that ensures safe operation for
the genset all the time.
The Control System has several design objectives, some or all of which may be present on
a particular genset:
• Means of starting and stopping the Generator Set on user’s command.
•Detect various conditions like failure of mains or restoration of main for starting or
stopping genset automatically.
•Monitor and display engine and genset parameters.
•Compare engine and genset parameters against set levels to ensure operation within
safe limits.
•If the parameters deviate from the set levels, generate alarms to warn the operator.
•If the parameters exceed another set of levels, automatically trip (shut down) the
genset to protect the installation, load and personnel.
•Typical conditions for alarm and trip condition are low oil pressure, high coolant
temperature, over speed, under speed, low coolant level, low fuel level etc.
C14.1 Control Panel
The genset are provided with a control panel with the following typical components:
•Electronic unit that provide logic to control genset,
•Gauges for displaying engine and genset parameters.
•Termination for sensor wires from engine.
•Termination for solenoid and relay outputs to engine.
•Termination for altenator incoming supply.
•Termination for load.
•Fuses and circuit breakers
•Alternator Circuit Breaker for connecting the generator output to load and automatically
disconnecting the load in case of overload or short circuit.
•Mains and Genset contactors.
•Battery charger.
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Diesel Genset
C14.1.1 AMF panel
Auto Mains Failure (AMF) panel contains electronic logic for automating genset
operation including transferring power from mains to genset and vice-versa without
human intervention.
AMF logic performs the following functions:

•Senses mains supply parameters for operation within set parameters.
•If mains supply is acceptable, the AMF logic selects the mains contactor and the load is
charged from mains feeder.
•If the mains supply goes out of set parameter limits, the AMF logic deselects the mains
contactor and starts the genset.
•Once the genset is running and the parameters are within set limits, the AMF logic selects
genset contactor to charge load from genset feeder.
•AMF logic displays the engine and electrical parameters while the genset is running.
•The AMF logic monitors genset safety to ensure operation within limits
•The AMF logic also monitors mains feeder for a return back to normalcy.
•Once mains restores, the AMF logic deselects the genset contactor and selects the mains
contactor to charge load from mains feeder.
•The AMF logic shuts the genset down in the prescribed sequence and restarts the monitoring
of mains feeder for operation within safe limits.
•The AMF logic offer several timers that add delays necessary for correct operation.
C14.1.2 Non-AMF panel
Non-AMF panel provides basic genset safety and display functions. The task of
starting, stopping of genset as well as selecting between mains and genset feeder is
done by the operator.
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Diesel Genset
C15. Controllers Kirloskar Green controller
C15.1.1 KG 745 Controller
C15.1.2 Features
Reactive power protection
4-Line back-lit LCD text display
Five key menu navigation
Front panel editing with PIN protection
Customizable status screens
Power save mode
Support for up to three remote display units
9 configurable inputs
8 configurable outputs
Flexible sender inputs
Configurable timers and alarms
3 configurable maintenance alarms
Multiple date and time scheduler
Configurable event log (250)
Tier 4 CAN engine support

C-45
Diesel Genset
Integral PLC editor
Easy access diagnostic page
CAN and Magnetic Pick-up/Alt sensing
Fuel usage monitor and low fuel alarms
Charge alternator failure alarm
Manual speed control (on compatible CAN engines)
Manual fuel pump control
Engine exerciser
“Protections disabled” feature
KW & kVAr overload protection
Reverse power (kW & kV Ar) protection
LED and LCD alarm indication
Power monitoring (kW h, kVAr, kVA h, kVAr h)
Load switching (load shedding and dummy load outputs)
Automatic load transfer (KG7320)
Unbalanced load protection
Independent Earth Fault trip
USB connectivity
Backed up real time clock
Fully configurable via DSE Configuration Suite PC software
Configurable display languages
Remote SCADA monitoring via DSE Configuration Suite PC software
User selectable RS232 and RS485 communications
Configurable Gencomm pages
Advanced SMS messaging (additional external modem required)
Start & stop capability via SMS messaging
Additional display screens to help with modem diagnostics
DSE Net® expansion compatible Before installation
C-46

Diesel Genset
C15.1.3 Installation Instructions

C15.1.3.1 Before installation
• Read the user manual carefully, determine the correct connection diagram.
• Remove all connectors and mounting brackets from the unit, then pass the unit
through the mounting opening.
• Put mounting brackets and tighten. Do not tighten too much, this can break the
enclosure.
• Make electrical connections with plugs removed from sockets, then place plugs to
their sockets.
• Be sure that adequate cooling is provided.
• Be sure that the temperature of the environment will not exceed the maximum
operating temperature in any case.
C15.1.3.2 Following conditions may cause damage
•Incorrect connections.
•Incorrect power supply voltage.
•Voltage at measuring terminals beyond specified range.
•Voltage applied to digital inputs over specified range.
•Current at measuring terminals beyond specified range.
•Overload or short circuit at relay outputs
•Connecting or removing data terminals when the unit is powered-up.
•High voltage applied to communication ports.
•Ground potential differences at non-isolated communication ports.
•Excessive vibration, direct installation on vibrating parts.
C15.1.3.3 Following conditions may cause abnormal operation
•Power supply voltage below minimum acceptable level.

•Power supply frequency out of specified limits
•Phase order of voltage inputs not correct.
•Current transformers not matching related phases.
•Current transformer polarity incorrect.
•Missing grounding.
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Diesel Genset
C15.1.4 Views
C15.1.4.1 Front View
C15.1.4.2 Rear View
C-48
Diesel Genset
C15.1.5 Electrical Installation
Do not install the unit close to high electromagnetic noise emitting

devices like Contactors, high current bus bars, switch mode power
supplies and the like.
ALWAYS remove plug connectors when inserting wires with a screwdriver.
Fuses must be connected to the power supply and phase voltage inputs, in close proximity
of the unit.
Fuses must be of fast type (FF) with a maximum rating of 6A.
Use cables of appropriate temperature range.
Use adequate cable section, at least 0.75mm2 (AWG18).
Follow national rules for electrical installation.
Current transformers must have 5A output.
For current transformer inputs, use at least 1.5mm2 section (AWG15) cable.
The current transformer cable length should not exceed 1.5 meters. If longer cable is used,
Increase the cable section proportionally.
Current Transformers must be used for current measurement. Direct connection is not
allowed.
The engine body must be grounded. Otherwise faulty voltage and frequency
o measurements may occur.
c
c
u
r
.
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Diesel Genset
C15.1.6 CIRCUIT DIAGRAMS
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Diesel Genset
C-51
Diesel Genset
C-52
Diesel Genset
C-53
Diesel Genset
C16. ECU mounting
CAUTION:
DON’T PUT WEIGHT ON THE AVM’s.
C16.1 CAN J1939 topology
GCU
Can1
120ɏ 120ɏ
PCConnector
CAN 1: Engine CAN: ECU to ECU communication

CAN 2: Vehicle/Instruments: ECU to PC Communication
C-54
Diesel Genset
C17 Do’s & Don’ts for CRDI:
Components Do’s & don’ts
Never assemble empty filters. Fill it completely with diesel before

assembly
Lock the filters properly
Check for any leakage in the LPC circuit

Filters
Never stand on the filters. It may crack the header
Don’t over torque connections on filter. It may lead to thread damage
Ensure proper washer sealing

Never open a high pressure pipe line while engine is running
Ensure proper tightening torque for HPP, DCR to Rail Inlet

Injectors connection
Injector tip is very delicate. While replacing injector, it should not

get damaged
All sensors to be handled carefully
Ensure that none of the pins get twisted while connecting the
sensors
Proper gap to be maintained between crank-flywheel, cam-

Sensors
cam gear
Do not disconnect the any connection when ECU is powered up
Do not short the sensor supply to out

put to check the safety of sensor
Do not cut wiring for tapping the signal or for any other issue
Check for harness continuity

Harness
There should not be any loose wiring near the rotating or hot zone
parts.
Ensure no fuel is spilled over IMV, it may lead to short circuit
Inlet Metering Valve (IMV)
IMV connection should NEVER be shorted to ground
Never go online when the engine is running

on load
Connection with ECU
Never turn the power off while flashing the ECU
Disconnect the ECU while performing welding operation
C-55
Diesel Genset
SECTIOND–DIESELENGINE
Diesel Genset
DV series Diesel Engine

D1.EngineDescription Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ1
D1.1.Enginenumberingsystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ1
D1.1.1Enginenameplate Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ1
D1.1.2EnginenumbersystemͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ1
D1.2.EngineVariantsͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ2
D1.3.BriefTechnicalDetails Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ2
D1.3.1Enginetype Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ2
D1.3.2CylinderblockͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ2
D1.3.3Piston,ConͲrodandCrankshaftͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ2
D1.3.4ClosedCoolingSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ3
D1.3.5FuelInjectionSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ3
D1.3.6LubricatingSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ3
D1.3.7ElectricalEquipment Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ3
D2.General Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ4
D2.1.Yourengineneeds Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ4
D2.2.ServiceandMaintenance Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ4
D2.3.MaintenanceandRepairsͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ4
D2.4.SafetyͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ4
D3.EngineIllustrationsͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ5
D3.1.EngineView(Front)ͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲͲ Ͳ ͲͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ5
D3.2.EngineView(Front) Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ6
D3.3.StarterMotorSideͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲͲ Ͳ Ͳ ͲDͲ7
D3.4.CrankPulleySideͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ8
D3.5.FlywheelSideͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ9
D3.6.GearTrainArrangementͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ10
D3.8.Engineliftingdevice Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ11
D3.8.1ForbareengineDVseries Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ11
D3.9.LubeOilSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ11
D3.9.1Lubeoilcircuit Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ11
D3.9.2SchematicofLubricationSystemͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ12
D3.9.3LubeOilCooler Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ13
D3.9.4LubeOilfilter Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ14
D3.9.5OilFlowthroughtheEngine Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ14
D3.9.5.1OilSupplyThroughCoolerandFilter Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ14
D3.9.5.2OilSupplythroughOilPump,CrankcaseandHeader Ͳ DͲ15
D3.9.5.3OilSupplyinCrankcase Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ16
D3.9.5.4OilSupplyforRockerLever Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ16
D3.9.5.5OilSupplyforCrankandCamOil Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ17

Diesel Genset

D3.9.5.6PistonCoolingNozzle Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ17
D3.9.6LubeOilPressure Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ18
D3.9.7LubeoiltemperatureͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ18
D3.9.8LubeOilSumpCapacityͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ18
D3.9.9UsingLubeOil Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ19
D3.9.10QualityGradeͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ19
D3.9.11Viscosity Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ20
D3.10.FuelSystemͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ21
D3.10.1FuelCircuit Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ21
D3.10.2InjectionpumpͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ22
D3.10.3FuelFilter Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ22
D3.10.4FuelSpecifications Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ23
D3.10.4.1WinterGradeFuel Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ23
D3.10.5SelectingFuel Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ24
D3.10.6StoringFuel Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ24
D3.11.CoolingSystemͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ25
D3.11.1RadiatortypecoolingsystemͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ25
D3.11.2CoolantͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ26
D3.11.3CoolantFlowthroughtheEngineͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ26
D3.11.3.1CoolantPumptoLubeOilCoolerandHeader Ͳ Ͳ Ͳ ͲDͲ26
D3.11.3.2HeadertoCrankcaseandLinerͲRightSideView Ͳ ͲDͲ27
D3.11.3.3HeadertoCrankcaseandLinerͲLeftSideViewͲ Ͳ ͲDͲ28
D3.11.3.4CrankcasetoLiner,CylinderHeadandCrankcase Ͳ ͲDͲ28
D3.11.3.5CrankcasetoHeader Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ29
D3.11.3.6HeadertoThermostatͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ30
D3.11.4CoolantPressureCapͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ30
D3.12.ElectricalSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ31
D3.12.1ElectricalEquipmentͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ31
D3.12.2BatteryCable Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ31
D4.EngineOperationͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ31
D4.1.CommissioningͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ31
D4.1.1FillingEngineOil Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ31
D4.1.2FillingCoolingSystemͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ32
D4.1.3CheckingVͲBelts Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ33
D4.1.4CheckingValveClearanceͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ33
D4.1.5OtherPreparations Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ33
D4.2.StartingandStopping Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ33
D4.2.1LubricationSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ33
D4.2.2CoolingSystemͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ34
D4.2.3ElectricalSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ34
D4.2.4MechanicalChecksͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ34
D4.2.5ProcedureofStartingandStopping Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ34


Diesel Genset

D4.2.5.1StartingtheGensetͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ34
D4.2.5.2StoppingTheGensetͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ36
D4.3.Runninginperiod Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ37
D4.3.1Operationofanewengine(breakͲin) Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ37
D4.3.1.1Precautionsduringfirst150hoursofoperationͲ Ͳ Ͳ Ͳ DͲ37
D4.3.1.2CheckpointsforRunningͲin Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ37
D4.3.2CheckpointsduringOperation Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ38
D5.EngineCleaningandPreservation Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ38
D6.MaintenanceScheduleͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ39
D6.1.MaintenanceLogͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ41
D6.1.1PeriodofTopOverhaulandMajorOverhaulͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ42
D7.Service&MaintenanceͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ42
D7.1.BleedingfuelOilSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ42
D7.2.MaintenanceofLubeOilSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ43
D7.2.1CheckingOilLevel Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ43
D7.2.2DrainingEngineOilͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ44
D7.2.3FillingFreshLubeOil Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ44
D7.2.4ReplacementofOilFilterCartridge Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ45
D7.3.CentrifugeLubeOilfilterͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ45
D7.4.ServicingInstructions Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ46
D7.5.ServicingProcedure Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ47
D7.5.1“Don'ts”aboutthecentrifugecleaner Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ49
D7.5.2Troubleshooting Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ50
D7.6.MaintenanceofFuelSystemͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ50
D7.7.FuelsystemchecksͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ50
D7.8. FuelContaminationandWaterTrap Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ51
D7.9.CleaningPrimingpumpStrainerͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ51
D7.10.Bleedingthefuelsystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ51
D7.10.1ChangingFuelFilterͲSpinOnType Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ52
D7.11.MaintenanceofCoolingSystemͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ53
D7.11.1Radiator Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ54
D7.11.2DrainingofCoolant Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ54
D7.11.3CleaningofIntercooler/ChargeAirCooler Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ55
D7.11.3.1CleaningInterval Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ56
D7.11.4CleaningofRadiatorͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ56
D7.11.4.1ExternalCleaning Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ56
D7.11.4.2InternalCleaningͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ57
D8.MaintenanceofAirInletSystem Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ57
D8.1.PartsofAirCleanerͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ57
D8.1.1IntroductionofDryTypeAirCleanerͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ58
D8.1.2 MaintenanceͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ58


Diesel Genset

D8.1.2.1CleaningProcedure Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ59
D8.1.2.2CleaningofFilterElementͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ60
D8.1.2.3InspectionofAirCleanerElement Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ61
D8.1.2.4AssemblingRubberSealingRingͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ61
D8.1.3CheckingVͲbeltTension Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ62
D8.2.ValveClearance Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ62
D8.2.1CheckingValveClearanceͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ63
D8.2.2Adjustingorderofthevalveclearance Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ63
D8.2.3AdjustingValveClearance Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ64
D8.3.MaintenanceofElectricalEquipmentͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ64
D8.3.1BatteryChargingAlternator Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ64
D8.3.2CheckingBatteryandCableConnectors Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ65
D8.3.3CheckingElectrolyteLevel Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ65
D8.3.4CheckingElectrolyteDensity Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ66
D8.4.AdditionalJobsͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ67
D8.4.1ExhaustSilencerͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲͲ ͲDͲ67
D8.4.2CheckingofFastenersͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ67
D9.Faults,CausesandRemediesͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ67
D9.1.DiagnosisChart Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ67
D10.EngineSpecificationsͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ69
D11.TighteningTorque Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ70
D11.1.TableforFasteners Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲͲ ͲDͲ72
D12.DiagnosisChartsͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ73
D12.1.EngineNotStartingͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ73
D12.2.EngineOverheatedͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ74
D12.3.OutputInsufficientͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ75
D12.4.LowOilPressureͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ76
D12.5.ExcessiveFuelConsumption1 Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ77
D12.6.ExcessiveFuelConsumption2 Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ78
D12.7.ExcessiveOilConsumption1Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ78
D12.8.ExcessiveOilConsumption2Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ79
D12.9.EngineKnocking Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ80
D12.10.BatteryDischargingͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ81
D12.11.NoisyEngine1Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ82
D12.12.NoisyEngine2Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ83
D13.EngineFiringOrderͲ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ84
D13.1.DV8 Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ84
D13.2.DV10 Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ ͲDͲ84
D13.3.DV12 Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ Ͳ DͲ85

Diesel Genset
D13.4. DV16 ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ D‐86
D14. ECU Connector‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ D‐87
D15. Sensor ‐ ‐ ‐ ‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ D‐88
D16. Trouble Shooting Guide ‐ ‐ ‐ ‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐‐ ‐ ‐ ‐ D‐92
D17. DTC Controller ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐‐ ‐ ‐ ‐ D‐93
D18. DV CRDI Trouble Shooting ‐ ‐ ‐ ‐ ‐ ‐‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ D‐94

Diesel Genset

DV Series Diesel Engines

D1. Engine Description

D1.1.Engine numbering system

D1.1.1 Engine name plate

Engine number is punched on the Name Plate which is fixed on the engine crankcase.

