6284_4_30 LUBRICATION SYSTEM MAINTENANCE GAS NATURAL.pdf

SECTION 4.30 LUBRICATION SYSTEM MAINTENANCE MAINTENANCE

OIL PREHEAT/PRELUBE

PRELUBE (FOR AUTOMATIC START UNITS)

These engines can be equipped with a preheat and/or prelube system (see Figur Figure e 4.30-1 4.30-1). ). This system consists of the following component parts:

Oil is drawn from the crankcase drain by the prelube pump and delivered to the oil heater (if equipped). From the heater, oil is directed to a pair of solenoid valves; one of which controls the oil flow during preheat and the other which controls the oil flow during prelube. During the prelube mode, the preheat solenoid valve is closed and the prelube solenoid valve is open. This allows oil flow from the pump, through the heater (if equipped) and solenoid valve back to the engine oil gallery. gallery.

• Prelube Prelube pump (electric (electric motor driven) driven) • Oil heater heater (thermost (thermostatica atically lly controlle controlled d immersionimmersiontype) • Sole Soleno noid id val valve ves s (two (two)) • Check heck valv valve e OIL TO SUMP (PREHEAT)

OIL TO ENGINE OIL GALLERY (PRELUBE)

A check valve is used between the engine oil gallery and the prelube solenoid valve to prevent flooding the turbocharger during the preheat cycle.

OIL PRESSURE GAUGE It is recommended that an oil pressure differential gauge be installed to monitor the o il pressure differential (“"P”) between the oil inlet and outlet of the oil filter assembly (see Figur Figure e 4.30-2 4.30-2). ). The engine must be shut down to service the cleanable oil filters.

OIL FROM SUMP

Figure 4.30-1 Oil Prelube/Preheat Unit

OPERATION Preheat the oil for startup at temperatures below 10! C (50! F). Oil is drawn from the crankcase drain plug outlet by the prelube pump and delivered to the oil heater. From the heater, oil is directed to a pair of solenoid valves; one of which controls the oil flow during preheat and the other which controls the oil flow during prelube. During the preheat mode, the preheat solenoid valve is open and the prelube solenoid valve is closed. This allows oil flow from the pump, through the heater and solenoid valve, back to the engine sump.

FORM 6284 Third Edition

PRESSURE GAUGE

Figure Figure 4.30-2 4.30-2 Oil Pressu Pressure re Different Differential ial Gauge Gauge Installation

4.30-1

LUBRICATION SYSTEM MAINTENANCE OIL SPECIFICATIONS

OIL ADDITIVES

The performance of a lubricant, like that of any manufactured product, is the responsibility of the refiner and supplier.

Quality oils formulated specifically for natural gas engines have sufficient additives to meet requirements. Waukesha does not recommend the addition of oil additives to these quality oils.

There are hundreds of commercial crankcase oils marketed today. Engine manufacturers or users cannot completely evaluate the numerous commercial oils. The current edition of the EMA Engine Fluids Data Book is available for purchase from:

OIL RECOMMENDATIONS

CAUTION

Engine Manufacturers' Association Two North LaSalle Street Chicago, IL 60602 Phone (312) 827-8700 Fax (312) 827-8737 Email: [email protected] www.enginemanufacturers.org This section provides a tabulation of lubricant producers and marketers, together with the performance classification for which the producers have indicated their products are qualified. The performance of a lubricant, like that of any manufactured product, is the responsibility of the refiner and supplier. The Waukesha Engine Warranty is limited to the repair or replacement of parts that fail due to defective material or workmanship during the warranty period. The Waukesha Warranty does not include responsibility for satisfactory performance of the lubricating oil. With the exception of cogeneration and special or prototype installations, Waukesha Engine has made it a practice not to recommend oil by brand name.

OIL DESIGNATIONS Oil is designated in several ways: American Petroleum Institute (API), Society of Automotive Engineers (SAE), American Society for Testing and Materials (ASTM) performance classifications and Military Designation. Since no gas engine industry oil performance designations exist, it is the responsibility of the engine operator to verify with their oil supplier, that the oil they select has proven field performance in their specific engine make and model.

4.30-2

Waukesha recommends the use of oil formulated specifically for gas engines and meeting minimum ash requirements based on engine makes and models (see Table 4.30-1 and Table 4.30-2). The ash forming constituents in oil formulations provide detergency, corrosion protection and anti-wear protection. In addition, the ash produced during combustion of these additives will provide protection against valve face and seat recession. Waukesha engines use specifically formulated gas engine oils. Waukesha Engine does not recommend gasoline or diesel oil formulations for use with its engines. Use of gasoline or diesel oil formulations may cause severe engine damage.