Figure D - 1: Engine Rating Plate
D1.1.2 Engine number system

Please furnish the complete engine number, so that matter concerning Customer Service and
Spare Parts can be more easily dealt with.
DͲ1

Diesel Genset

D16. 1002/ 17 00001

Engine Serial Number

Year of Manufacture i.e. 2014

Application Code
(Build of the engine)

D16 for DV16
Figure D - 2: Engine Number System

D1.2.Engine Variants

Table 1: Variants of DV Series Engines

Engine Model DV16 CRDi DV16 CRDi DV12 CRDi
Power Rating (kVA) 1010 910 750

HP @ 1500 RPM
1210 1090 900
(Continuous) (ISO
3046)

D1.3.Brief Technical Details

D1.3.1 Engine type

The Engines DV series engines are V series water-cooled four-stroke diesel engines with
direct injection. The engine has Turbo-charging with and After-cooling.

D1.3.2 Cylinder block

The cylinder block is a single piece of alloy cast iron. To increase its stiffness, it is extended to
a level below the crankshaft center line. The engine has wet cylinder liners and individual
cylinder heads with struck-in valve seat rings and replaceable valve guides.

D1.3.3 Piston, Con-rod and Crankshaft

The forged crankshaft has detachable counterweights (Balance Weights). Radial oil seal is on
crankshaft at crank pulley and at flywheel end oil seal is on crank gear. Flywheel end and crank
gear end is same for the engine.
D-2

Diesel Genset

The con-rods (connecting rods) are die-forged, diagonally split and can be removed through
the top of the cylinders together with the pistons. Crankshaft and connecting rods run in steel-
backed lead bronze ready-to fit type bearings. Piston featuring oil gallery with optimized oil
cooling jet nozzle which keeps the piston cool under high temperature conditions

D1.3.4 Closed Cooling System

In cast coolant ducts, plug-in coolant pump and integrated twin thermostat provide for
maximum tightness of the cooling system. For better security, connection of tubing and
channels are sealed with elastomer rubber packing rings.

D1.3.5 Fuel Injection System

CommonRailFuelInjection(CRDI)systemconsistsofacommonrailpumpwhichdeliversfuel
totherailtherebyincreasingtherailpressure.ECUgivessignalstosolenoidinjectorstoinject
preciseamountoffuelatcorrecttime.

D1.3.6 Lubricating System

The engine is provided with force-feed lubrication by Gear type pump.
The pressure is produced by a gear pump whose drive gear is in mesh with the crankshaft gear
at the flywheel end of engine.
The oil pump draws the oil from the oil sump and delivers it through the oil cooler and oil filter to
the main distributor gallery and from there to the main bearings, big-end bearings and
camshaft bearings as well as to the small-end bearings and the rocker arms.
The injection pump and the turbocharger are also connected to the engine lubricating system.
The cylinder walls and timing gears are splash-lubricated. Each cylinder has an oil jet provided
for cooling the underside of the pistons.
The system includes adequate lube oil filtering by replaceable ‘Spin - on’ filter cartridge. Two
separate lube oil filter cartridges are provided for each side. Centrifuge lube oil filter is also
provided for greater oil life.
The water cooled lube oil cooler is provided to maintain the lube oil temperature within
limits. The relief valve controls the engine lube oil pressure. Relief valve is provided on delivery
side of the lube oil pump. A secondary pressure relief valve is also provided in the engine
crankcase.

D1.3.7 Electrical Equipment

The DV series engines have 24V, negative earth or floating earth electrical system. The starter
motor is of sliding armature type for reliable operation even at low temperatures. A V-Belt
driven alternator charges the battery when engine is running.
D-3

Diesel Genset

D2. General

D2.1.Your engine needs

•Clean high speed diesel oil.

•Lubricating oil of specified quality and viscosity grade.

-KOEL recommends use of K-Oil Premium.

•Fresh air for combustion of fuel, for cooling of genset / radiator.

•Genuine spare parts for its maintenance.

•K - Cool Super plus Coolant to avoid rust formation.

D2.2.Service and Maintenance

•Sound service and maintenance practices will ensure that the engine continues to meet your
requirements.
•Recommended preventive maintenance at regular intervals must be observed. The service
and maintenance work should be carried out conscientiously.
•Special care should be taken under abnormally demanding operating conditions.

D2.3.Maintenance and Repairs

•Shut down the engine before carrying out maintenance or repair work.

•When the work is complete, be sure to install safety devices that may have been removed.

•If you have to work on a running engine, ensure that all clothing is tight fitting and cannot
entrap the moving parts.
•Observe all industrial safety regulations when engine are operating in enclosed spaces or
underground.
•Please contact your KOEL dealer for spare parts enquiry. Use only genuine spare parts.

D2.4.Safety

• All Safety instructions (for both engine and operator) in this manual are designed by the
accompanying symbol. Please follow them carefully.

•The attention of operating personnel should be drawn to these instructions.

•General safety and accident prevention regulations laid down by law must also be observed.
D-4

Diesel Genset

D3. Engine Illustrations

D3.1.Engine View (Front)

Figure D - 4: Engine View (Front)
D-5

Diesel Genset

D3.2. ‘A’ BANK SIDE (LEFT HAND SIDE FROM PULLEY END) 1
4

5 6 7 2

Figure D - 5: Starter Motor Side

Table 2: Starter Motor Side

Number Item
1 Air Intake Pipe to Intercooler
2 Air Intake Pipe from Intercooler

3 Turbocharger
4 Starter Motor
5 Lube Oil Sump
6 Lube Oil Filter
7 Lube Oil Header
D-6

Diesel Genset

D3.3. ‘B’ BANK SIDE (RIGHT HAND SIDE FROM PULLEY END)
11
10
9
12
13
8

Figure D - 6: Alternator Side

Table 3: Alternator Side

Number Item
8 Centrifuge
9 Water Suction Adaptor

10 Fuel Filter
11 Fan Pulley
12 Exhaust Manifold
13 Ladder
D-7

Diesel Genset
D3.4.Crank Pulley Side
14
15
16
17
Figure D - 7: Crank Pulley Side

Table 4: Crank Pulley Side
Number Item
14 Thermostat
15 Water Pump
16 Crank Pulley
17 Vibration Damper
D-8

Diesel Genset
D3.5.Flywheel Side
18
17

Figure D - 8: Flywheel Side

Table 5: Flywheel Side
Number Item
18 Flywheel
19 Flywheel Housing
D-9

Diesel Genset

D3.6.Gear Train Arrangement

FUELPUMPGEARL.H.FUELPUMPGEARR.H.

INTERMEDIATEGEAR
CAM&FUELPUMP
INTERMEDIATE
DOUBLEGEAR
(CRANK&CAMGEAR)
CAMGEAR
CRANKSHAFTGEAR

Figure D - 9: Gear Train Arrangement

Camshaft, lube oil pump and fuel injection pump are driven by a gear train arranged at Flywheel
End. The water pump is belt driven.

D-10

Diesel Genset

D3.8.Engine lifting device
D3.8.1 For bare engine DV series

Figure D - 10: Recommended Lifting
Device

Before lifting the engine, first fix the lifting hooks on the engine and then lift the engine.
The lifting brackets are provided on 4 N o s . o f c y l i n d e r h e a d s o n the engine
w h i c h a r e meant for lifting only the bare engine. Avoid lifting engine + equipment
with only the engine lifting hooks as it could damage the engine or equipment and
cause breakage. The engine in illustration may look different from the one in your
installation.

D3.9.Lube Oil System

D3.9.1 Lube oil circuit

The engine is provided with force-feed lubrication by Gear type
pump.
The pressure is produced by a gear pump whose drive gear is in mesh with the crankshaft
gear at the flywheel end of engine.
The oil pump draws the oil from the oil sump and delivers it through the oil cooler and oil
filter to the main distributor gallery and from there to the main bearings, big-end
bearings and camshaft bearings as well as to the small-end bearings and the rocker arms.
The injection pump and the turbocharger are also connected to the engine lubricating
system. The cylinder walls and timing gears are splash-lubricated. Each cylinder has an oil
jet provided for cooling the underside of the pistons.
D-11

Diesel Genset
The system includes adequate lube oil filtering by replaceable ‘Spin - on’ filter cartridge.
Two separate lube oil filter cartridges are provided for each side. Centrifuge lube oil
filter is also provided for greater oil life.
The water cooled lube oil cooler is provided to maintain the lube oil temperature
within limits. The relief valve controls the engine lube oil pressure. Relief valve is provided
on delivery side of the lube oil pump. A secondary pressure relief valve is also
provided in the engine crankcase. Lube oil pump

Unit DV16CRDI
Lube Oil Pump Flow at 3.5 bar Liters/ Minute 190
pressure (LPM)
D3.9.2 Schematic of Lubrication System

A schematic diagram shows the lubricating oil circuit of a typical DV series
engine

Figure D - 11: Schematic of Lubrication System
D-12

Diesel Genset

D3.9.3 Lube Oil Cooler

Lube oil cooler is provided between the oil pump and the lube oil filter. This cooler is a
plate type heat exchanger.

2
Figure D - 12: Lube Oil Cooler

Table 6: Lube Oil Cooler
Number Item
1 Lube Oil Cooler

2 Lube Oil Filters
D-13

Diesel Genset

D3.9.4 Lube Oil filter

The Oil filter removes dirt suspended in the lube oil. Check for oil pressure and oil leaks,
and repair or replace the oil filter if necessary. Change the oil filter cartridge simultaneously
at every replacement of engine oil. Refer Figure D - 12: for location of oil filters.
D3.9.5 Oil Flow through the Engine

The following images show the flow of lube oil through various parts of the
engine.

D3.9.5.1 Oil Supply Through Cooler and Filter

COOLER
FILTER

Figure D - 13: Oil Supply through Cooler and Filter
D-14

Diesel Genset

D3.9.5.2 Oil Supply through Oil Pump, Crankcase and Header
Crankcase
Header
Lub. Oil Pump

Figure D - 14: Oil Supply through Oil Pump, Crankcase and Header

D-15

Diesel Genset
D3.9.5.3 Oil Supply in Crankcase

Figure D - 15: Oil Supply in Crankcase
D3.9.5.4 Oil Supply for Rocker Lever

Figure D - 16: Oil Supply for Rocker Lever
D-16

Diesel Genset
D3.9.5.5 Oil Supply for Crank and Cam Oil
Figure D - 17: Oil Supply for Crank and Cam Oil
D3.9.5.6 Piston Cooling Nozzle
Figure D - 18: Piston Cooling Nozzle
D-17

Diesel Genset

D3.9.6 Lube Oil Pressure

Table 7: Lube Oil Pressure
Engine Speed Oil Pressure
At loaded condition in operating range 3.5 to 4.3 Kg/cm2

D3.9.7 Lube oil temperature

The maximum lube oil temperature for DV series engine is ambient temperature plus 800C.
For example if ambient temperature is 45 0C, the maximum lube oil temperature should be
125 0C. Note: - During the running in period of first 50 hours, never exceed ‘full load‘ even
for a short duration; this is applicable for stationary applications like power generation
application.

D3.9.8 Lube Oil Sump Capacity

The lube oil sump capacities of DV series engines are as below. These capacities are for the
fabricated sumps.

Lube Oil Sump Capacity Unit DV16 CRDi

Maximum 130
Liters
Minimum 100
D-18

Diesel Genset

D3.9.9 Using Lube Oil

The oil must be changed at least once in a year. This is applicable to the engines which
are running for standby duty application.

Note:

•Initial Fill = Sump capacity + Gallery capacity + Lube oil filter capacity.

•Fill the Lube oil filter with oil before fitting on the engine.

•Whenever Lube oil filter is drained off, add approximately 0.5 liter to 1 liter extra lube oil
(as per the size of the Spin-on filter cartridge) in the sump to maintain the correct oil
level.)
•The oil level in the sump should be checked at room temperature by using
dipstick.

•Top up with fresh oil when the level reaches the low level mark on dip stick, fill till it
increases to top level mark. Avoid over filling.
•The engine should be lubricated only with the specified oil. This specially blended engine
oil designed for the best performance of your genset.
•Using the specified oil has the following advantages:

-Extra protection against corrosion and rusting.

-Excellent performance at both high and low temperatures.

-Reduced fuel consumption.

•Usage of improper lube oil could result in:

-Overheating of the engine.

-Sluggish performance.

-Excessive fuel consumption.

-Increased wear of bearings and other parts.

•The specified K-Oil Premium oil is available only through KOEL’s authorized service
dealers in suitable packing.

D3.9.10 Quality Grade

K-Oil Premium lube oil is recommended to use in the engine. It has the correct viscosity
and detergency grades for the best all round performance..
Warranty is applicable on use of ‘K-Oil Premium’ engine oil

only.

D-19

Diesel Genset
D3.9.11 Viscosity

Multi-grade oil should be used. As the viscosity of lube oil is dependent on temperature,
the choice of SAE grade should be governed by the ambient temperature prevailing at the
engine operating site. Optimum operating behavior will be attained if you take the
accompanying oil viscosity diagram as a guide. Should be temperature fall temporarily
below the limits of the SAE grade selected, cold starting may be affected but the engine
will not be damaged.
In order to keep wear to a minimum, do not exceed application limits for extended period
of time.

Figure D - 19: Lube Oil Viscosity
D-20

Diesel Genset
D3.10.Fuel System
D3.10.1 Fuel Circuit
Figure D - 20: Fuel Circuit DV16 CRDI series
D-21

Diesel Genset

DV16 1010/910 kVA CRDi fuel system has a two level filtration process. It consists of
pre filter, final filter integrated lift pump, common rail pump, rail and the high pressure
pipes.
The lift pump creates suction due to which fuel enters into the pre filter from tank. This
is the first filtration level. Fuel after the pre filters rises up to final filter which is the 2nd
level filtration and from here it is pushed further into the common rail pump.

D3.10.2 Injection pump & Piping

The common rail pump gets the drive from crank gear via intermediate gears. It is a
diesel lubricated pump capable to developing very high pressure. Filtered fuel enters
the positive displacement pump to create high pressure. This high pressure fuel is
pushed in rail for further distribution through the high pressure pipe. Based on the ECU
signal the respective injector opens and injects precise amount of high pressure fuel
into the combustion chamber at right time
Figure D - 21: Fuel Injection Pump and Piping
D3.10.3 Fuel Filter

The1stfiltrationleveltakesplaceinprefilterwherethemacroparticlesinthefuelare
removed.ThispreͲfiltrationalsoincludeswaterinfuelsensorwhichindicateswater
inclusioninthefuelandcanberemovedbydrainingthroughtheplug.Fromherethe
fuel enters into a 2nd level filtration level i.e. final filter in which micro particles are
removedwithhighefficiency.Finally,acleanfiltereddieselissendtothepump.
D-22

Diesel Genset

Figure D - 22: Fuel Filter

D3.10.4 Fuel Specifications

The performance of the engine depends upon supply of clean and correct grade of fuel. The
fuel injection equipment is manufactured to very close tolerances and slightest amount of dirt in
fuel can cause wear on the injection equipment. Following points are important in use of fuel on
KOEL DV series engines.

The following specifications are approved: -

•IS:1460 - 2005

•ASTM D975-88:1-D & 2-D

•-BS2869:A1 and A2 (In case of A2, note sulphur content)

•W-F-800C:DF-A, DF-1 and DF-2

•DIN 51 601

Note: Use of non-specified fuel/additives will lead to lapse of warranty.

D3.10.4.1 Winter Grade Fuel

At low temperatures, waxing may occur and clog the fuel system, thus causing operational
troubles.
In the case of ambient temperature below 10°C, use ‘Winter Grade ‘ d i e s e l fuel, mixed
with Kerosene. Proportion of Kerosene to be mixed in Diesel, depends on the ambient
temperature as shown in the graph. (Maximum proportion limited to 50%).