CAUTION

CATALYST CONTAMINANTS The following contaminants are known catalyst deactivators and should be avoided when selecting lubricating oils for installations with catalysts since they contribute to shortened catalyst life: heavy and base metals such as lead, mercury, arsenic, antimony, zinc, copper, tin, iron, nickel, chrome, sulfur and phosphorus. These individual elements should not exceed 1 ppm or collectively exceed 5 ppm at the catalyst inlet. Specific exceptions: phosphorus or silicon compounds at the catalyst inlet are not to exceed 1 ppm and sulfur compounds at the catalyst inlet are not to exceed 100 ppm. Do not confuse the concentration of these elements AT THE CATALYST INLET with the concentration of these elements in the oil itself.


LUBRICATION SYSTEM MAINTENANCE Table 4.30-1 Oil Recommendations By Model And Fuel MODEL/FUEL

OIL REQUIREMENTS

VGF F18, H24, G, GL, GLD Naturally Aspirated and Turbocharged/Natural Gas VGF L36, P48GL, GLD Turbocharged/Natural Gas (1)(2)(3)

NATURAL GAS –- Oil with a nominal 1% sulfated ash by weight. This gas engine oil must use highly refined mineral oil base with a minimum of 0.5% and a maximum of 1.0% sulfated ash by weight, with both metallic and ashless additive systems. A maximum of 0.10% zinc is recommended.

VGF F18, H24, L36, P48 GSID, Turbocharged/Natural Gas (1)(2)(3)

NATURAL GAS – Oil with a nominal 0.5% sulfated ash by weight. This gas engine oil must use highly refined mineral oil base with a minimum of 0.35% and a maximum of 0.5% sulfated ash by weight, with both metallic and ashless additive systems. A maximum of 0.10% zinc is recommended.

NOTE:

(1) The quality of oil filtration will directly affect engine component life. Waukesha's basic filtration requirement is 90% efficient at 15 microns for all full flow elements, and 98% efficient at 25 microns for cleanable metal mesh elements. Waukesha's complete oil filter performance specification is shown in Waukesha specification sheets S08486 and S08486-1. (2) See “Maintenance Schedule” on page 4.60-1 in this manual for change intervals. (3) See Table 4.30-5 for condemning limits.

normal and extended oil drain, and oil filter element change intervals.

Table 4.30-2 Oil Ash Content VGF MODEL

SULFATED ASH % (1)(2)

F18, H24, L36, P48 G, GL, GLD

0.45 – 0.75

F18, H24, L36, P48 GSID

0.35 – 0.50

NOTE:

(1) Oils must be specifically formulated for gas engines using highly refined mineral oil base stocks. The ash requirements are a percentage by weight with both metallic and ashless additive systems. A maximum of 0.10% zinc is recommended. (2) Oil with 0.35% ash or less may be used in naturally aspirated and catalyst equipped naturally aspirated or turbocharged engines with the understanding that valve recession may occur, thus shortening the normally expected valve and seat life.

OIL FILTRATION REQUIREMENTS The quality of oil filtration will directly affect engine component life. Waukesha's basic filtration requirement is 90% efficient at 15 microns for all full flow sock and paper elements, and 98% efficient at 25 microns for cleanable full flow metal mesh elements. Mesh or screen sizes larger than 25 microns are not acceptable. Oil filter elements should be changed when the oil is changed or when the pressure drop across the oil filter exceeds 24 psi (165 kPa). Waukesha's complete oil filter performance specification is shown in Waukesha specification sheets S08486 and S08486-1.

EXTENDED OIL DRAIN INTERVALS Extended oil drain intervals are not recommended unless a Waukesha Microspin centrifuge, as well as Waukesha supplied oil filtration components, are installed. The Microspin centrifuge, in conjunction with Waukesha supplied oil filtration components, will remove spent additives, and other by-products of combustion, allowing an increase in scheduled oil drain, and oil filter element change intervals. See Table 4.30-8 and Table 4.30-9 for the maximum number of hours between


It is recommended that oil analysis be used to determine when condemning limits are reached.

WAUKESHA COGENERATION INSTALLATIONS – OIL RECOMMENDATIONS Waukesha Engine does not ordinarily recommend oils by brand name. However, based on actual field experience, the oils listed in Table 4.30-3 are specified for cogeneration installations with forced hot water cooling systems 100 – 129! C (212 – 265! F) or ebullient cooling 121! C (250! F). Table 4.30-3 Recommended Oils For Cogeneration Applications (Using Pipeline Quality Gas) TYPE

PERCENT OF SULFATED ASH

Chevron HDAX Low Ash

SAE 40

0.50

Estor Super

SAE 40

0.45

Estor Elite (Synthetic)

SAE 20 W40

0.45

Estor Select 40

SAE 40

0.95

Mobil Pegasus 1 (Synthetic)

SAE 15 W40

0.48

Mobil Pegasus 805

SAE 40

0.48

Mobil Pegasus 710 (89)

SAE 40

0.99

Petro Canada, CG40

SAE 40

0.92

Q8 Mahler HA (Europe only)

SAE 40

0.90

Q8 Mahler MA (Europe only)

SAE 40

0.55

Shell Mysella MA SIPC (Outside USA only)

SAE 40

0.90

BRAND

It is especially important that the oils used in cogeneration applications utilize base stocks with good thermal stability. With a minimum of 4000+ hours of experience, the oils listed in Table 4.30-3 are known to give satisfactory performance in high temperature cooling systems' applications. Additions to the list of approved oils may be made if substantiating data is provided for an oil meeting the following criteria: 4.30-3

LUBRICATION SYSTEM MAINTENANCE • Used in similar applications 100! C (212! F) to 129! C (265! F) jacket water temperatures. • Minimum of 6 months operation. Documented with engine inspection data. • No signs of oil degradation or lacquering problems (based on normal oil change interval, the engine should be clean).

SOUR GAS, DIGESTER GAS, AND LANDFILL GAS – OIL RECOMMENDATIONS

WARNING Waukesha Engine assumes no liability or responsibility for damage to the environment, or personal injury caused by using landfill gases or sour gases. It is the customer's sole responsibility to carefully analyze any gases they chose to use. Use of these gases is at the customer's own risk. Disregarding this information could result in severe personal injury or death. Alternate fuel sources are attracting increasing interest today as a low cost fuel or because of environmental concerns. Waukesha, being the leader in developing engine systems to accommodate these alternate fuels, is aware of problems due to sulfur compounds (H2S, etc.), siloxanes and halide constituents in these fuels. Hydrogen sulfide (H2S), siloxanes and total organic halide as chloride (TOH/CI) bring with them totally different problems to the engine and lubricating oils. Waukesha has limited fuel trace gases to the following: NOTE:

Waukesha currently does not limit total siloxane content in the fuel gas used in VGF engines.

• Sulfur bearing compounds (H2S, etc.) content in fuel gas to 0.1%, (1000 ppm) by volume. However, it is not unusual to encounter biomass gas, or field gas, with much higher percentages of sulfur bearing compounds (H2S, etc.). Gas exceeding 0.1% sulfur bearing compounds must be treated.

When dealing with halogens or halogen compounds in landfill gas, the subject becomes too complicated to address here as it relates to the selection of a lubricating oil, used oil analysis, and drain interval. It follows that those customers operating on landfill gas review Waukesha Engine's Fuel Specification S7884-7 (or current revision) to fully understand the ramifications of operating an engine on landfill gas. This section, as well as Service Bulletin 9-2701, prescribes specific fuel gas sampling techniques, fuel gas analysis, handling of abrasive fuel constituents, and limitations on total organic halide as chloride, to achieve reasonable engine life. Lubricating oil requirements change as the TOH/CI increases. RECOMMENDED OIL FOR LANDFILL GAS APPLICATIONS Table 4.30-4 Landfill Gas Applications – Recommended Oil BRAND

TYPE

PERCENT OF SULFATED ASH


SAE 40

0.98


SAE 40

0.48

Chevron HDAX LFG

SAE 40

0.71

Waukesha recommends lubricating oils specifically formulated for landfill gas (see Table 4.30-4). However, care must be taken that oils formulated for a particular fuel type not be used beyond their recommendations. When used outside of their recommendations, some landfill gas formulated oils can cause excessive buildup of abnormal ash deposits in the combustion chamber. Landfill gas engine oils should only be used for engines applied to landfill gas operation, not digester gas operation. The best approach would be to filter or absorb corrosives in the fuel gas before they reach the engine. There are increasing claims for filtration and absorption by various companies manufacturing and promoting these types of product. Waukesha makes no endorsement of these products or services. Their performance is solely the responsibility of their manufacturers.

• Maximum organic halide content, expressed as chloride, (TOH/CI) in landfill gas is limited to 150 micrograms per litre (#g/l). • Maximum liquid fuel hydrocarbons at the coldest expected engine mounted regulator fuel outlet temperature are limited to 2% total by gaseous volume. • Maximum permissible free hydrogen content is 12% by volume.