PREPARE THE BLEND IN THE TANK ITSELF. FILL IN THE NECESSARY AMOUNT OF
KEROSENE FIRST, THEN ADD DIESEL FUEL.
D-23


Diesel Genset

Figure D - 23: Winter Grade Fuel

D3.10.5 Selecting Fuel

Fuel quality is an important factor in obtaining satisfactory engine performance, long engine
life, and acceptable exhaust emission levels. KOEL engines are designed to operate on most
diesel fuels marketed today. In general, fuels meeting the properties of ASTM Designation
D975 (grades 1-D and 2-D) have provided satisfactory performance. The ASTM 975
specification, however, does not in itself adequately define the fuel characteristics needed for
assurance of fuel quality.
The properties listed in the fuel oil selection chart below have provided optimum engine
performance. Grade 2-D fuel is normally available for generator service. Grade 1-D fuel should
not be used in pleasure craft engines, except in an emergency.

D3.10.6 Storing Fuel

•The storage of fuel is of utmost importance since many engine problems are traced to dirty
fuel or fuel stored for too long a period.
•Store fuel in a convenient place outside the building.

•It is recommended that the fuel tank should be filled in at the end of the day‘s work. This
keeps moisture out of the tank.
•To eliminate water from the fuel, drain out small quantity of fuel from fuel tank through a drain
plug every day before starting the engine.
D-24

Diesel Genset

D3.11.Cooling System

D3.11.1 Radiator type cooling system

The radiator type cooling system is used in DV series
engines.
The schematic diagram, of the typical coolant circuit with radiator type cooling system is
shown in the figure below.

Figure D - 24: Coolant Circuit

The cooling system consists of:

•Water pump

•Radiator

•Radiator Fan

•Thermostat

•Compensating bottle
D-25

Diesel Genset

D3.11.2 Coolant

The engine uses a specially formulated coolant ‘K-Cool Super Plus.’ with demineralized water
and glycol. Use only K-Cool Super Plus coolant. Do not use ordinary water. K-Cool Super Plus
is available only through KOEL’s authorized dealer in suitable packing.

D3.11.3 Coolant Flow trough the Engine

The following images show the flow of coolant through various parts of the engine.

D3.11.3.1 Coolant Pump to Lube Oil Cooler and Header
Crankcase
Header
D-26

Diesel Genset
D3.11.3.2 Header to Crankcase and Liner - Right Side View

Figure D - 26: Header to Crankcase and Liner - Right Side View
D-27

Diesel Genset

D3.11.3.3 Header to Crankcase and Liner - Left Side View

Cyl.Head

Figure D - 27: From Header to Crankcase and Liner - Left Side View
D3.11.3.4 Crankcase to Liner, Cylinder Head and Crankcase
Cyl.Head
Crankcase
Liner
Figure D - 28: Crankcase to Liner, Cylinder Head and Crankcase
D-28

Diesel Genset

D3.11.3.5 Crankcase to Header

Figure D - 29: Crankcase to Header
D-29

Diesel Genset
D3.11.3.6 Header to Thermostat
To Radiator To Radiator
Thermostat Thermostat
Hot Coolant Out
Cold Coolant In Cold Coolant In
Figure D - 30: Header to Thermostat D3.11.4 Coolant Pressure Cap

D3.11.4 Coolant Pressure Cap

Figure D - 31: Coolant Pressure Cap
D-30

Diesel Genset

Check the pressure valve opening pressure using a expansion tank cap tester. Replace
the filler cap assembly if the measured valve does not reach the specified limit,
(pressure valve opening pressure : 0.9 kg/cm2).
Note : Do not open the pressure cap when coolant is hot, even if the engine is not
running.
Open only after the coolant drops to room temperature. After the coolant returns to
room temperature, relieve any pressure inside the radiator by carefully opening the
pressure cap.

D3.12.Electrical System

Standard engines are equipped with 24 V, negative earth electrical starting system.
Floating earth system is also available as an option.

D3.12.1 Electrical Equipment

Table 8: Electrical Equipment

Power range of Battery Capacity Starter
DV Series Genset in AH x Quantity
750 kVA 180 x 02 9kw x 1
910kVA‐1010kVA 180 x 4 9kw x 2

D3.12.2 Battery Cable

Battery Cable (Copper) below 1.5 meter length = 35 mm2
Battery Cable (Copper) more than 1.5 meter length = 70
mm2

D4. Engine Operation

D4.1.Commissioning

Before you start a new or overhauled engine, attend following
points:

D4.1.1 Filling Engine Oil

Fill the engine with Lube oil through oil filler as shown in figure below. For Quantity,
refer to “Lube Oil Sump Capacity” in D3.9.8 For Lube Oil grade, refer to “Quality Grade” in
D3.9.10. For Lube Oil Viscosity, refer to “Viscosity”
FeedinPump
D3.9.11.
D-31

Diesel Genset

Engine Oil Filler
Figure D - 32: Engine Oil
Filler D4.1.2 Filling Cooling System

Figure D - 33: Initial filling of radiator
Add coolant only in Compensatory Bottle, do not open the radiator cap to fill
coolant.

•Fill the cooling system with recommended K-Cool Super Plus.

•Fill the coolant through neck of radiator till it runs out through the radiator over flow pipe
and then connect the pipe to Compensatory Bottle.
•Coolant filling through radiator neck is recommended only for initial fill.

•For regular coolant top up, add coolant to the Compensatory Bottle.

•Do not open the radiator cap while engine is running or hot.

•The cooling system is under pressure hence danger of burning body skin.

•Add coolant when the coolant system is cold. The temperature difference between the
coolant in the engine and the coolant being added must not exceed 50oC.
D-32

Diesel Genset
D4.1.3 Checking V-Belts

Check that belts are in position and the belt tension is proper. If the belt tension is not
proper adjust the same as described in D8.1.3.

D4.1.4 Checking Valve Clearance

It is not necessary to check / adjust the valve clearance on a new engine as it is
already adjusted at its required value in factory. However after overhauling the engine, it
is necessary to recheck and adjust the valve clearance before starting the engine. Refer
D8.2.3 for adjustments.

D4.1.5 Other Preparations

Check battery and lead connections. Also check the cable connections at the starter
and alternator. Loose connections lead to improper contact and damage to the terminals.
•Remove lifting hooks after engine installation.

•After completing the preparations, run the engine for a short period of 10 minutes without
load.
-Check the engine for oil and water leakages. Rectify reasons for leakages, if any.

•After stopping the engine check following.

-With engine stationary, check the oil level. Top up the oil if necessary.

-Retighten the V belts.

D4.2.Starting and Stopping

D4.2.1 Lubrication System

Observe these precautions.

•Fill recommended grade of fresh oil in the sump up to the high mark of the
dipstick.

•If starting for the first time after commissioning, add an additional 1/2 liter or 1 liter oil to
compensate for the extra volume of the lube oil filter.
•Check and top up lube oil level in the oil sump after initial starting and stopping the
engine.
D-33

Diesel Genset

D4.2.2 Cooling System

For Liquid Cooled Engines, observe the following points.

•Fill the radiator only with K-Cool Super Plus coolant.

•After starting the engine recheck the coolant level in the radiator and top up if
required.

•The Compensatory Bottle on the radiator should also be filled as per the specified
marking.

D4.2.3 Electrical System

•Check the battery for correct voltage and current capacity.

•Check that the battery cables are correctly connected and secure.

•Ensure correct polarity.

•Apply petroleum jelly on battery terminals.

•Ensure that all electrical wiring of the alternator is intact.

D4.2.4 Mechanical Checks

•Ensure that all the fasteners in the foundation, couplings etc. are properly secured.

D4.2.5 Procedure of Starting and Stopping

•Before starting:

-Check the oil and coolant levels - top up if required.

-Ensure that there is sufficient fuel in fuel tank.

-Check the restriction indicator of air cleaner is indicating clear status.

-Clean the engine with a dry cloth.

-The engine’s control panel has a electronic controller that handles starting, running
and stopping the engine.

D4.2.5.1 Starting the Genset

•In this mode, the user starts and stops the engine. The user also transfers the load
from mains to genset and back, as required.
•Before starting, ensure load is disconnected from genset. Ensure people and
material/tools are clear of the engine.
D-34

Diesel Genset
•Check if Manual Mode is selected on the KG 545 controller by the lit state of lamp on the
top left of the MAN button. If not, operate MAN button once and verify the lighting of the
lamp.

MAN

•To start the engine operate the Manual Start button once.
I

•The controller will initiate cranking to start the engine. If the engine fails to start, the
controller will try again. If the engine does not start despite several attempts, the
controller indicates a Start Failure condition and inhibit further cranking. See Controller
section for more details.
•If engine fails to start, investigate the reasons before trying again.

•After engine starts:

-Check for leakages of fuel, oil and coolant.

-Allow engine to idle for 3 minutes and then start connecting load in steps.

-Check engine parameters like Oil pressure, coolant temperature and battery
changing rate at regular intervals, while the genset is in operation.
-Maintain log book.

-Check for exhaust smoke.

-Check for any abnormal sounds.

-Check for alternator parameters, like voltage, ampere, kW and Power Factor on all
phases.
-During commissioning, cross check the meter readings with a calibrated multimeter
or clamp - on meter.
-Ensure that the load is balanced in all phases and within rated output of the
genset.

-Check that all gauges and meter provided in control panel are working.

•After starting:

-Allow the engine to run idle for about 3 minutes before loading the engine in
steps.

-While the engine is running, check values of oil pressure, coolant temperature and
D-35

Diesel Genset
battery charging rate regularly.
-Check for alternator outputs like voltage and amps on all three phases for nearly
equal readings.
-Check the electrical parameters like Kilowatts, Power Factor and the Frequency.

•Before stopping:

-Unload the engine and let it run at idling speed for about 5 minutes.

-Check if lube oil pressure and coolant temperature have stabilized.

- The engine’s control panel has a electronic controller that handles starting,
running and stopping the engine.

-If engine fails to stop, investigate the reasons before trying again.
D4.2.5.2 Stopping The Genset

•Disconnect the load from the genset.
STOP
•OperatetheStopButtononce
•The controller will keep the engine running for several minutes through Cool down timer to
ventilate the engine and alternator.
•After engine stops, check for any leakages.

•Top up fuel tank.

•Close the canopy securely.

•Switch off the Control Panel.
After stopping:
-Check for any fuel, oil and coolant leakages.

-Check the oil level 30 minutes after stopping and top up if required.

D-36

Diesel Genset
D4.3.Running in period

D4.3.1 Operation of a new engine (break-in)

All engines require some operational period for sliding surfaces like pistons, rings and
liners to take seat. During this period, the surfaces are taking shape and are conforming to
each other. There is a possibility of oil film breakage under high load or under high
speed due to high spots. Therefore, observe the following precautions for every engine.
D4.3.1.1 Precautions during first 150 hours of operation

•Engine should be run at rated rpm with 25% load until the temperature of the engine comes
to normal operating condition.
•Avoid overload, continuous full load operation and continuous no load
operations.

•Avoid abrupt start and stop of the engine.

•Engine load should not exceed 70% of its prime rating.

•Carry out thorough maintenance and inspection schedules.

•Undertake thorough 50 hour maintenance and replacement.

D4.3.1.2 Check points for Running-in

During the running-in (the initial running of the engine) period:

•Check engine oil level frequently. Maintain oil level in the safe range, between the “min.”
and “max.” marks on dipstick.
•If you have difficulty in getting a good oil level reading of dipstick, rotate dipstick 180° and
reinsert for check.
•If the controller stops the engine because of Low Lube Oil pressure, check oil level on
dipstick. If level is low, add oil to the engine. Do not overfill. If level is correct then reset
the controller. If the fault persists, consult KOEL Helpdesk our DEALER for possible
switch or oil pump and line malfunction.
D-37

Diesel Genset
Note:
Oil pressure will rise as RPM increases, and fall as RPM decreases. In addition, cold oil will
generally show higher oil pressure for any specific RPM than hot oil. Both of these conditions
reflect normal engine operation.
•Check the coolant level on indicator located on compensatory tank. If level is low then top up
to the “High” level mark. Do NOT open or top up radiator if engine is hot.
•If the controller stops the engine trips due to High Coolant Temperature, check the coolant
level in compensatory tank, check the High Coolant Temperature switch and wiring.
•Check battery charging.

•Check leakages if any and rectify.

•Maintain log book.

D4.3.2 Check points during Operation

Do not overload the engine. Do not exceed the maximum permissible engine tilt. If faults occur,
find their cause immediately and have them eliminated in order to prevent more serious
damage!
During operation the oil pressure in the engine lubrication system must be monitored. If the
monitoring devices register a drop in the lube oil pressure, switch off the engine immediately.
The coolant temperature should be approximately between 80 °C to 95 °C. The battery should
charge when engine is running.

D5. Engine Cleaning and Preservation

Remove the dust deposit from the engine and radiator fins with compressed air. Cleaning with
diesel fuel or kerosene or water may cause dust to deposit again on the cleaned parts.
Cleaning should be done from the side opposite to the normal air flow.
When deposits are hard, scrape and clean with a water jet. Run the engine after such cleaning
till all the water has evaporated.

When the engine is not used for some time, it should be protected from atmospheric moisture
and condensates that could damage the engine parts such as bearings, piston crankshaft, etc.
D-38

Diesel Genset

D6. Maintenance Schedule

Table 9: Routine Maintenance Chart

Every
Every
Every
Every
Daily
1000
First
250
500
750
50
Inspection Remarks

Check for leakage
o
(hoses, clamp)

Check the coolant
o
level

Change the coolant Every 5000
Hours
Cooling
Check & Adjust the
system o
V-belt tension
Replace V-Belts 3000 Hours

Check Radiator
o
Cooling fins

Check the radiator
o
hoses

Check for leakage o

Check the oil level o
Lubrication Change the
system lubricating oil • •
Replace the oil filter
cartridge • •
Check the leakage (Hoses
o
for intercooler ,
clamp)
Replace the air

cleaner Inner •
element

Replace the air

Intake and Exhaust cleaner Outer •
System element
Check air cleaner

o
choke indicator
Clean the inter-

o
cooler air fins

Replace the air inlet
5000 Hours
hoses
D-39

Diesel Genset

Table 9: Routine Maintenance Chart (Continued)

Check the leakage
o
in fuel lines

Clean the fuel
strainer of fuel feed o
pump

Remove sediment When
o
from fuel lank necessary

Fuel System Drain the water in
o
separator
Replace the fuel
filter Cartridge • •
Replace coarse fuel
filter •

Check the injection
3000 Hours
nozzles
Check the state of
o
exhaust gas

Check the battery
o
charging
Engine Check the
Operation compression o 5000 Hours
pressure

Adjust Intake / When
Exhaust valve o o
necessary
clearance

PH and Nitrite
Coolant o
Content of coolant

Check Specific

Gravity and
o
electrolyte level in
batteries
Electrical
Systems Check battery
o
terminals

All electrical
o
connections
All external
o
fasteners
Other Radial and axial
clearances of 3000 Hours
turbocharger
o = Check and Adjust, • = Replace

D-40

Diesel Genset

D6.1.Maintenance Log

Table 10: Maintenance Log
Hour Date Remark Signature / Stamp
50
250
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
4000
4250
4500
4750
5000
5250
5500
5750
6000
6250
6500
6750
7000
7250
D-41

Diesel Genset
Table 10: Maintenance Log (Continued)

Hour Date Remark Signature / Stamp
7500
7750
8000
8250
8500
8750
9000

D6.1.1 Period of Top Overhaul and Major Overhaul

The duration of the operating period before overhaul is dependant entirely on the
quality of maintenance and service given to the engine and also type of environment
and engine load cycle.
However, after about 5000 running hours engine will need top overhaul (servicing of
combustions system) and after about 9000 running hours engine will need major
overhaul. These periods are based on assumption that engine is maintained
properly as per the instructions given in this manual. Hence the above estimated
overhaul periods are to be referred as general guide lines.
Get the engine top overhauled or major overhauled from KOEL authorised service dealer.
Use genuine spare parts for top and major overhaul of the engine.

D7. Service & Maintenance

D7.1.Bleeding the fuel system
x Removealltheinjectorconnectionsandloosenthebleedscrewasshownbelow.Startthe
liftpumpandletthefuelwithbubblesflowoutfromthebleedscrew.
x Tightenthebleedscrewafterairhaspurgedoutfromthecircuit.
x Reconnectalltheinjectorconnectionsandcranktheengine

D-42

Diesel Genset
D7.2.Maintenance of Lube Oil System

Engine oil and the oil filter are important factors affecting engine life. They affect ease of
starting, fuel economy, combustion chamber deposits and engine wear. Refill and drain oil pan
every 50 hours of operation or 6 months whichever occurs first. At the end of the break-in
period (50 hours), change the oil sump oil and replace the oil filter. Be sure to fill oil in the filter
during replacement.

D7.2.1 Checking Oil Level

Figure D - 34: Checking Oil Level

Check the oil level in the engine sump daily with a dipstick.