4.30-4


LUBRICATION SYSTEM MAINTENANCE RECOMMENDATIONS FOR FUEL GAS FILTRATION OF SOLIDS AND LIQUIDS Solid Particulate Removal: Coalescer shall have an absolute rating of 5 microns (0.3 microns for landfill applications) for solid particulate removal. Liquid And Aerosol Removal From Fuel Gas: Coalescer shall remove entrained liquid and aerosol contaminants of 0.3 #m (micron) or larger. • Fuel gas compressor lubricating oil carryover must be removed from the fuel stream. A coalescing filter with a 0.3 micron rating is adequate in most cases. Even though this oil is hydrocarbon based and combustible, it contains an additive package with calcium and other undesirable elements and compounds. Failure to remove this carryover oil can lead to fuel regulator problems, excessive spark plug and combustion chamber deposits, cylinder varnish, ring sticking, and other problems. • Liquid water is not allowed in the fuel because it frequently results in fouling and corrosion. Particular attention must be paid to landfill and digester gases since these gases are commonly received saturated with water. To insure that no liquid water forms in the fuel system, Waukesha specifies that the dew point of the fuel gas should be at least 11! C (20! F) below the measured temperature of the gas before all engine mounted regulators and engine remote regulator pilot valves (if so equipped). On engines without prechamber fuel systems, saturated fuel gas (100% relative humidity) at the carburetor inlet is acceptable. A 0.3 micron coalescing filter will remove any liquid water droplets being carried along with the fuel stream. The water content of the gas can then be reduced to an acceptable level by several methods. A. Condensation of excess moisture by refrigerating the fuel gas to no higher than 4! C (40! F) followed by reheating of the gas to 29 – 35! C (85 – 95! F). This process will also remove significant amounts of halogenated and heavy hydrocarbons and volatile siloxanes. B. Selective stripping with a chemical process. C. By heating: If the gas is 17! C (30! F) or more above the ambient temperature, it can be cooled by passing it through a heat exchanger or refrigeration system, then reheated, in manner similar to Step A. If the gas is 11! C (20! F) or more below the ambient temperature, it can be heated. In both cases, the fuel system after the heating operation should be insulated. Heating of the fuel gas is limited to the maximum allowable temperature of 60! C (140! F). FORM 6284 Third Edition

• Glycol is not permitted in fuel gas because it can affect the engine in adverse ways. The lubricating qualities of the oil may be reduced, resulting in b earing failure, piston ring sticking, excessive wear, and other problems. A 0.3 micron rated coalescing filter will remove liquid glycol from the fuel stream. Design Criteria: Coalescer filter housing is to be of the cylindrical type, vertically mounted. The housing shall contain two sump chambers, such that the lower sump collects heavier liquid dropouts immediately downstream of the gas inlet, while the upper sump collects liquids draining off the coalescer cartridge(s). The coalescer design shall utilize an inside to outside gas flow path through the coalescer cartridge. Recommended Coalescing Filter: Pall Process Filtration Company Model CC3LG7A The following recommendations will minimize corrosion problems normally encountered with fuel gas containing H2S and TOH/CI: • Recommendation #1 Select a gas engine lubricating oil with a high alkalinity reserve, 7 to 13 Total Base Number (TBN). Alkalinity reserve in the oil is measured in TBN. The higher the TBN, the more reserve. Contact your oil supplier or consult the EMA Engine Fluids Data Book for an appropriate choice. Also follow the appropriate ash content percent by weight for the specific engine model. • Recommendation #2 Used oil analysis is mandatory for alternate fuel applications. Oil change periods are determined by TBN, Total Acid Number (TAN), oxidation and nitration level in the used oil samples. The user must change the oil when the TBN level falls to 30% of the new oil value or TAN increases by 2.5 – 3.0 above the new oil value. The method of measuring TBN in used oil must be ASTM-D2896. DEXSIL  Corporation, has developed the Q2000 field test kit, as a test for chlorine contamination of engine oil exposed to chlorine containing fuels, as in landfill gas. This field test kit is highly accurate, and allows the operator to obtain timely test results in the field. The oil must be sampled every 50 hours, in order to establish a “trend.” Waukesha has experienced good results with this kit. Order information may be obtained from: DEXSIL Corporation One Hamden Park Drive Hamden, CT 06517 4.30-5

LUBRICATION SYSTEM MAINTENANCE TOH/CI does not affect CAUTION TBN levels the same as sulfur compounds. Therefore, the 70% depletion as an indicator of a change interval only applies to the applications where fuel gas does not contain halides. Disregarding this information could result in product damage and/or personal injury. • Recommendation #3 Increase the jacket water temperature to 99 – 113! C (210 – 235! F) and oil temperatures to 85 – 93! C (185 – 200! F). Increased temperatures will reduce condensation, which will reduce the concentration of acids within the crankcase. High temperature thermostats are available for most models. If you have any question on lubricants to be used with alternate fuel gases, contact the Field Service Department or Sales Engineering Department prior to selecting a lubricating oil.

OIL CONDEMNING LIMITS

WARNING Engine oil is extremely hot and is under pressure. Use caution when sampling engine oil for analysis. Failure to follow proper procedures could cause severe personal injury or death.

Actual oil change interCAUTION vals to be determined by engine inspection and oil analysis in conjunction with the condemning limits. Disregarding this information could result in product damage. In the interest of developing a reasonable life expectancy for Waukesha engines operating on fuel gas laden with some level of halogens, our experience dictates the following: • To achieve the life expectancy of an engine operating on pipeline quality natural gas, remove all halogen compounds and abrasives from the fuel gas. • Reasonable life can be expected if Total Organic Halide as Chloride Concentration (TOH/CI) of the fuel does not exceed 150 micrograms per litre (#g/l). Total Organic Halide as Chloride (TOH/Cl) equals the sum of all halogenated compounds expressed as chloride in micrograms/litre as chloride (#Cl/L) at STP (Standard Temperature and Pressure). Reasonable life can also be expected with increased maintenance and operating adjustments to the engine. • Typical changes in maintenance and operation at this level are: •• Decreased oil change interval (150 hours to start).