•The notches in dipstick must indicate the oil level between the maximum and the minimum
permissible.
•The oil level should be checked with the engine horizontal and only after it has been shut
down for about 5 minutes.
•Examining the viscosity and the contamination of the oil smeared at the dipstick replace the
engine oil if necessary.
Failure to attend to low lube oil may result in serious damage to the engine (piston and
bearing seizure).
Do not add engine oil above the maximum marking on the dipstick. Over filling of oil
will result in damage to the engine.
D-43

Diesel Genset

D7.2.2 Draining Engine Oil

Figure D - 35: Lube Oil Drain Plug

•Run engine until it gets warm, (lube oil temp, approximately 80°C),

•Stop the engine, remove battery connections.

•Place oil tray under the engine.

Figure D - 36: Draining Engine Oil

•Unscrew oil drain plug on the end of drain pipe and drain the oil completely.

•Wait until last drop of oil exits the engine.

•Collect used oil in suitable receptacle ready for proper disposal to prevent environmental
pollution.
•Refit oil drain plug with new joint washer and tighten firmly.

D7.2.3 Filling Fresh Lube Oil

•Lube oil specifications – Use K-Oil Premium

•Lube oil sump capacity, refer “Lube Oil Sump Capacity” on page D-18.

•Do not flush the lube oil system with diesel or kerosene.
Take care when draining off hot oil: Danger of scalding!
D-44

Diesel Genset

D7.2.4 Replacement of Oil Filter Cartridge

Replace the oil filter cartridge whenever the lube oil is changed.

Figure D - 37: Removing Oil Filter Cartridge

•Drain engine oil by loosening the drain plug on the filter head.

•Remember t tighten drain plug after draining engine oil.

•Loosen the oil filter by turning it counterclockwise with a filter wrench.

•With a rag wipe clean the fitting face of the filter body and the oil filter body so that new oil
filter cartridge seats properly.
•Lightly lubricate O-ring and turn the oil filter until sealing face is fitted against the O-ring. Turn
1-1/4 turns further with the filter wrench.
•Use Kirloskar make genuine lube oil filter.

D7.3.Centrifuge Lube Oil filter

• Introduction

The Centrifuge Cleaner cleans your engine oil continuously when your engine is running. It separates dirt
above 1 micron approximately from engine oil thus lowers wear rate of engine components drastically. It
avoids harmful oil degradation and arrests depletion of oil additives increasing the oil life. The Centrifuge
Cleaner does not require any spare parts to be replaced and gives consistent performance throughout
engine oil.
D-45

Diesel Genset

• Cleaning frequency

For consistent performance, the centrifuge rotor needs to be cleaned periodically as mentioned in this
manual. It is recommended that you service the centrifuge every 250 hours of working or at every oil
change period.
The volume of dirt collected depends upon engine application, loading and environment in which engine is
working. Exact period of servicing the centrifuge can thus vary between 200 hours of working to your oil
change period. Please follow the instructions given below for cleaning of centrifuge cleaner.

• Identification and location

The centrifuge Cleaner is located on the same manifold on which full flow oil filter is mounted. The
centrifuge can be easily identified with a dome shaped cover bearing instruction sticker.

Figure D - 38: Parts of Centrifugal Oil Filter
D7.4.Servicing Instructions
• It is a precision assembly, handle with care.

• Carry out servicing preferably when the engine oil is still warm

• All threaded parts of the centrifuge require following gadgets: a 13 mm spanner, a blunt knife, a small
adjustable pliers and waste cotton for cleaning.
D-46

Diesel Genset

D7.5.Servicing Procedure

Figure D - 39: Opening the cover

Unscrew top nut with a 13 mm spanner and remove centrifuge cover. Refer to Figure D - 39 on page 44.
The centrifuge cover nut has a puller arrangement so that the cover will be lifted as you unscrew the top
nut.
Figure D - 40: Lifting the cover

Hold the rotor in hand and lift rotor to remove it completely from central shaft. Refer to Figure D - 40 on
page 44. The rotor will contain about 200 ml of oil. Drain oil from the rotor. The rotor has two bushes at its
ends. Take care while removing rotor from central shaft. The rotor should not fall; otherwise it will damage
the bushes.

Unscrew rotor nut by holding rotor assembly in hand. The rotor nut can be opened by hand. if it is tight,
unscrew it with light pliers. Never grip the rotor nut tightly in clamping device like a bench vice. It may
damage the rotor body permanently. Remove rotor cover and deflector inside. For removing rotor cover,
remove the rotor nut completely, hold the rotor cover in hand and give a light blow to the rotor body at the
rotor nut end by hand. The rotor body and deflector will come out from the opposite end.
D-47

Diesel Genset

After you open the rotor, you will see cake formed sticky dirt mass all around the rotor cover from inside.
Remove the dirt by a blunt knife as shown. Clean the rotor cover and all rotors thoroughly by compressed
air. Refer to Figure D - 41 on page 45. Clean the centrifuge central shaft also.

Figure D - 41: Open the rotor

Assemble rotor in correct sequence of parts. Match arrow marks on rotor cover and rotor. Tighten rotor nut
firmly by hand. Install rotor on shaft and assemble cleaner cover.

Figure D - 42: Cleaning the rotor

Now your centrifuge is ready to collect more dirt from oil. Points to care about centrifuge cleaner.

1. Replace rubber rings if deformation or cuts are observed. Using damaged rubber rings will result in oil
leakage and improper functioning of centrifuge cleaner.
2. While assembling the rotor, ensure that the rubber ring has taken proper seat in its place. This is
necessary for proper sealing of rotor assembly.
3. Take care with the centrifuge housing and rotor body. They are made of aluminium, hence are
susceptible to damage due to accident.
D-48

Diesel Genset

4. Always ensure that the arrow marks on rotor cover and rotor are matched after assembling the rotor.

Refer to Figure D - 42 on page 45. The rotor body is dynamically balanced.

5. Mismatch of arrow marks on rotor cover and rotor will result in excessive vibrations of the cleaner and
part breakage.
6. The rubber ring is made of Viton rubber. Use genuine spare rubber ring only. Rubber ring of any other
material will not give desired performance.

D7.5.1 “Don'ts” about the centrifuge cleaner

• Do not over tighten the top nut. Tighten just enough to prevent leakage of oil from centrifuge cover and
housing. Over tightening top nut will damage the threading in centrifuge housing and damage the
centrifuge permanently. Use 1.2 kg-m torque for tightening of centrifuge cover.

Figure D - 43: Assembling the rotor

• Do not hold the rotor nut in clamping device like bench vice as shown. Extra clamping pressure on
rotor nut may result in damaging the circularity of upper bush and will result in permanent damage to
rotor assembly. Refer to Figure D - 43 on page 46.
• Do not open or tamper with the valve assembly. The valve assembly is preset for opening oil pressure
in engine's oil gallery. If the setting is lost or the valve assembly is damaged, there is risk that your
engine will not get enough oil or the centrifuge will not function properly.
D-49

Diesel Genset

D7.5.2 Troubleshooting

Sr. Problem Probable cause Action
No
1. Leakagethroughcleaner Rectangularrubberring Changerubberring.
damage
2. Rotordoesnotrotate Nozzlesblocked OpenrotorandcleannozzlesThoroughly.
ReͲassemblet hec leaner.
3. Rotordoesnotrotate Entryvalveblocked Donotopenentryvalveassembly.Itrequires
evenaftercleaning specialtools.ContactyourDistributor.
nozzles
4. Rotorrotatesbutatlow Leakageofoilthroughrotor Openrotorandensurethattherubberringhas
Speed assembly. takenproperseatonrotorbody.ThenreͲ
assembletherotor.
Rotorfilledwithdirt Timeforcleaningtherotor
completely
5. Rotorspeedverylowor Bushesdamaged EnsurethattherotorisfreeonShaft.Else
evenrotordoesnot permanently replace entire rotor Assembly.
rotate
6. Abnormalvibrations of Mismatch between arrow Open rotor and reassembleitproperly.
centrifuge cleaner markson rotor cover and
rotor
7. Cleanerdoesnotcollect Rotornotrotatingatdesired Seepoint2&3.ConsultyourDistributor.
anydirt speed

Consult KOEL Helpdesk in case of any doubt.

D7.6.Maintenance of Fuel System

D7.7.Fuel system checks

Fill the tank with the recommended fuel. Keeping tanks full reduces water condensation and
helps keep fuel cool, which is important to engine performance. Make sure fuel supply valves
(if used) are open.
To insure prompt starting and even running, the fuel system must be primed with the fuel feed
pump manually before starting the engine the first time, or after a fuel filter change. Refill at the
end of each days operation to prevent condensation from contaminating the fuel.
Condensation formed in a partially filled tank promotes the growth of microbial organisms that
can clog fuel filters and restrict fuel flow.
If the engine is equipped with a fuel water separator, drain off any water that has accumulated.
Water in fuel can seriously affect engine performance and may cause engine damage. KOEL
recommends installation of a fuel water separator on all gensets.
D-50

Diesel Genset

D7.8. Fuel Contamination and Water Trap

In the generator environment, the fuel may get contaminated with water and microbial
growth (black slime). Generally, this type of contamination is the result of poor fuel handling
practices. Black slime requires water in the fuel to form and grow, so the best prevention is
to keep water content to a minimum in storage tanks.
If diesel fuel which contains moisture is used the injection system and the cylinder
liners / pistons will be damaged. This can be prevented to same extent by filling the tank
as soon as the engine is switched off while the fuel tank is still warm to prevent formation
of condensation. Drain moisture from storage tanks regularly. Remove condensation
from water separator by partially opening drain plug after every 50 Hours of use

Note : A galvanized steel tank should never be used for fuel storage, because the fuel oil
reacts chemically with the zinc coating to form powdery flakes which can quickly clog the
fuel filters and damage the fuel pump and injection nozzles.

D7.9.Cleaning Priming pump Strainer

Clean the priming pump strainer every 250 operation hours. The strainer is incorporated in
the priming pump inlet side joint bolt. Clean the strainer with the compressed air and rinse
it in the fuel oil.

D7.10.Bleeding the fuel system

Bleeding of fuel system is essential after cleaning of fuel filter or if an engine has stopped
due to fuel starvation. The fuel pump has a feed (priming) pump and screw to bleed
entrapped air from system.
•To bleed the system, manually operate the feed pump fitted near the fuel filter outlet joint
bolt.

•For using the feed pump, the cap of pump is unscrewed to open the
assembly.

Feed Pump

Figure D - 44: Feed Pump
D-51

Diesel Genset

•Lift and depress feed pump cap until liquid fuel without bubbles flows out from the bleeder
screw.
•Tighten the bleeder screw after air is fully purged from fuel system.

•As the fuel system gets purged of air, the feed pump becomes harder to operate. After the
pump operation turns hard, screw the feed pump cap clockwise to close the assembly.

D7.10.1 Changing Fuel Filter - Spin On Type

Figure D - 45: Removing Spin On Fuel Filter

•Removing the Fuel Filter.

-Remove the cartridge by rotating in anti-clockwise using commercial tool.

-Collect dripping fuel in a tray.

-Destroy the removed cartridge.

-Replace with a genuine KOEL fuel filter.
Keep naked flames away when working on they fuel system. Do not smoke!

Figure D - 46: Installing new Spin On Fuel Filter

D-52


Diesel Genset
Installing the fuel filter

Clean the sealing surface of filter.

-Apply light film of oil or diesel fuel to the rubber gasket of the new fuel filter cartridge.

-Screw in the new cartridge finger tight against the gasket.

Figure D - 47: Tighten new Spin On Fuel Filter

•Tighten the Fuel Filter.

-Tighten the fuel filter cartridge with a final half turn using commercial tool.

-Open fuel stopcock.

-Check for leaks.

D7.11.Maintenance of Cooling System

Engine cooling system consists of radiator, fan, water pump and a thermostat. The electronic
engine controller stops the engine if the coolant temperature exceeds a preset level.
Check coolant level in the Compensatory Bottle every day before starting the engine. If
required add the coolant in Compensatory Bottle. Do not add coolant level beyond the Max.
mark on the Compensatory Bottle.
The coolant must be changed at intervals of 3000 hours operation or three years
whichever comes first.

D-53


Diesel Genset
D7.11.1 Radiator

Figure D - 48: Initial filling of Radiator

Add coolant only when the engine is cold. The temperature difference between the coolant in
the engine and the coolant being added must not exceed 50 °C. Top up coolant in only in the
Compensatory Bottle. Top coolant through the radiator cap only at the time of commissioning.

Do not open radiator cap while the engine is running. Do not open radiator cap when engine
is hot, even if not running. The cooling system is under pressure. Danger of burning skin!

D7.11.2 Draining of Coolant

The Drain Valve for coolant is located at the bottom of radiator.

Drain Valve

D-54

Diesel Genset

1.Removethepressurecap

1.Open the drain valve at the bottom of radiator.
2.Open the drain valve at the bottom of radiator.
3.Loosen the coolant drain plug.
4.Loosen the coolant drain plug of the cylinder block.

Caution: The radiator pressure cap should be removed only when engine and
coolant is at room temperature. However, if the user is required to remove the pressure filler
cap while the engine is still hot,
cover the cap with a rag, then turn it slowly to release the internal steam pressure This will
prevent a person from scalding with hot steam spouted out from the filler port.

D7.11.3 Cleaning of Intercooler/Charge Air Cooler

The intercooler is air to air type and has a large cooling fan capacity. The intercooler life and
performance depends on the intake air condition greatly. Fouled air pollutes and clogs the air
fins of intercooler. As a result of this, the engine output is decreased and engine malfunction is
occurred. So you always check whether the intake air systems like air filter element are worn or
polluted.

Air/air intercooler with downstream

radiator (Combined radiator)

Hot Air from Compressor
Cooling Air
Re-cooled Charge Air

to Intake Pipe
Figure D - 49: Intercooler/Charge Air Cooler
D-55


Diesel Genset

D7.11.3.1 Cleaning Interval

In order to maintain the heat transfer efficiency of the intercooler, it is necessary to clean it at regular
intervals. Cleaning of intercooler fins : Every 600 hours for normal site conditions.

D7.11.4 Cleaning of Radiator
D7.11.4.1 External Cleaning

Figure D - 50: Cleaning Radiator Fins

•Cleaning the radiator fins:

-Clean the radiator fins after every 400 hours. (Under very dusty conditions, increase fins
cleaning frequency.)
•For cleaning, blow pressurized air through radiator fins in reverse direction that of radiator fan flow.

-Do not spill water on radiator fins.

-Clean cooling system after every 5000 hours while replacing coolant.

D-56

Diesel Genset

D7.11.4.2 Internal Cleaning

•The internal cleaning of radiator is done using ‘K Clean’ chemical.

-K Clean is designed to remove contaminants like scale, oil, grease, rust, loose
material that are present in the engine cooling systems.
-Add K Clean in the ratio of 375 ml. for every 16 litre capacity of radiator. Top up the
radiator with clean water (mineral or similar).
-Run the engine for minimum of 20-30 minutes.

-Stop the engine and allow the water to completely cool down.

-Drain coolant system completely.

-Refill the cooling system with plain clean water and run the engine for another 15-20
minutes for flushing the system.
-Allow the water to cool down and then drain the cooling system completely.

-Observe the drained water; if it still contents rust, scale and dirt, repeat the above
procedure for one more time.
-After cleaning, fill the system with K Cool Super Plus.

-Use of K Cool Super Plus has benefits such maximizing engine life and providing
optimum performance.

D8. Maintenance of Air Inlet System

D8.1.Parts of Air Cleaner

1

2

4

3

Figure D - 51: Parts of Air Cleaner
D-57


Diesel Genset

Table 11: Parts of Air Cleaner
Number Item
1 Pre - Cleaner
2 Air Cleaner
3 Dust Vaccuator Valve
4 Connection Port

A Dry Type air cleaner is supplied with the DV engine. This air cleaner consists of Outer and Inner
elements. Outer element is the main filter component with an in-built cyclone separator that gives a
swirling effect to incoming air to separate out heavy dust particles.The dust is collected in evacuator
valve at the bottom of air cleaner housing.
Inner element is a ‘Safety Element’ to prevent entry of foreign particles and dust when Outer element
is removed.
Replace if the elements or the cleaner is deformed, damaged or cracked. The elements must be
cleaned and replaced at regular intervals.
- Replace Inner Element every 1000 Hours.
- Change Outer Element every 500 Hours.

D8.1.1 Introduction of Dry Type Air Cleaner

Dry type air cleaner is available with plastic housing or sheet housing. The two types are illustrated in
the images below. Inlet cap or pre-cleaner attached ahead of air intake inlet prevents ingress of rain
and heavy particles.
Two filter elements are fitted coaxially in the air cleaner housing. The outer element is the main filter
element, with a built in cyclone separator that gives a swirling motion to incoming air, and separate
heavy dust particles by centrifugal action.
This dust is collected in the removable end cover. The vacuator valve at the bottom of cover helps in
expelling the accumulated dust. This is achieved by opening / closing of vacuator valve outlet due to
the airflow fluctuations inside the air cleaner. Inner element is a ‘Safety Element’ to prevent ingress of
dust into the engine, when the outer (main) element is removed for cleaning or replacement.

D8.1.2 Maintenance

•The pre-cleaner (if provided) should be cleaned to remove the accumulated dust, after each day’s
work, when the engine is stopped.
•The restriction indicator, mounted on air cleaner near the hose, indicates the condition of the air
cleaner element, when the air element is in good condition, a red signal will be seen through the
transparent window on the indicator when the engine is running and will disappear when engine is
stopped. However, if the element is choked, then the red signal will remain ‘ON’ even after engine is
D-58


Diesel Genset

stopped. This is an indication that the main filter element must be removed & cleaned or
replaced.

Figure D - 52: Discharging Vaccuator Valve

NOTE:

1.If engine performance is poor, but restriction is still within limits, do not change the element.
The air cleaner is probably not at fault.
2.To get extra service hours out of air cleaner element, make sure the air inlet is away from any
heavy dust clouds caused by operation. Make sure that exhaust carbon cannot enter the air
cleaner.
3.ischarge the dust vaccuator valve by pressing apart the lips of the ejection slot.
This is a dry type air cleaner. Ensure that not even a single drop of oil comes in
contract with the air cleaner. Protect air cleaner from ingress of rain / moisture.

D8.1.2.1 Cleaning Procedure

Figure D - 53: Opening Air Cleaner

•Remove the wing nut of the air cleaner and then remove the cover.

•Loosen the mounting band of the dust cup, remove outer element for checking and cleaning.
D-59


Diesel Genset

Figure D - 54: Opening the Inner Element

•Do not remove inner element which is the safety element.

•Use a damp cloth to wipe all visible dust in the air cleaner.

•Thorough cleaning of the fitter element with compressed air is recommended.

D8.1.2.2 Cleaning of Filter Element

Figure D - 55: Cleaning Air Filter Element with Compressed Air

•Clean the element from inside towards outside by blowing compressed air as shown in above
figure.
•Replace the main element after two cleaning intervals.

•Avoid rapping, tapping or pounding the dust out of element as it will result in severe damage
to the filter element.
An excessive air pressure can tear the filter paper and destroy the element. (Maximum
Air Pressure is 3.0 kg/cm2)
D-60

Diesel Genset
D8.1.2.3 Inspection of Air Cleaner Element

Figure D - 56: Inspection of Air Cleaner Element

•Conducting a ‘Light’ test:

-Carefully check new or properly cleaned element for damage before installing.

-Conduct a light test by passing the light through element as shown in figure above.

-If there is any crack in the element, the light will pass through it.

-Replace a cracked element with a new part.

D8.1.2.4 Assembling Rubber Sealing Ring

Figure D - 57: Assembling Rubber Sealing Ring

•Inspect the rubber-sealing ring at the end cover of the element.

•Replace sealing ring in case of any cracks or damage.

•The inner element (Safety element) is not to be removed, when the main element is
removed for cleaning / replacement. A new safety element should be replaced every
time the main element is changed.
•Assemble the cleaned or new element in the air cleaner body and reinstall the end cover,
making sure it seals all around the air cleaner body.
•Reset the restriction indicator by operating the button at the top.
•For certain application involving extremely dusty environment, we recommend use of
series air cleaner systems, i.e. dry type air cleaner in series with oil bath air cleaner.
D-61

Diesel Genset

D8.1.3 Checking V-belt Tension
•Check the V - belt tension pressing with thumb midway between the pulleys to see whether
the belt deflects. The deflection should not be more than 10mm ~ 15mm, if necessary re-
adjust the belt tension.
•For the adjustment of the tension, loosen the adjusting nuts which support the alternator,
adjust the tension and tighten the nuts again
•Inspect V-belts over whole length for damage or cracks. Renew damaged or cracked v-belt.

•Never check / re-tension / renew V- belt while engine is running.

•Refit V-belt guard, if provided.

Figure D - 58: Checking V-belt tension
D8.2.Valve Clearance

Oil Metering
Adjusting Screw
Screw Toe

Rocker
Arm
Push Valve
Rod

Figure D - 59: Valve Clearance

The valve clearance is the requisite gap between the rocker arm toe and valve stem end. See
figure above. Engine performance and power output depend on its correct setting, which can
be done by a skilled mechanic according to the instructions in D8.2.1.
D-62

Diesel Genset

D8.2.1 Checking Valve Clearance

•Check clearance when engine is cold, at room temperature.

•The valve clearances are to be adjusted at the times of the following situations.

-After initial 50 hour’s operation.

-When the engine is overhauled and the cylinder heads are disassembled.

-When abnormal noise comes from valve train.

-When the engine is not normally operated, even though there is no trouble in the fuel
system.
•The valve clearance of the cold engine are as follows.

-Intake valves : 0.35mm

-Exhaust valves : 0.35mm

•Failing this, the valve clearance must be readjusted as mentioned in D8.2.2.

D8.2.2 Adjusting order of the valve clearance

Figure D - 60: Adjusting Valve Clearance

Table 12: Tappet Clearance (in cold condition only)
Inlet Exhaust
0.35mm 0.35 mm

1.Turn the flywheel so that Cyl.No.1 is at TDC, ensure that it is compression TDC, adjust the
valve clearances. Adjust valve clearances when engine is cold.
2.Loosen the lock nuts of rocker arm adjusting screws and push the feeler gauge of above
specified value between a rocker arm and a valve bridge and adjust the clearance with
adjusting screw respectively and then tighten with the lock nut.
D-63

Diesel Genset

3.Then turn the crankshaft as follows for adjusting valve clearances of other cylinders
(Follow firing order):

• DV16 Engine - Rotate by 45o each time to adjust valve clearance of successive cylinder.
4. No. 1 Cylinder is located on the flywheel side.

D8.2.3 Adjusting Valve Clearance

1.Loosen the lock-nuts using a ring spanner.

2.Insert a thickness gauge of 0.35 mm between Valve Bridge and rocker arm.

3.Turn the adjusting screw using a screw driver until the gauge can be pulled out with some
restriction.
4.After the adjustment fix the adjusting screw not to rotate and tighten the lock-nut at the same
time.
5.Measure the clearance one more time and if necessary adjust again.

D8.3.Maintenance of Electrical Equipment

D8.3.1 Battery Charging Alternator

•Check belt tension, readjust if necessary.

•Check the battery condition.

•Keep the alternator clean and ensure that ventilation slots are clear and unobstructed.

•Check mounting bolts for tightness.

•Contact KOEL authorized service dealer for any work involving repairs / replacement of
components of alternator.
A slack belt will rapidly wear and because of slip may not drive the alternator at the
required speed. Too tight a belt will impose severe side thrust on the bearings and seriously
shorten their life.

• In order to avoid damage to the alternator, observe the following instructions while the engine
is running:
-Do not disconnect the battery or pole terminals or the cables.

-If during operation, the battery charge failure is indicated, stop the engine immediately
and rectify the fault in the electrical system.
-Do not short-circuit the connections of the alternator with those of the regulator or with
ground, not even briefly bringing the connections into contact
D-64

Diesel Genset

D8.3.2 Checking Battery and Cable Connectors

Figure D - 61: Battery and Terminations

•Keep the battery clean and dry.

•Ensure the cable terminals tightly fitted on the battery posts.

•Secure the battery firmly on the cradle.

•Ensure battery earth. Use rubber or wooden strip between battery & cradle.

•Clean the terminals (+ve and -ve) and clamps with ammonia solution. Mix in the ratio of 115
grams of ammonia for 1 liter of water.
•Apply petroleum jelly / Vaseline on terminals & posts. Never apply grease.

•Ensure good contacts of terminals.

D8.3.3 Checking Electrolyte Level

Figure D - 62: Removing Battery Vent Caps

•Remove cell caps.

•Top up only with distilled water.

•Maintain level corresponding to the maximum level.

•Do not add Acid.

•Keep vent plugs tightly closed.
D-65

Diesel Genset

•Ensure the holes in battery caps are open. Choked vent holes could lead to bursting of the
battery.

D8.3.4 Checking Electrolyte Density

Figure D - 63: Checking Electrolyte Density

•Check the specific gravity of individual cell with hydrometer.

•Check specific gravity if battery has been topped up with distilled water. Check 5 minutes
after topping up.
•The measured values indicate state of charge of battery.

•Charge the battery if necessary.

•Avoid measuring specific gravity when battery is warm.
Table 13: Specific Gravity of a Battery

Specific Gravity (kg/1) State of Charge
Normal Tropics
1.28 1.23 Fully charged

1.20 1.12 Half charged, Recharge
1.12 1.08 Discharged, Charge up immediately.

-The gases emitted by the battery are explosive!

-Keep spark and naked flames away from the battery.

-Do not allow battery acid to come into contact with skin or clothing.

-Wear protective goggles.

-Do not rest tools on the battery
D-66

Diesel Genset
D8.4.Additional Jobs
D8.4.1 Exhaust Silencer
•Knock out soot from exhaust silencer and clean the exhaust piping after every 1200 hours.
•The time span of exhaust silencer chocking depends entirely on the working conditions,
maintenance and operating practices, so the time span will be vary accordingly.
D8.4.2 Checking of Fasteners
•Check & tighten-up the fasteners for following:

-Air intake and exhaust manifolds, exhaust piping
-Radiator hose connections
-Engine and radiator mountings
-Lube oil sump
-Front cover
-Hose clip for air cleaner
-Lube oil filter mounting
-Engine mountings
-Fuel connections
-All external nuts and bolts
Do not over tighten the fasteners.
D9. Faults, Causes and Remedies
D9.1.Diagnosis Chart
A comprehensive diagnosis chart overleaf lists the remedies to most common problems.
D-67
Diesel Genset
D-68
Diesel Genset
D10. Engine Specifications

Table 14: Engine Specifications
DV8TAG DV10TA DV12TA DV12TA DV12ETA DV16ETA DV16ETA
Model Unit DV8TAG1
2 G1 G1 G2 G1 G2 G1
Bore x Stroke mm 130x150
1-6-5-10-
1-15-9-6-10-5-3-13-11-8-2-
Firing Order 1-5-7-2-6-3-4-8 2-7- 1-12-5-8-3-10-6-7-2-11-4-9
16-4-14-12-7
3-8-4-9
Displacement Liters 15.93 19.91 23.89 31.85
Number of
8 10 12 16
Cylinder
Direction of
Rotation
Anti-clockwise
Viewed from
Flywheel end
Aspiration Turbocharged After cooled
Compression
16.5. 1 15.5
Ratio
Starting Electric Start 24 VDC
Electric Start 24 VDC (2X12V)
Arrangement (4X12V)
Governor Electronic Type
Class of
G3
Governing
Deg.
Fuel Timing 11 +0o / -1o ECU CONTROLLED
BTDC
Injector
Opening bar 255 ± 5
Pressure
Valve
Clearance - mm 0.35
Inlet
Valve
Clearance - mm 0.35
Exhaust
Bumping
mm 1.4 to 1.55
Clearance
Lube Oil
Consumption gm/hr 0.3 % of Fuel Consumption 0.15 % of Fuel Consumption
(max )
Recommended
K Oil Premium CIF4
Lube Oil
Lube Oil Pump
LPM 190 400
Flow at 3.5 bar
Lube Oil Sump
Liters 37 37 40 130
Capacity
D-69
Diesel Genset
Table 14: Engine Specifications (Continued)
Maximum
Engine 15
Inclination
Rated Output
Continuous - kw. 294 345 447 532 552 662 799 889
ISO 3046
Rated Output
Standby - ISO kw. 323 380 492 585 607 728 878.9 978
3046
Rated Speed rpm 1500
B. M. E. P at
bar 15.07 17.71 18.33 18.16 18.84 22.6
Rated Output
Overall 1625 x
Dimensions - mm 1422 x 1185 x 1202 1185 x 1833 x 1185 x 1202 2244 x 1291 x 1333
LxWxH 1202
Dry Engine
Weight- With
Flywheel &
kg. 1620 1840 2060 4504
SAE1
Flywheel
Housing
Noise Level
dB <75
(dBA) at 1 m
Exhaust Back mm of
50
Pressure - Max Hg
Recommended
Battery Ah 180
Capacity
1. Tightening Torque
To prevent faulty assembly, following information on tightening of high tensile bolts is important. The bolts are to
be tightened in stages as specified in the table below. For connecting rod bolt, Cylinder head and main bearing cap
bolt use angle torque method with the help of goniometer. The tightening angles for these two bolts are
particularly important, hence figure below indicates the various
angles can be readily obtained by comparison with a clock
face.
D-70
Diesel Genset
Figure D - 64: Tightening Torque Angles

Tommy bar is to be clamped in the tool slot and specified angle is to be turned with reference to the initial
graduation on outer dial of the tool or a relation of hex head of bolt can be referred.
NOTE:
1.Lubricate threads and seating face of bolt with engine oil before it is assembled. 2.Screw the bolt
by hand till it is engaged up to the seating face.
3.Apply initial torque and tighten the bolts according to the angles/torques in stages as specified in the “Tightening
Table.”
4.In case of replacing main and big end bearings/overhaul/piston seizures, fit new bolts for main bearing cap,
connecting rod cap, balance weight & cylinder head.
5.1 Nm = 0.102 kgm = 0.74 Ib.ft.
D-71
Diesel Genset
D11.1.Table for Fasteners
Sr. Parameter Initial Tightening Method Total

No. torque Kgm torque
Kgm Stage 1 Stage 2 Stage3 (Kgm/
Degrees)
1. Bolt for balance weight 5 15 30 35 35
2. Bolt for main bearing cap 5 15 26 - 26
3. Bolt for connecting rod
5 85o 85o 85o 85o
(M16 x 1.5)
4. Bolt for crank pulley 5 10 20 - 20
5. Bolt for flywheel 10 25 49 - 49
6. Bolt for bell housing - - - -
7. Nut for injector stud - - - - 3.5
8. Nut for fuel pump hub - - - - 20
9. Bolt for cylinder head 5 15 26 26
10. All M8 x 1.25 screws/
- - - - 2.5
bolts
11. All M10 x 1.5 screws/bolts - - - - 3.5
12. M8 x 1.5 high temperature
fasteners for exhaust 4 - - - 4
manifold
13. M10 x 1.5 high
temperature fasteners for 6.5 - - - 6.5
turbocharger mounting
Note: Before assembly, clean and coat threads and seating faces of
fasteners with engine oil.
D-72
Diesel Genset
D12. Diagnosis Charts
D12.1.Engine Not Starting
D-73
Diesel Genset
D12.2.Engine Overheated
D-74

Diesel Genset

D12.3.Output Insufficient

D-75


Diesel Genset

D12.4.Low Oil Pressure

D-76

Diesel Genset
D12.5.Excessive Fuel Consumption 1
D-77

Diesel Genset

D12.6.Excessive Fuel Consumption 2

D12.7.Excessive Oil Consumption 1

D-78


Diesel Genset

D12.8.Excessive Oil Consumption 2

D-79

Diesel Genset
D12.9.Engine Knocking
D-80

Diesel Genset

D12.10.Battery Discharging

D-81


Diesel Genset

D12.11.Noisy Engine 1

D-82

Diesel Genset
D12.12.Noisy Engine 2
D-83
Diesel Genset

D13. Engine Firing Order

D13.1.DV8

8 Cylinder V - Firing Order: 1 - 5 - 7 - 2 - 6 - 3 - 4 - 8

Figure D - 65: Firing Order for DV8
D13.2.DV10
10 Cylinder V - Firing Order 1 - 6 - 5 - 10 - 2 - 7 - 3 - 8 - 4 - 9


D-84

Diesel Genset
D13.3.DV12

12 Cylinder V - Firing Order 1 - 12 - 5 - 8 - 3 - 10 - 6 - 7 - 2 - 11 - 4 - 9

D-85

Diesel Genset
D13.4.DV16
16 Cylinder V - Firing Order 1 - 15 - 9 - 6 - 10 - 5 - 3 - 13 - 11 - 8 – 2 – 16 – 4 – 14 – 12 – 7
Figure D - 67: Firing Order for DV16 CRDi
D-86
Diesel Genset