Lubricating oil condemning limits are established by the engine manufacturer's experience and/or used oil testing.

•• Condemn oil when 900 ppm chlorine level in used oil is reached. This will aid in establishing an oil change interval.

Laboratory testing will determine the used oil's suitability for continued use. Used oil testing should cover the data shown in Table 4.30-5.

•• Lubricating oil analysis each 50 hours maximum.

Table 4.30-5 Used Oil Testing And Condemnation TEST

CONDEMNING LIMIT

Viscosity

-20/+30% Change

Flash Point

Below 180! C (356! F)

Total Base Number (TBN) (ASTM-D2896)

30% of New Oil Value (Not applicable to TOH/Cl)

Total Acid Number (TAN)

2.5-3.0 Rise Above New Oil Value

Oxidation (Abs/Cm)

25

Nitration (Abs/Cm)

25

Water Content

Above 0.10% Wt.

Glycol

Any Detectable Amount

Wear Metals

Trend Analysis

Chlorine

900 ppm

•• Elevated jacket water temperature 100 – 113! C (212 – 235! F). •• Elevated oil temperature to 85 – 93! C (185 – 200! F). •• Use of high TBN oil (7.0 - 13.0). •• Bypass lubrication oil filtration. Waukesha Engine has introduced the Microspin cleanable oil filtering system. The Microspin system utilizes the cleaning capabilities of a centrifuge, coupled with cleanable filter elements. The Microspin system utilizes Waukesha's current oil filtration canister for the cleanable elements. The centrifuge is installed as a bypass system, working in conjunction with the cleanable filter elements. The Microspin centrifuge can also be used with standard filter elements. • TOH/Cl above 150 micrograms chloride/litre require pre-treatment of the fuel in order to make it suitable for use in a reciprocating engine.

4.30-6


LUBRICATION SYSTEM MAINTENANCE DEXSIL Corporation, has developed the Q2000 field test kit, as a test for chlorine contamination of engine oil exposed to chlorine containing fuels, as in landfill gas. This field test kit is highly accurate, and allows the operator to obtain timely test results in the field. The oil must be sampled every 50 hours, in order to establish a “trend”. Waukesha has experienced good results with this kit. Order information may be obtained from: DEXSIL Corporation One Hamden Park Drive Hamden, CT 06517

OIL VISCOSITY SELECTION The operating temperature of the oil in the sump or header is the best guide for selecting the proper SAE grade of oil (see Table 4.30-6). When the oil temperature is unknown, add 67! C (120! F) to the ambient temperature to obtain the estimated sump oil temperature. Table 4.30-6 Sump Temperature And SAE Number 16.4 L (1000 CU. IN.) DISPLACEMENT AND LARGER Sump Temperatures

Header Temperature

SAE Number

71 – 110! C (160 – 230! F)

71 – 91! C (160 – 195! F)

40

Below 71! C (160! F)

Below 71! C (160! F)

30

NOTE:

Do not operate engines with an oil header temperature below 60 ! C (140 ! F). Engines that exceed 91! C (195 ! F) header temperature or 102 ! C (215 ! F) sump temperature should have reduced oil change intervals.

MULTI-VISCOSITY OILS Use multi-viscosity oils only for engines in cold starting applications. Multi-viscosity oil may deteriorate in continuous operation, allowing the oil to lose viscosity through shearing. In this state, the oil may not supply sufficient lubricating films and/or pressure. Therefore, utilize an oil analysis program to determine the oil change intervals. SYNTHETIC OILS Based on developments by Exxon Corporation and Mobil Oil Corporation and the release of their synthetic lubricating oils, Waukesha Engine now recognizes these products as being suitable for all Waukesha stoichiometric and lean burn gas engines. Table 4.30-3 lists the synthetic oils available.

down are: exhaust valve stems, piston ring area, and piston undercrown. Oil filter change intervals remain at 1000 to 1500 hours of operation. Synthetic oils are not recommended for digester or landfill gas applications.

LOW AMBIENT TEMPERATURE OPERATION At low ambient temperatures, use an oil which will provide proper lubrication when the engine is hot and working. For engines of 16.4 L (1000 cu. in.) and above, operating at ambients below 10! C (50! F) oil and jacket water heaters are required to warm oil and water for fast starting and loading of engines. Waukesha Engine will supply information on these starting devices upon request.