D14 How to connect and remove ECU connector
105 pin 91 pin connector

connector
91 pin should connect as

shown

x First connect 91 pin connector
x Move the lock lever to right side
to connect/lock the connector
x Move the lock lever to left side
x to remove/unlock the connector
105 pin should connect as

shown

x Then connect 105 pin connector

x Move the lock lever to left side to
connect/lock the connector
x Move the lock lever to right side to
remove/unlock the connector
D-87

Diesel Genset
D15 Sensor used in CRDI genset
Crank sensor
LOPT sensor
LUB oil filter
D-88

Diesel Genset
CAC out
Manifold sensor
Inlet Metering
“B”Bank “A”Bank
D-89
Diesel Genset
Rail pressure
sensor CAM sensor
Breather
“A”Bank “B”Bank
Fuel pressure and

temperature Sensor Main fuel filter
D-90

Diesel Genset
Coolant level Coolant temperature

sensor on radiator sensor on thermostat
Pre filter
Fuel level
Sensor
Water in fuel Sensor
D-91

Diesel Genset
D16 Troubleshooting Guide:
Enginedoesnotturnwhencranked
Component ProbableCause Task
Lowvoltage Charge/Replace
Battery
Impropercableconnection Rectify/Replace
Enginewiring Checkcableconnections
Starter
Starterdefective Replace
WiringHarness Improperconnections Rectify
Startergearteethsdamaged/Notmeshedwith
Engine Replace
flywheelstarterring
Enginecranksbutdoesnotfire
ECU CheckforDTCincontrolpanel Rectify
Bleedairfromfuelsystem Rectify
FuelSystem
Fuelsupplyinadequate Rectify
Battery Lowvoltage Charge/Replace
Sensor Checkconnectionsforcrank/camsensor Rectify
WiringHarness Defective/Improper Rectify
D-92
Diesel Genset

Enginefiresandgiveswhitesmoke
Checkconnectionsforcoolanttemperaturesensor Rectify
Sensor Checkconnectionsformanifoldpressuresensor Rectify
Checkconnectionsforfuelfilterpressuresensor Rectify
Engine Checktappetsetting Rectify
Enginefiresandshutsdownimmediately
CheckforDTCincontrolpanel Rectify
Sensor
Checkallsensorconnectorarefittedproperly Rectify
D16.1 How to check the DTC on controller
1. To check the DTC on controller, put the controller in ECU override command.
2. To operate the controller in ECU override command, power on the controller,

press the stop button followed by the start button. Controller will display the
ECU override on screen; will remain in that mode for 4 minutes.
3. Check the DTC on ECU Current DTC page on controller as below
Screen Shot of DTC on controller
DTCdescription
SuspectParameterNumber:100
FailureModeIndicator:1 NumberofOccurrence:1
D-93

Diesel Genset

D17. DV CRDI DTC Troubleshooting
Fault Descripti Engine Possible Check Points Actions

Code on Status Causes
(SPN
,FMI)
94,3 Fuel Lift Standstill Fuel filter a) Check if the sensor Lock connector
Pump 1 / Running pressure connectors are fitted properly if loose or
Pressure sensor output and locked properly not connected
Voltage short to supply b) Switch off control -
High or
on/off key and remove
Short
the sensor connector
c) Check with a) Remove short
multimeter if the pins without damaging
are shorted between connector
sensor output with b) Rectify / crimp
sensor supply and properly
sensor ground as per c) Error still
electrical interface persists then
diagram at connector check with
end different ECU
d) Contact Service
/ HO
d) Check as per point a) Replace sensor
(c) on sensor pins if found faulty
e) Check continuity a) Rectify / crimp
from ECU connector properly
to sensor connector b) Contact Service
and confirm if the / HO
wires are loose /
partially short /
crimping is damaged.
Pump 1 / Running pressure connectors are fitted properly if loose or
Voltage short to ground b) Switch off control -
Low or or sensor
Short output
disconnected the sensor connector
end different ECU
d) Contact Service
/ HO
D-94

Diesel Genset

wires are loose /
partially short /
crimping is damaged
94,10 Pressure Running Difference in a) Check if the sensor Lock connector
Difference fuel filter connectors are fitted properly if loose or
Between pressure and locked properly not connected
Fuel Lift between A and b) Check for leakages Rectify leakages
Pump 1 & B bank
in low pressure circuit
2
(LPC)
c) Ensure all the banjo Tighten the fitings
fitings in LPC are as per torque
properly tightened specs
d) Remove air from Remove air from
bleed screw bleed screw after
ECU over ride
without damaging
the O-ring
e) Check for any Rectify
restriction in the fuel
pipe inlet to final filter
f) Check 24V supply Rectify / Replace
to 3 pin connector relay
(harness side) on final
filter lift pump after
ECU override if not
found then check R3
relay output voltage in
control panel after
ECU override
g) Check output from Rectify / Replace
R3 relay & fuse F3 relay if found faulty
h) Check if gap is Rectify
maintained between
fuel suction pipe and
fuel tank bottom
i) Change if filters are Contact Service /
choked or if they have HO
crossed the specified
service interval
j) Check in & out pipe Rectify
D-95
Diesel Genset
connection is
interchanged
94,18 Fuel Lift Running Low Fuel a) Check if the sensor Lock connector
Pump 1 Pressure connectors are fitted properly if loose or
Pressure and locked properly not connected
Low b) Check for leakages Rectify leakages
(LPC)
ECU over ride
without damaging
the O-ring
f) Check 24V supply
to 3 pin connectors
ECU override
g) Check output from Rectify / Replace
R3 relay relay if found faulty
h) Check if gap is Rectify
maintained between
fuel tank bottom
i) Change if filters are Contact Service /
choked or if they have HO
crossed the specified
service interval
j) Check in & out pipe Rectify
connection is
interchanged
100,1 Oil Running a) Low oil a) Sensor connector Lock connector
Pressure pressure due not fitted and locked properly if loose or
Low to low oil level properly not connected
in sump b) Check for any Fill oil as per mark
b) Caused due
leakages and oil level on dipstick
to sudden
engine in sump
shutdown c) Oil pressure sensor Replace sensor
may be faulty
d) Change filters if Contact Service /
they are choked or HO
have crossed the
specified service
interval
D-96

Diesel Genset
100,3 Oil Standstill Oil pressure a) Check if the sensor Lock connector
Pressure / Running sensor output connectors are fitted properly if loose or
Voltage short to supply and locked properly not connected
High or b) Switch off control -
Short
the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
(c) on sensor pins
/ HO
100,4 Oil Standstill Oil pressure a) Check if the sensor Lock connector
Voltage short to ground and locked properly not connected
Low or or sensor b) Switch off control -
Short output
disconnected
the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
(c) on sensor pins
/ HO
102,0 Intake Running Manifold a) Aircleaner choking Replace if
Manifold Pressure High restriction more
D-97

Diesel Genset
Pressure than serive
High indicator
b) Sensor may be Replace sensor
faulty
102,3 Intake Standstill Manifold air a) Check if the sensor Lock connector
Manifold / Running pressure connectors are fitted properly if loose or
High or
Short
the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
d) Check as per point Replace sensor
(c) at sensor side
/ HO
102,4 Intake Standstill Manifold a) Check if the sensor Lock connector
Manifold / Running pressure connectors are fitted properly if loose or
Low or or sensor
Short output
disconnected
the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
(c) at sensor side
D-98
Diesel Genset
/ HO
105,0 Intake Running Manifold a) Check for any Rectify
Manifold Temperature exhaust gas leakage
Temperat High b) Sensor may be Replace sensor
ure High faulty
c) Check if the sensor Lock connector
connectors are fitted properly if loose or
and locked properly not connected
d) Switch off control -
the pressure sensor
connector
e) Check with a) Remove short
sensor supply as per properly
electrical interface c) Error still
diagram at connector persists then
end check with
different ECU
d) Contact Service
/ HO
f) check for proper a) Rectify / crimp
crimping of pins properly
Manifold / Running temperature connectors are fitted properly if loose or
Temperat sensor output and locked properly not connected
ure short to supply b) Switch off control -
Voltage or sensor
High or output
Short disconnected
the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
D-99

Diesel Genset
Manifold / Running temperature connectors are fitted properly if loose or
ure short to ground b) Switch off control -
Voltage
Low or
Short the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
110,0 Coolant Running High Coolant a) Check if thermostat Replace
Temperat Temperature element is faulty thermostat
ure High elements
b) Check for proper
air ventilation
c) Check radiator Rectify
blockage and coolant
quality
d) Sensor may be Replace sensor
faulty
e) Check if the sensor Lock connector
f) Switch off control -
the pressure sensor
connector
g) Check with a) Remove short
end different ECU
D-100

Diesel Genset
d) Contact Service
/ HO
110,3 Coolant Standstill Coolant a) Check if the sensor Lock connector

Temperat / Running temperarture connectors are fitted properly if loose or
ure sensor output and locked properly not connected
High or or sensor
Short output
disconnected
the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
110,4 Coolant Standstill Coolant a) Check if the sensor Lock connector
Temperat / Running temperature connectors are fitted properly if loose or
Low or
Short
the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
(c) at sensor side
D-101
Diesel Genset
/ HO
157,0 Rail 1 Standstill High Rail a) Check if the ECU
Pressure / Running Pressure connectors are fitted
High and locked properly
b) Check for continuity a) Rectify
from sensor connector b) Contact Service
to ECU connector as / HO
per electrical interface
diagram by multimeter
c) Check if sensor a) Rectify
connector is b) Contact Service
disconnected / / HO
damaged
faulty
157,3 Rail 1 Standstill Rail pressure a) Check if the sensor Lock connector
Voltage short to supply and locked properly not connected
High or or b) Switch off control -
Short disconnected
the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
157,4 Rail 1 Standstill Rail pressure a) Check if the sensor Lock connector
Voltage short to ground and locked properly not connected
Low or b) Switch off control -
Short
the pressure sensor
connector
D-102

Diesel Genset
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
157,1 Pressure Standstill Difference in a) Check for leakages Rectify
0 Difference / Running rail pressure in rail
Between between b) Check LPC circuit Rectify
Rail 1 & 2 master and
c) Sensor may be Replace sensor
slave
faulty
158,3 System Standstill Battery voltage a) Check battery Rectify
Voltage 1 / Running high voltage
High b) Check charging Rectify
alternator output
d) Check ECU Replace ECU
parameter
Master & slave kl Ain
15 Voltage
Master & slave kl BV
30 Voltage
158,4 System Standstill Battery voltage a) Check battery Rectify
Voltage 1 / Running low voltage
Low b) Check charging Rectify
alternator output
c) Check wiring Rectify
connections from
charging alternator to
battery terminals
d) Check ECU power Rectify
wiring as per terminal
electrical interface
diagram
174,0 Fuel Lift Running High Fuel a) Check if the sensor Lock connector
Pump 1 Temperature connectors are fitted properly if loose or
Temperat and locked properly not connected
ure High b) Switch off control -
the pressure sensor
D-103

Diesel Genset
connector
end check with
different ECU
d) Contact Service
/ HO
d) check for proper a) Rectify / crimp
e)sensor faulty a)Contact Service
/ HO
Pump 1 / Running temperature connectors are fitted properly if loose or
ure short to supply b) Switch off control -
Voltage or sensor
High or output
Short disconnected the pressure sensor
connector
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
Pump 1 / Running temperature connectors are fitted properly if loose or
ure short to ground b) Switch off control -
Voltage
Low or
Short the pressure sensor
connector
D-104
Diesel Genset
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
175,0 Oil Running High Oil a) Ensure oil level Fill sufficient oil
Temperat Temperature b) Check correct oil Use correct oil
ure High grade grade
c) Check oil leakages Rectify
d) Any blockages in Rectify
oil circuit
e) Check proper Rectify
ventilation in canopy
f) Check if the sensor Lock connector
g) Switch off control -
the pressure sensor
connector
h) Check with a) Remove short
end check with
different ECU
d) Contact Service
/ HO
i) check for proper a) Rectify / crimp
j)sensor faulty a)Contact Service
/ HO
175,3 Oil Standstill Oil a) Check if the sensor Lock connector
D-105

Diesel Genset
High or or sensor on/off key and remove
Short output the sensor connector
disconnected c) Check with a) Remove short
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
175,4 Oil Standstill Oil a) Check if the sensor Lock connector
Low or
Short
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
633,3 Inlet Running IMV connector a) Switch off the -
Metering wire shorted to Ignition key and
Valve 1 engine body or remove the IMV
Current IMV faulty connector
High
b) Check with Rectify
multimeter if the pins
are shorted with
D-106

Diesel Genset
respect to engine
block as per electrical
interface diagram
c) Check continuity
from ECU connector
to IMV connector pins
as per electrical
interface diagram
d) Check resistance a) Contact Service
value of IMV (should / HO
be approx 2.7 Ohm)
633,4 Inlet Running IMV faulty a) Switch off the
Metering Ignition key and
Valve 1 remove the IMV
Current connector
Low
b) Check with
are shorted with
respect to engine
interface diagram
c) Check continuity
from ECU connector
as per electrical
interface diagram
d) Check resistance
value of IMV
636,4 CAM Standstill Cam sensor a) Check if the sensor Lock connector
Sensor / Running short to supply connectors are fitted properly if loose or
Failure - and locked properly not connected
Short b) Switch off control -
end different ECU
d) Contact Service
/ HO
(c) at sensor side
D-107
Diesel Genset
/ HO
636,8 CAM Standstill High frequency a) Check if the sensor Lock connector
Sensor / Running signal to cam connectors are fitted properly if loose or
Failure - sensor and locked properly not connected
Noise b) Switch off control
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
f) Check sensor signal Replace sensor if
with Picoscope signal not proper
g) Check proper air Maintain air gap as
gap as specificied specified
637,4 CRANK Standstil Crank sensor a) Check if the sensor Lock connector
Sensor l/ short to connectors are fitted properly if loose or
Failure - Running supply and locked properly not connected
Short b) Switch off control -
end different ECU
d) Contact Service
/ HO
(c) at sensor side
D-108

Diesel Genset
/ HO
637,8 CRANK Running High a) Check if the sensor Lock connector
Sensor frequency connectors are fitted properly if loose or
Failure - signal to and locked properly not connected
Noise crank sensor b) Switch off control
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
651,5 Injector Standstil a) Injector a) Check if injector Rectify
Cylinder l/ connector connectors are fitted
1 Fault Running open / properly
652,5 Injector damaged b) Check injector
Cylinder b) Damaged terminals for any
2 Fault injector damage
653,5 Injector terminals c) Check injector
Cylinder c) Damaged cable for any damage
3 Fault injector cable d) Check short circuit
654,5 Injector d) Injector between the two wires
Cylinder short to after disconnecting
4 Fault supply injector side
655,5 Injector e) Injector connectors
Cylinder short to e) Check short
5 Fault ground between engine block
656,5 Injector f) Injector and injector connector
Cylinder Gland cable wires
6 Fault lugs are f)Check if injector
657,5 Injector loose gland cable lugs are
Cylinder loose
7 Fault
D-109

Diesel Genset
658,5 Injector
Cylinder
8 Fault
659,5 Injector
Cylinder
9 Fault
660,5 Injector
Cylinder
10 Fault
661,5 Injector
Cylinder
11 Fault
662,5 Injector
Cylinder
12 Fault
931,5 Fuel Standstil a) Fuel Pump a) Check if ECU Lock connector
Pump l/ Relay output connectors are fitted properly if loose or
Relay Running open and locked properly not connected
Short b) Check continuity a) Rectify
Low/Ope from ECU connector b) Contact Service
n to panel connector as / HO
diagram
931,6 Fuel Standstil a) Fuel Pump a) Check if ECU Lock connector
Pump l/ Relay output connectors are fitted properly if loose or
Relay Running shorted to and locked properly not connected
Short supply b) Check continuity a) Rectify
High from ECU connector b) Contact Service
to panel connector as / HO
diagram
c) Check with
multimeter if the pin
V72M are shorted
supply and sensor as
diagram at connector
end
1244, Inlet Running IMV a) Switch off the -
3 Metering connector Ignition key and
Valve 2 wire shorted remove the IMV
Current to engine connector
High body or IMV b) Check with Rectify
faulty multimeter if the pins
are shorted with
respect to engine
interface diagram
c) Check continuity
from ECU connector
D-110
Diesel Genset
as per electrical
interface diagram
d) Check resistance a) Contact Service
value of IMV (should / HO
be approx 2.7 Ohm)
1244, Inlet Running IMV faulty a) Switch off the
4 Metering Ignition key and
Valve 2 remove the IMV
Current connector
Low b) Check with
are shorted with
respect to engine
interface diagram
c) Check continuity
from ECU connector
as per electrical
interface diagram
d) Check resistance
value of IMV
1377, Engine Running a) Engine a) Check if the sensor Lock connector
3 Sync snyc input connectors are fitted properly if loose or
Input shorted to and locked properly not connected
Voltage supply b) Switch off control -
High on/off key and remove
the ECU connector
multimeter if the pins b) Rectify / crimp
are shorted with properly
supply as per c) Contact Service
electrical interface / HO
end
d) Check continuity a) Rectify / crimp
to panel connector b) Contact Service
/ HO
1377, Engine Running a) Engine a) Check if the sensor Lock connector
4 Sync snyc input connectors are fitted properly if loose or
Input shorted to and locked properly not connected
Voltage ground b) Switch off control -
Low on/off key and remove
the ECU connector
are shorted with properly
supply as per c) Contact Service
D-111