OIL CONSUMPTION RATES Typical oil consumption rates have been updated for all Waukesha engines (see Table 4.30-7). Table 4.30-7 Oil Consumption LBS/ HP-HR

GRAMS/ HP-HR

GRAMS/ kW-HR

0.0002 – 0.002

0.091 – 0.910

0.121 – 1.22

Oil consumption rates given above are a general guide and not meant to be used for Condemning Limits or determining overhaul requirements. NOTE:

FORMULAS FOR DETERMINING OIL CONSUMPTION RATES The following formulas may be useful in determining whether the oil consumption rate of the engine is normal. LBS

7.3 % Number of Gallons of Oil Used

LBS

1.82 % Number of Quarts of Oil Used

----------------------- = -----------------------------------------------------------------------------------------------HP ñ HR HP % Hours of Operation

----------------------- = ------------------------------------------------------------------------------------------------ HP ñ HR HP % Hours of Operation

Grams

875 % Number of Litres of Oil Used

----------------------- = -------------------------------------------------------------------------------------------HP ñ HR HP % Hours of Operation

Grams

875 % Number of Litres of Oil Used

----------------------- = -----------------------------------------------------------------------------------------------kW (corrected) % Hours of Operation kW ñ HR

When synthetic lubricating oils are selected, it is suggested that you contact Waukesha Engine for change interval recommendations. Typically, synthetic oil change intervals are 3 to 5 times longer than those of mineral oils. Actual change intervals must be established through oil analysis and visual inspection of engine components. Typical areas to look for oil break-


4.30-7

LUBRICATION SYSTEM MAINTENANCE OIL CHANGE INTERVALS The use of some types of oil, as well as dusty environment, marginal installation, internal engine condition and/or operating the engine with malfunctioning carburetion equipment may require more frequent oil changes. Waukesha Engine recommends the lubricating oil be monitored with a professional o il analysis program. Extended oil change intervals may cause varnish deposits, oil oxidation, or sludge conditions to appear in the engine, which an oil analysis cannot detect. Disregarding this information could result in engine damage. Contact your local Waukesha Distributor for periodic engine maintenance.

CAUTION

Table 4.30-8 Recommended Oil Change Intervals For Engines Receiving Normal Maintenance* FOR ENGINES OPERATING WITH OIL HEADER TEMPERATURES 91 ! C (195! F) OR BELOW

ENGINE MODEL

ISO STANDARD OR CONTINUOUS POWER RATING

ENGINES OPERATED IN EXCESS OF ISO STD POWER

LIGHT LOAD OPERATION

EBULLIENT COOLED OR HOT WATER SYSTEM WITH ENGINE WATER TEMPERATURE 93! C (200! F) OR ABOVE

VGF G, GL, GLD Natural Gas, HD-5 Propane

1000 hours (Extended 1250 hours**)

500 hours

1000 hours

720 hours

500 hours or annually

VGF GSID Natural Gas, HD-5 Propane

720 hours (Extended 900 hours**)

500 hours

720 hours

500 hours

500 hours or annually

STANDBY DUTY

* Change fuel filter elements when oil is changed. ** Extended oil drain intervals listed are acceptable if a Microspin centrifuge, in conjunction with a Waukesha supplied oil filtration system is used and an oil analysis program is followed.

Table 4.30-9 Recommended Oil Change Intervals For Engines Receiving Normal Maintenance And Using Gaseous Fuel Containing H2S FOR ENGINES OPERATING WITH ELEVATED OIL SUMP TEMPERATURE

ENGINE MODEL

ISO STANDARD OR PRIME POWER RATING

ENGINES OPERATED IN EXCESS OF ISO STD POWER

LIGHT LOAD OPERATION

EBULLIENT COOLED OR HOT WATER SYSTEM WITH ENGINE WATER TEMPERATURE 93! C (200! F) OR ABOVE

VGF Series

360 hours

250 hours

360 hours

360 hours

NOTE:

STANDBY DUTY

250 hours

Change oil filter elements when oil is changed.

Table 4.30-10 Duty Cycle Definitions ISO STANDARD OR CONTINUOUS POWER RATING:

The highest load and speed which can be applied 24 hours a day, 7 days a week, 365 days per year, except for normal maintenance. It is permissible to operate the engine at up to ten percent overload or maximum load indicated by the intermittent rating, whichever is lower, for two hours in each 24 hour period.

GENERATOR STANDBY POWER RATING:

In a system used as a backup or secondary source of electrical power, this rating is the output the engine will produce continuously (no overload), 24 hours per day, for the duration of the prime power source outage.

INTERMITTENT POWER RATING:

This rating is the highest l oad and speed that can be applied in variable speed mechanical system application only. Operation at this rating is limited to a maximum of 3500 hours per year.

GENERATOR PEAK SHAVING:

Peak shaving is operation of an engine for a limited time to meet short term peak power requirements. Speed, loading, and hours per year of operation will affect the recommended oil change interval.

LIGHT LOAD OPERATION:

4.30-8

Power levels less than 50% of the maximum continuous power rating.


LUBRICATION SYSTEM MAINTENANCE The crankcase level should be checked prior to each day's engine operation. The engine oil should be changed, including the oil filter elements and draining the oil cooler, every 1000 hours or sooner based on the engine's use (see Table 4.30-8 and Table 4.30-9). The condition of the oil on the dipstick (right or left front corner of engine) should be observed carefully. Replace oil at any time it is diluted, broken down, thickened by sludge, or otherwise deteriorated. The useful life of the oil will depend on the engine load, temperature, fuel quality, atmospheric dirt, moisture and maintenance. Where oil performance problems rise or are anticipated, the oil supplier should be consulted. Oil change intervals should not be extended beyond the recommendations (because of additive depletion) without a good oil analysis program. However, laboratory analysis is intended primarily to detect engine problems and will not predict the oil additive “dump out” point precisely. Consequently, close attention to engine conditions by the operator is required when considering an alternate oil change interval. Close attention to engine operating temperatures can extend the hours between oil drain intervals, if less than 1000 hours. If engine jacket water and oil temperatures are maintained as specified by Waukesha, particularly during periods of light load operation, the probability of condensation of corrosive vapors in the engine is minimized (see Table 4.30-10). This reduces the rate at which the alkalinity reserve total base number (TBN) in the oil is depleted, which increases the length of time that the oil can be used.

1. Remove drain plug (located on oil pan) and drain oil while still warm. 2. Remove oil filters (use filter wrench) (see Figure 4.30-3).

OIL FILTERS

Figure 4.30-3 F18/H24 Oil Filters

3. Replace drain plugs. 4. Apply small amount of oil onto the seal located at bottom of filter. Install filter and tighten until seal contacts base. Turn filter another 3/4 of a turn. Hand tighten filters only. 5. Fill crankcase with proper grade and viscosity of oil. Oil fill cap is located on front gear cover (see Figure 4.30-4). OIL FILL CAP

When using an engine oil with which you have no previous operating experience, a well monitored maintenance program should be instituted to observe the engine's performance and external condition for the first year's usage. This procedure will help in determining if the new oil is compatible to your type of operation. Refer to Service Bulletin 12-1880Y, or latest revision, for complete information in lubricating oil recommendations (Waukesha Engine Oil Specifications). NOTE:

OIL CHANGE PROCEDURE – F18/H24

Figure 4.30-4 Oil Fill Location

WARNING Engine oil is hot and can burn if it contacts bare skin. Disregarding this information could result in severe personal injury or death.


4.30-9

LUBRICATION SYSTEM MAINTENANCE 6. Prelube engine if equipped, or crank engine over several times (without fuel or ignition), until oil pressure is indicated on oil pressure gauge. Recheck oil level using dipstick and add more oil if required (see Figure 4.30-5).

M12 FLANGE NUT

DRAIN PLUGS

Figure 4.30-6 Oil Filter Housing OIL LEVEL DIPSTICK

5. Replace both oil filters located under oil filter cover (see Figure 4.30-7). OIL FILTER

Figure 4.30-5 Oil Dipstick

7. Start engine and check for leaks around oil filters and drain plugs. Re-tighten if necessary.

OIL CHANGE PROCEDURE – L36/P48

WARNING Engine oil is hot and can burn if it contacts bare skin. Always wear protective equipment when changing engine oil. Disregarding this information could result in severe personal injury or death. 1. Remove drain plug (located on oil pan) and drain oil while still warm. 2. Open drain plug and drain oil from bottom of engine mounted oil cooler. 3. Drain oil from oil filter housing by removing two drain plugs (see Figure 4.30-6). 4. Remove ten M12 flange nuts and remove oil filter cover.

Figure 4.30-7 Oil Filters

6. Install oil filter cover using new O-rings (see Figure 4.30-8). Secure with M12 flange nuts and tighten to 50 ft-lb (68 N&m). O-RINGS

Figure 4.30-8 Filter Housing O-rings

4.30-10


LUBRICATION SYSTEM MAINTENANCE 7. Replace drain plugs in filter cover. Tighten drain plugs to 25 ft-lb (34 N&m).

MICROSPIN CLEANABLE OIL FILTERING SYSTEM

8. Fill crankcase with proper grade and viscosity of oil. Oil filler cap is located directly above oil filter housing (see Figure 4.30-9).

The Microspin centrifuge is available in two sizes, the P/N 489189 for all Vee model VGF engines, and a smaller Microspin centrifuge P/N 489300 for Inline VGF engines.

OIL FILLER CAP

Figure 4.30-9 Oil Filler Cap

9. Prelube engine if equipped, or crank engine over several times (without fuel or ignition), until oil pressure is indicated on oil pressure gauge. Recheck oil level with dipstick and add more oil if required (see Figure 4.30-10).