Diesel Genset
electrical interface / HO
end
d) Check continuity a) Rectify / crimp
to panel connector b) Contact Service
/ HO
3509, Sensor Standstil a) Sensor a) Check if the ECU Lock connector
4 Supply 1 l/ supply1 connectors are fitted properly if loose or
Low Running shorted to and locked properly not connected
ground b) Switch off control -
the pressure sensor
connector
of all sensor supply properly
are shorted with c) Contact Service
ground as per / HO
diagram
3510, Sensor Standstil a) Sensor a) Check if the ECU Lock connector
4 Supply 2 l/ supply2 connectors are fitted properly if loose or
the pressure sensor
connector
ground as per / HO
diagram
970,5 Engine Standstil a) Emergency a) Check if the ECU & Lock connector
Emergen l/ connected to panel side connectors properly if loose or
cy Running ECU is open are fitted and locked not connected
Shutdow properly
n Switch b) Check if loose Rectify
wires (V21) at
emergency NC
contact at panel
c) Switch off control
the pressure sensor
connector
d) Check the
continuity with a) Rectify / crimp
multimeter of pin properly
D-112

Diesel Genset
(V21M) per electrical
interface diagram
5161 Speed Running Difference in a) Check ECU Lock connector

02,2 Sense speed connectors are fitted properly if loose or
Sync sensing by properly not connected
RPM ECU b) Check crank and Lock connector
Differenc cam connectors are properly if loose or
e fitted properly not connected
c) Check continuity Rectify
from ECU connector
to crank and cam
sensor pins
5161 Master Standstil a) a) Check if the ECU Lock connector
03,19 Slave l/ Communicati connectors are fitted properly if loose or
CAN Running on is lost and locked properly not connected
Communi between b) Check if loose Rectify
cation master & wires (V59 & V60)
Failure slave connections at ECU
b) CAN1 connector. Crimping
Connetions of the wire
(V59 &V60) c) Switch off control
are open or on/off key and remove
cut the pressure sensor
connector
d) Check the Rectify
continuity with
multimeter of pin (V59
& V60) between
master & slave per
diagram
5161 Crank Running High a) Check if the sensor Lock connector
10,8 Sensor frequency connectors are fitted properly if loose or
Failure - signal to and locked properly not connected
Noise for crank sensor b) Switch off control
Slave on/off key and remove
ECU the sensor connector
end different ECU
d) Contact Service
/ HO
D-113
Diesel Genset
(c) at sensor side
/ HO
5161 Crank Standstil Crank sensor a) Check if the sensor Lock connector
10,4 Sensor l/ short to connectors are fitted properly if loose or
Short for b) Switch off control -
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
5161 CAM Standstil Cam sensor a) Check if the sensor Lock connector
12,4 Sensor l/ short to connectors are fitted properly if loose or
Short for b) Switch off control -
end different ECU
d) Contact Service
/ HO
D-114

Diesel Genset
(c) at sensor side
/ HO
5161 CAM Running High a) Check if the sensor Lock connector
12,8 Sensor frequency connectors are fitted properly if loose or
Failure - signal to cam and locked properly not connected
Noise for sensor b) Switch off control
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
97,3 Water in Standstil a)Water in a) Check if the sensor Lock connector
Fuel 1 - l/ fuel 1 sensor connectors are fitted properly if loose or
Short to Running short to and locked properly not connected
Supply Supply b) Switch off control -
b) Water in on/off key and remove
fuel 1 sensor/ the sensor connector
connector c) Check with a) Remove short
Open multimeter if the pins without damaging
end different ECU
d) Contact Service
/ HO
D-115

Diesel Genset
(c) at sensor side
/ HO
97,4 Water in Standstil Water in fuel a) Check if the sensor Lock connector
Fuel 1 - l/ 1 sensor connectors are fitted properly if loose or
Short to Running short to and locked properly not connected
Ground Ground b) Switch off control -
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
5202 WIF2 - Standstil a)Water in a) Check if the sensor Lock connector
20,3 Short to l/ fuel 2 sensor connectors are fitted properly if loose or
Supply Running short to and locked properly not connected
Supplyb)Wat b) Switch off control -
er in fuel 1 on/off key and remove
sensor/ the sensor connector
connector c) Check with a) Remove short
Open multimeter if the pins without damaging
end different ECU
d) Contact Service
/ HO
(c) at sensor side
D-116
Diesel Genset
/ HO
5202 WIF2 - Standstil Water in fuel a) Check if the sensor Lock connector
20,4 Short to l/ 2 sensor connectors are fitted properly if loose or
Ground Running short to and locked properly not connected
Ground b) Switch off control -
end different ECU
d) Contact Service
/ HO
(c) at sensor side
/ HO
5202 Fuel Lift Standstil Fuel filter a) Check if the sensor Lock connector
022,3 Pump 2 l/ pressure connectors are fitted properly if loose or
Pressure Running sensor output and locked properly not connected
Voltage short to b) Switch off control -
High or supply on/off key and remove
Short the sensor connector
end different ECU
d) Contact Service
/ HO
wires are loose /
partially short /
D-117

Diesel Genset
crimping is damaged
022,4 Pump 2 l/ pressure connectors are fitted properly if loose or
Pressure Running sensor output and locked properly not connected
Voltage short to b) Switch off control -
Low or ground or on/off key and remove
Short sensor output the sensor connector
disconnected c) Check with a) Remove short
end different ECU
d) Contact Service
/ HO
wires are loose /
partially short /
crimping is damaged
5202 Fuel Lift Running Low Fuel a) Check if the sensor Lock connector
022,1 Pump 2 Pressure connectors are fitted properly
8 Pressure and locked properly
Low b) Check for leakages Rectify leakages
(LPC)
ECU over ride
without damaging
the O-ring
f) Check 24V supply Rectify / Replace
to 3 pin connectors relay
ECU override
D-118

Diesel Genset
g) Check if gap is Rectify
maintained between
fuel tank bottom
h) Change filters if Contact Service /
they have crossed the HO
specified service
interval
5202 Fuel Lift Running High Fuel a) Check if the sensor Lock connector
023,0 Pump 2 Temperature connectors are fitted properly if loose or
Temperat and locked properly not connected
ure High
b) Switch off control -
the pressure sensor
connector
end check with
different ECU
d) Contact Service
/ HO
d) check for proper a) Rectify / crimp
e)sensor faulty a)Contact Service
/ HO
023,3 Pump 2 l/ temperature connectors are fitted properly if loose or
Temperat Running sensor output and locked properly not connected
ure short to b) Switch off control -
Voltage supply or on/off key and remove
High or sensor output the sensor connector
Short disconnected c) Check with a) Remove short
end different ECU
d) Contact Service
/ HO
D-119
Diesel Genset
wires are loose /
partially short /
crimping is damaged
023,4 Pump 2 l/ temperature connectors are fitted properly if loose or
Temperat Running sensor output and locked properly not connected
ure short to b) Switch off control -
Voltage ground on/off key and remove
Low or the sensor connector
Short c) Check with a) Remove short
end different ECU
d) Contact Service
/ HO
wires are loose /
partially short /
crimping is damaged
129,0 Rail 2 Running High Rail a) Check if the ECU
Pressure Pressure connectors are fitted
High and locked properly
b) Check for continuity a) Rectify
from sensor connector b) Contact Service
to ECU connector as / HO
diagram by multimeter
c) Check if sensor a) Rectify
connector is b) Contact Service
disconnected / / HO
damaged
faulty
129,3 Rail 2 Standstil Rail pressure a) Check if the sensor Lock connector
Pressure l/ sensor output connectors are fitted properly if loose or
Voltage Running short to and locked properly not connected
D-120

Diesel Genset
High or supply or b) Switch off control -
Short disconnected on/off key and remove
end different ECU
d) Contact Service
/ HO
wires are loose /
partially short /
crimping is damaged
129,4 Rail 2 Standstil Rail pressure a) Check if the sensor Lock connector
Pressure l/ sensor output connectors are fitted properly if loose or
Voltage Running short to and locked properly not connected
Low or ground b) Switch off control -
Short on/off key and remove
end different ECU
d) Contact Service
/ HO
wires are loose /
partially short /
crimping is damaged
5202 Sensor Standstil a) Sensor a) Check if the ECU Lock connector
D-121

Diesel Genset
025,4 Supply 1 l/ supply1 connectors are fitted properly if loose or
the pressure sensor
connector
ground as per / HO
diagram
5202 Sensor Standstil a) Sensor a) Check if the ECU Lock connector
026,4 Supply 2 l/ supply1 connectors are fitted properly if loose or
the pressure sensor
connector
ground as per / HO
diagram
5202 System Standstil Battery a) Check battery Rectify
027,3 Voltage 2 l/ voltage high voltage
High Running b) Check charging Rectify
alternator output
5202 System Standstil Battery a) Check battery Rectify
027,4 Voltage 2 l/ voltage low voltage
Low Running b) Check charging Rectify
alternator output
c) Check wiring Rectify
connections from
charging alternator to
battery terminals
d) Check ECU power Rectify
wiring as per terminal
diagram
D-122

Diesel Genset
-E ALTERNATOR

Diesel Genset
Kirloskar Green AC Alternator

E1. General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-1
E1.1 Introduction - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-1
E1.2 Standards - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-1
E1.3 Enclosures and M ounting - - - - - - - - - - - - - - - - - - - - - - E-1
E2. Design of AC Generator - - - - - - - - - - - - - - - - - - - - - - - - - E-1
E2.1 Stator - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-1
E2.2 Rotor- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-2
E2.3 Exciter Stator - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-2
E2.4 Exciter Rotor - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-2
E2.5 Rotating Rectifier Assembly- - - - - - - - - - - - - - - - - - - - - E-2
E2.6 Impregnation - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-2
E2.7 Balancing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-2
E2.8 Terminal Box- - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-3
E2.9 Bearings - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-3
E2.10 Ventilation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-3
E2.11 Earthing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-3
E2.12 Space Heater - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-3
E2.13 Voltage Regulator - - - - - - - - - - - - - - - - - - - - - - - - - E-3
E2.14 Optional Accessories- - - - - - - - - - - - - - - - - - - - - - - - E-4
E3. Operating Principle - - - - - - - - - - - - - - - - - - - - - - - - - - - E-4
E3.1 Standard Brushless AC Generator- - - - - - - - - - - - - - - - - -E-4
E3.2 Brushless AC Generator with PMG - - - - - - - - - - - - - - - - - E-5
E3.3 Advantages Of PM G Excitation System: - - - - - - - - - - - - - -E-5
E4. Kirloskar Green (KG) AC Generators - - - - - - - - - - - - - - - - - - E-6
E4.1 Electrical Performance - - - - - - - - - - - - - - - - - - - - - - - E-6
E4.2 Process- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-6
E5. Automatic Voltage Regulator - - - - - - - - - - - - - - - - - - - - - - E-7
E5.1 Features - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-7
E5.2 AVR Models - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-7
E6. Derating Factors - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-8
E6.1 Temperature - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-8
E6.2 Altitude - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-8
E6.3 Power Factor - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-9
E7. Selection of AC Generators - - - - - - - - - - - - - - - - - - - - - - - E-9
E7.1 Linear Loads - - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-10
E7.2 Linear Loads - - - - - - - - - - - - - - - - - - - - - - - - - - - - E-10
E7.3 Power Factor - - - - - - - - - - - - - - - - - - - - - - - - - - - E-10
E7.4 Motor Loads- - - - - - - - - - - - - - - - - - - - - - - - - - - - E-10
E7.5 Non Linear Loads - - - - - - - - - - - - - - - - - - - - - - - - - E-11
E7.6 Characteristics of Non Linear Loads - - - - - - - - - - - - - - - E-11
E7.7 Effects Of Non Linear Loads- - - - - - - - - - - - - - - - - - - - E-11
E7.8 Deration for Non Linear Loads - - - - - - - - - - - - - - - - - - E-12

Diesel Genset
Brushless A C Generators
E1. General
E1.1 Introduction
Kirloskar Green (KG) Brushless AC Generators are of salient pole, revolving field, brushless,
horizontally foot mounted, and single/double bearing type. These AC Generators are available
with and without PMG generators Standard Voltage of operation i.e., 415/460 V at 50/60 Hz for
3Ø and 230/240 V at 50/60 Hz for 1Ø.
E1.2 Standards
The Kirloskar Green (KG) AC Generators generally comply with various national and
international standards such as IS: 4722, IS: 13364, BS: 5000 Part3 and IEC 6034-1 (34-1)
and specifications mutually agreed upon at the time of order.
E1.3 Enclosures and Mounting
The AC Generators have degree of protection of IP 23 with B15(SB)/B3(DB) type of Mounting.

Other types of protection and mounting can also be offered on request.
Figure E - 1: Alternator Designation
E2. Design of AC Generator
E2.1 Stator
Stator of the AC Generator is made of high quality, low loss high permeability steel stamping
built rigidly to with stand all types of forces due to static, dynamic and transient loading
conditions. The armature coils are made up of enameled high conductivity copper wires with

E-1
Diesel Genset
class ‘H’ insulation, 2/3 pitch winding to eliminate triple and its multiple harmonics in the
generated output voltage. Windings are subjected to vacuum pressure impregnation for better
consolidation and the overhangs are provided with epoxy gel coating to protect against ingress
of dust, moisture and others. The winding leads themselves form the output terminals directly
from the armature without any joints on the overhang. All the 6/12 leads are brought out
sleeved and terminated with suitable crimping sockets.
E2.2 Rotor
The main rotor is made of low loss high permeability steel stamping, built directly on to the
shaft, which is then wound with field coils using high conductivity enameled copper for Class
‘H’ insulation. A set of completely interconnected damper winding cage is provided in the rotor
for compensation for any unbalance and during transient condition. Coil support blocks are
provided for adequate supporting of the coils from high centrifugal forces.
E2.3 Exciter Stator
Exciter stator built up of high quality laminated steel stampings carries the field coils mounted
on the Non- Driving End shield of the machine. The coils are made up of high conductivity
enameled copper with class ‘H’ insulation. The coils are firmly supported by suitable epoxy
wedges inserted in between the pole shoes.
E2.4 Exciter Rotor
Exciter rotor built up of thin laminations in the form of riveted core carries three phase armature
windings and is mounted on to the shaft. The winding is made of high conductivity enabled
copper with class ‘H’ Insulation. The output winding leads are terminated at the rotating rectifier
assembly.
E2.5 Rotating Rectifier Assembly
Rotating Rectifier Assembly is a three-phase bridge rectifier mounted on two Aluminum heat
sinks. Provisions are made in the rectifier assembly for connecting the main rotor leads and
surge suppressor provided to protect the diodes from surge voltages.
E2.6 Impregnation
All the windings are impregnated with Class ‘H’ resin and taken through the temperature curing
cycle to form a rigid winding. The overhangs are protected with a coat of epoxy gel application
against ingress of dust, moisture and others particles.
E2.7 Balancing
All generators rotors are dynamically balanced to better than Grade 2.5 (BS 6861: Part 1) for
minimum vibration in operation.
E-2
Diesel Genset
E2.8 Terminal Box
The sheet metal/cast Aluminum terminal box having ample space is fixed on the top of the NDE
end shield. 6/12 output terminals are terminated. It is possible to terminate the customer cables
on either side, depending on the customer’s choice. The Voltage Regulator is also mounted
inside the terminal box and terminated.
E2.9 Bearings
Two nos. of anti-friction double shielded ball bearings are provided one each at NDE and DE in
double bearing machine and only one at NDE in case of Single/double Bearing machine.
Adequate care is taken in the design of the Single/double Bearing machine to accommodate
for possible axial differences in the close coupling system.
E2.10 Ventilation
The AC Generators are self-cooled. The centrifugal Aluminum/Steel fan fitted on the shaft at
the driving end of the rotor draws the fresh air through the opening provided at the NDE cover
and discharges through ventilating ducts provided in the DE End Shield in double bearing
machines and adaptor in Single Bearing machines. The method of cooling is IC 01 as per
IS:6362.
E2.11 Earthing
Two earthling screws provided on the feet ribs are used for grounding of the AC Generator.
E2.12 Space Heater
Two space heaters (optional) suitable for 230 V / 24 V, single phase/ DC are provided on each
overhang of the main stator winding of AC Generator on request.
E2.13 Voltage Regulator
Automatic Voltage Regulator provided is compact, high performance encapsulated unit

mounted inside the terminal box. This unit senses the voltage between lines and controls the
generator output voltage automatically to be with in the specified regulation band. AVR consists
of separate potentiometers for adjusting the voltage, stability, frequency roll off and quadrature
droop adjustment (Optional).
The following are the features of the AVR.
•Build up from a very low residual voltage -about 2.5 V (L-N).

•Voltage regulation within +/- 0.8%of pre-set value.
•Fast response to the load changes.
•Remote V-trim pot for voltage adjustment up to ± 10%of nominal terminal voltage.
E-3

Diesel Genset
•QDC pot for Quadrature droop adjustment during parallel operation (Optional).
•Stability pot for adjustment of the response.
•Frequency-Roll-Off pot to set the frequency range.
•Over excitation limit pot to set the excitation limit
E2.14 Optional Accessories
These optional accessories are provided on the customer requirement. These are basically for
the protection of the machine while working on the extreme conditions. The following
accessories are provided.
•Winding temperature detectors (RTD/Thermistor).

•Bearing temperature detectors (BTD).
•Current transformers for differential protection.
•Permanent magnet generator.
•Auxiliary winding facility.
•Filters for dusty environment.
•Filters for harmonics.
E3. Operating Principle
E3.1 Standard Brushless AC Generator
1.In this generator there is a separate source to AVR from a small permanent magnet A.C.
generator mounted on the same shaft as the main machine. Refer Figure E - 2 on page 5.
2.The permanent magnet produces an output voltage that is only dependent on speed and is
independent of load conditions. This constant output voltage is fed to the exciter field winding
through the AVR.
3.By comparing the main output ‘sensed’ voltage with the ‘set reference’ voltage, the AVR
decides on the proportion of permanent magnet machine output to rectify and feed to the exciter
field.
4.The exciter rotor output would then increase, established a strong main field and therefore a
marked increase in main output voltage.
5.The AVR senses and compares voltages and adjusts exciter field excitation until desired
output voltage is developed. In this way the main stator voltage is progressively built up until the
‘sensed’ voltage is the same as the ‘set reference’ voltage.
E-4

Diesel Genset
Figure E - 2: Standard Alternator
E3.2 Brushless AC Generator with PMG
PMG = Permanent Magnet Generator
Figure E - 3: PMG Alternator

E-5
Diesel Genset
E3.3 Advantages of PMG Excitation System:
•Better motor starting characteristics with lower transient voltage dips.

•Better co-ordination with relay under sustained short circuit condition.
•Since the Power to AVR is supplied from the PMG, isolation from AC Generator output
terminals, harmonic currents from the load are prevented from passing to the AVR. This
reduces output voltage distortion.
•The process of initial voltage build up is very positive in this system, as residual magnetism is
no longer continually depended upon.
E4. Kirloskar Green (KG) AC Generators
E4.1 Electrical Performance
1.AVR used on the machine is of proven design, reliability and performance. These are unique
encapsulated against moisture, sand, salt, humidity and corrosive atmosphere ensuring trouble
free operations under the most demanding conditions. The voltage regulation offered is +/-
0.8%.
•Transient voltage dips are lower.
•Wave-form distortion on no-load is less than 1.8%. Total harmonic distortion and the
telephonic interference is less than 4% in distorting balanced linear load.
•All stators are wound to 2/3rd pitch, which along with PMG excitation system as optional and
2 line sensed as standard AVR and 3 line sensing as optional to provide better system
performance.
•Damper winding on poles ensure smooth parallel operation with similar and dissimilar
machines and with the grid. Power factor controller is recommended when balancing with
gird.
•Liberally rated diode used in rotating rectifier assembly ensures high reliability.
•The rotating diodes are protected by a surge suppresser which has the ability to chop the
transients.
•Short Circuit Current with stand capability is up to 3 times the rated current for 3 seconds.
•Excellent motor starting capacity 2.5 times rated kVA.
E4.2 Process
•Gel coat application is a standard feature which enhances the mechanical strength of the
winding overhang and ensures trouble free performance in humid and corrosive atmosphere.
•Burr free stamping pack construction and file free winding results in excellent quality of
winding and also better machine life.
•Hammer free assembly and sealed bearing increase bearing life.
•Dynamically balanced rotor to minimize vibration.
E-6

Diesel Genset
E5. Automatic Voltage Regulator
Kirloskar Green (KG) regulators are in wide range for wide application. Our regulators have the
following specifications.
•Encapsulated components for weather protection.
•Compact and rugged construction.
•Solid state.
•Fast response to the load changes.
•Build up from a very low residual voltage – about 2.5 V (L-N)
E5.1 Features
•Voltage adjustment: The V trimmer is provided in the AVR for voltage adjustment up to +/- 10%
of rated voltage.
•Stability Adjustment: The AVR include stability circuit to provide the good steady state and
transient performance of the generator.
•Under frequency Roll off (UFRO): The AVR incorporates an under speed protect circuit which
gives a Volts/ Hz characteristics when the generator speed falls below a presentable value the
red LED gives indication that the UFRO circuit is operating.
•Droop Adjustment: Generator intended for parallel operation are fitted with a quadrature droop
CT. CT is connected to Q1, Q2 on the AVR with ratios of rated current: 5Amps, 1% accuracy,
5/2.5 VA burden.
•Accessory Input: for 250 kVA and above AC Generators
•An analog input (A1& A2 is provided to connect to the DC current source device. It is designed
to accept DC signal up to +/- 4.5 Volts.
E5.2 AVR Models
Table 1: AVR Models
Number Parameter TAVR -20 TAVR -30 TAVR -18 (PMG) R450
1 Voltageadjustment Yes Yes Yes Yes

Stability Yes Yes Yes Yes
2
adjustment
Under frequency No Yes Yes Yes

3
roll off adjustment
Remote voltage Yes Yes Yes Yes
4
adjustment
Over Excitation Yes Yes Yes
5 Yes
adjustment
Accessory ( DC No Yes No
6 No
input)

E-7

Diesel Genset
Table 1: AVR Models
Number Parameter TAVR -20 TAVR -30 TAVR -18 (PMG) R450
7 Quadrature Droop No Yes Yes Yes

Sense Loss Yes Yes Yes No
8
indication
Over excitation Yes Yes Yes No
9
indication
Under frequency Yes Yes Yes Yes

10
roll off
Frequency roll of Yes Yes Yes Yes
11
indicator
12 Used on frames KG 164 - 254 KG 284 - 354 KG 284 - 354 KG-46.2 ,47.2 ,49.1
13 Ratings 5 - 200 kVA 250 - 750 kVA 250 - 750 kVA 200-1010 KVA
E6. Derating Factors
E6.1 Temperature
These AC Generators are designed for an ambient temperature of 40°C. For other applications
where the ambient temperature is greater than 40°C, the AC Generators must be de-rated to
ensure that the actual temperature does not exceed the specified limit.
Outputs are normally quoted at 40°C. These outputs must be multiplied by the following factors
for higher ambient temperatures.
Table 2: Derating for Temperature
TEMPERATURE (°C) MULTIPLIER
45 0.97
50 0.94
55 0.91
60 0.88
E6.2 Altitude
Above 1000 m the effectiveness of the air is reduced sufficiently to make de-rating necessary.
For altitudes above 1000 m outputs must be multiplied by the following factors.
Table 3: Derating for Altitude
Altitudes Multiplier
1500 0.97
2000 0.94

E-8
Diesel Genset
Table 3: Derating for Altitude
Altitudes Multiplier
2500 0.91
3000 0.88
3500 0.85
4000 0.82
E6.3 Power Factor
Standard AC Generators are suitable for 0.8 pf lag to UPF loads. Power factor below 0.8 lag
causes heating of the AC Generator. The A C Generator output must be multiplied by the
following factors for lower PF.
Table 4: Multiplier for Power Factor
P.f(Lag) Multiplier
0.7 0.95
0.6 0.91
0.5 0.88
0.4 0.86
0.3 0.85
0.2 0.84
0.1 0.84
0.0 0.84
Leading pf loads cause rise in terminal voltage which may subsequently harm the AVR and the
loads. Please refer to works in case of leading pf loads.
E7. Selection of AC Generators
This section deals with selection of AC Generators to suit various loads.
The different types of load encountered by an AC Generators can be broadly classified as

a) Linear Loads.
b) Motor Loads (part of linear loads, considered separately).
c) Non-linear Loads.
E-9

Diesel Genset
E7.1 Linear Loads
•Constant load impedance regardless of applied voltage.
•The load current increases proportionately as the voltage increases and decreases as the
voltage decreases.
Examples of linear loads are motor, incandescent lamp and heating loads.
E7.2 Linear Loads
To select the rating of AC Generator for linear loads the maximum connected load and the
base load which is always connected has to be considered. In arriving at a total load figure is
always wise to select the standard rating larger than that estimated. This despite the fact that
all the loads may not be operating at the same time hence a smaller machine could have been
selected. Future operating conditions and future growth are very difficult to estimate. An
allowance of 15% to 20% excess capacity designed into a set now is a small price to pay
compared with the cost of completely new larger unit that may be required to drive additional
loads in a few years time.
E7.3 Power Factor
It is the nature of the applied load that dictates the system power factor.
1.The loads which operate at or very close to unity (1.0) power factor include most forms of
lighting, all heating elements, rectifier and thyristor type loads & all domestic loads which are
fractional hp motors (washing machine, refrigerator, etc.).
2.For all remaining load types, some knowledge of operating power factor is required, which for
motors depends a great deal on their size and power rating.
Kirloskar Green (KG) A C Generators perform satisfactorily at any power factor in the range of
0.8 p.f lag to unity. For p.f operation at leading low power factor Please refer back to works.
E7.4 Motor Loads

During the starting of an induction motor, a very large current is demanded from the power
source, which is known as the starting or locked rotor current. For better sizing of AC
Generators, the following guidelines can be referred to.
Table 5: Motor Loads
Method Of Starting Current Starting Current as I rated times full load
Direct On Line 6-7

Star Delta 3-3.5
Rotor Resistance 1.5-2
Auto Transformer: At 40% Tapping 1.1
At 60% Tapping 2.5
At 80% Tapping 4.5

E-10
Diesel Genset
For motor applications the following information should be furnished:
a) Rating of the motor/ motors.

b) Type of the motor (slip ring / squirrel cage).
c) Method of starting.
d) Rated full load current.
e) Starting power factor.
f) Any restriction on Transient Voltage Dip? (Details of the same).
g) Frequency at starting.
h) Base load at the time of starting induction motor.
i) Any other load apart from the motor loads? (Details there of).
j) Sequence of starting of motors.
E7.5 Non Linear Loads
Over a period of time the loads applied to AC generators have become more complex and
more care has to be exercised in the sizing of the generators to ensure satisfactory
performance.
E7.6 Characteristics of Non Linear Loads
a) A non linear load is one in which the load current is not proportional to the instantaneous
voltage. Often the load current is not continuous.
b) These are essentially electronic loads such as computers, UPS equipments and variable
speed motor drives.
E7.7 Effects Of Non Linear Loads
a) Non linear loads generate harmonics in their current waveform which in turn leads to
distortion of the AC generator waveform. Depending upon the degree of voltage waveform
distortion this can lead to instability of the excitation systems and impact on other loads being
supplied by the generator.
b) Odd order harmonics cause heating of neutral conductors.
E-11
Diesel Genset
E7.8 Deration for Non Linear Loads
The above percentage figures are guidelines. There may be a problem with electronic load,
trying to cope with distorted waveform if distortion levels are unacceptable to the load.
Table 6: Non Linear Loads
Loads Derating Factors
Fluorescent lighting load No derate required.
UPS & Telecom load controlled by a 12 Non linear load should not exceed 90% of AC Generator
pulse Thyristor bridge plus a filter. rating
Table 6: Non Linear Loads
Loads Derating Factors
UPS & Telecom load controlled by 6 pulse Non linear load should not exceed 60% of AC Generator
Thyristor Bridge plus a filter. rating
UPS & Telecom load controlled by3 pulse Non linear should not exceed 50% of AC Generator rating.
thyristor bridge pulse a filter
Variable speed 6 pulse thyristor Non linear load should not exceed 35% of AC
controlled drive. Generator rating
Better sizing of machine is possible on furnishing following information:

a) Number of pulses of Thyristor drive: 3, 6, or 12.
b) Level of harmonic distortion produced by the non-linear load.
c) What is the maximum acceptable level of voltage distortion the Non-linear load can accept?
d) Operating voltage and frequency.
e) If Non-linear load power requirement is stated in kW, then some guidance regarding
operating power factor & system efficiency is required to establish the AC Generator load.
With the information, guidance should be sought from the factory regarding AC Generator
sizing for compatible equipment operation.
E-12
HELP DESK CONTACT NUMBER - +91 880 63 344 33
HELP DESK TOLL FREE NUMBER - 1800 233 3344
email ID - koel.helpdesk@kirloskar.com
www.koel.co.in
Drawing: DV0.083.0.0.35

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Dear Customer,

For Kirloskar Oil Engines Ltd.,

Head, Power Generation Business

Your Name & Phone or Mobile Number.

Engine Serial Number.

Name of the Company.

General Description of assistance required.

And the service will be on its way.

KIRLOSKAR OIL ENGINES LTD.

Section A – Genset Warranty

Section B – Customer Service Package

Section C – Genset User Manual

Section D – Engine User M anual

Section F – Service Netw ork

Each warning/most important instruction in the manual succeeds the sign.

Kirloskar Oil Engines Limited Vijay T B 080‐25587562/ +91‐

Section B - Customer Service

Section D - Diesel Engine

3. For availing the warranty services please ensure following:

a) Produce this warranty booklet to KOEL authorised Service Dealer, when

Please provide following details to our Authorized

- Genset Model and Serial Number.

- Engine serial Number.

- Detailed site address

- Contact Person and Telephone/Mobile Number.

- Number of hours run till date

GENSET MODEL AND SERIAL NUMBER

ENGINE MODEL AND SERIAL NUMBER

KG ALTERNATOR SERIAL NUMBER, MAKE AND TYPE

PANEL SERIAL NUMBER

G1 (1ST SERVICE) CHECK CARRIED OUT ON

G2 (2ND SERVICE) CHECK CARRIED OUT ON

SERVICE DEALER'S STAMP AND SIGNATURE

KIRLOSKAR GREEN D.G. SET WARRANTY

For Power Generation Non-Cellular Application Engines -

For Power Generation Non Cellular Application Engines and KG

Use K-Oil Premium for your Gensets.

This warranty does not apply for the following:

Warranty period for DG set components is as below.

For Power Generation Non Cellular Application

•Proprietary parts not manufactured by Kirloskar Oil Engines Limited like:

•Kirloskar Green Alternators

•All other Electrical Components supplied along with Genset like:

•Kirloskar Green canopy Components supplied along with Genset like:

•Locks •Hinges • Fuel level gauges • Exhaust fan

For Power Generation Cellular Application -

•All other Electrical Components supplied along with engine like:

•Kirloskar Green canopy Components supplied along with Genset like:

Conditions precedent to Kirloskar Green Genset warranty.

A. Proper installation of the Kirloskar Green Genset is the sole responsibility of

To meet specific customer needs, your Genset may not contain

SECTION • B PROMPT CUSTOMER SERVICE PACKAGE

All you've to do is whistle. And we'll be there.

C1. About KOEL - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - C-1

C7. Genset with Liquid Cooled Engine - - - - - - - - - - - - - - - - - - - C-7

C7.1 Introduction - - - - - - - - - - - - - - - - - - - - - - - - - - - C-7

C9.1 Genset Front and Rear Vie w- - - - - - - - - - - - - - - C-12

C10.2.3 Calculation for Foundation Depth - - - - - - - - - - - - - C-18