The Microspin system consists of two major components, a centrifuge using a removable paper insert (see Figure 4.30-11), and cleanable oil filter elements. The Microspin system cleanable filter elements are installed in the existing oil filtration canister. The cleanable filter elements remove particles as small as 25 microns. The centrifuge is installed as a bypass system, working in conjunction with the cleanable filter elements. The centrifuge is driven by the engine's oil pressure. The spinning action of the centrifuge's internal turbine assembly develops a force that exceeds 2000 Gs, which compacts the contaminants against the turbine housing. The centrifuge will remove oil contaminating particles as small as 0.5 microns. The Microspin system is more environmentally friendly than systems that utilize disposable elements. Cleaning the elements eliminates the expense of replacement elements and the cost of hazardous waste disposal. Table 4.30-11 and Table 4.30-12 lists the available Microspin kits and maintenance parts available. Table 4.30-11 Microspin Cleanable Oil Filter Kits

OILLEVEL LEVEL OIL DIPSTICK DIPSTICK

DESCRIPTION

P/N

Maintenance Kit (P/N 489300 Centrifuge)

G-962-1620

Maintenance Kit (Cleanable Filter Assembly)

G-962-1621

Table 4.30-12 Microspin (P/N 489189) Cleanable Oil Filter Component Parts DESCRIPTION Maintenance Kit (Centrifuge)

P/N G-962-1600*

Cleanable Filter Element

489237 (Replaces 305351B)

Crankcase Door

A200024G

NOTE:

*Microspin Maintenance Kit (contains Nut O-ring Rotor O-ring [1], Base O-ring [1], Paper Inserts [4]).

Figure 4.30-10 Oil Dipstick

10. Start engine and check for oil leaks around filters and drain plugs. Retighten if necessary.


4.30-11

LUBRICATION SYSTEM MAINTENANCE INITIAL MICROSPIN CENTRIFUGE INSPECTION BELL KNOB

1. Inspect Microspin centrifuge for shipping damage. 2. Remove plastic plugs from 12.7 mm (0.5 in.) supply port and 50.8 mm (2 in.) drain port.

BELL HOUSING

WARNING ROTOR ASSEMBLY (SEE BELOW)

BELL CLAMP ASSEMBLY DIAGRAM

Use caution during initial inspection of the Microspin centrifuge prior to the unit being installed. The rotor vanes are sharp and could cause severe personal injury. Disregarding this information could result in severe personal injury or death. 3. Prior to installation of Microspin centrifuge, verify rotor is not binding. Insert index finger into drain port and lift rotor to ensure end play. Turn rotor and verify rotor spins freely. If restriction is felt, disassemble centrifuge and correct problem.

O-RING

4. Inspect cleanable filter elements for holes or damage to filter screens.

BASE SHAFT/BODY

STARTING MICROSPIN CENTRIFUGE To start unit, open oil supply valve. It will take a few minutes for the rotor to come up to speed.

CAN NUT, (TOP MARKED “TOP OR UP”)

SERVICING MICROSPIN CENTRIFUGE Initial servicing should occur approximately four weeks after startup, sooner if the oil is heavily contaminated. A maximum buildup of 19.05 mm (0.75 in.) is allowed on the centrifuge paper insert. Documenting the amount of buildup will help in establishing a cleaning interval.

ROTOR CAN

PAPER INSERT

BAFFLE SCREEN ASSEMBLY

SUB ASSEMBLY DIAGRAM

O-RING

ROTOR TURBINE

Figure 4.30-11 Service And Cleaning Of Microspin Centrifuge (P/N 489189)

4.30-12

Centrifuge

WARNING Solvents may be flammable and give off dangerous fumes. Read and follow the manufacturer's recommendations to avoid serious personal injury or death. Under normal operating conditions the centrifuge should be cleaned and its paper insert removed at every scheduled oil change or as experience dictates. The centrifuge can be cleaned while the engine remains running provided the oil supply valve is shut off (See “Disassembly Of Microspin P/N 489300 Centrifuge” on page 4.30-13 for proper procedures).


LUBRICATION SYSTEM MAINTENANCE Cleanable Filter Elements

Disassembly Of Microspin P/N 489300 Centrifuge

Do not use high pressure or high temperature water on one part of the filter element for prolonged periods of time. Prolonged exposure to high pressure or heat may damage the filter element.

CAUTION

The cleanable oil elements (see Figure 4.30-12 and Figure 4.30-13), should be removed from the oil filtration canister and cleaned at every other regularly scheduled oil change or when the oil pressure differential between the canister inlet and outlet exceeds 165 kPa (24 psi). Two methods of cleaning the filter element are recommended: NOTE:

Before moving or drying with compressed air, allow filter to cool to room temperature.

WARNING The oil supply valve must be shut off before servicing the Microspin centrifuge. Allow two minutes before proceeding with servicing the Microspin centrifuge to allow the rotor to stop spinning and the oil pressure to drop to zero. Failure to shut off the oil supply valve can cause severe oil burns. 1. Shut off oil supply valve. Wait two minutes for oil pressure to drop to zero and rotor to stop spinning.

WARNING Oil and parts may be extremely hot. Always use caution when servicing the unit to avoid severe personal injury.

NOTE:

Do not bang or bounce filter ends to dislodge water or solvent.

• Immerse filter in a parts washer and flood inside and outside of filter with cleaning solution. Drain filter and dry with compressed air. • Spray inside and outside of filter with a Steam Jenny or common water spray. Drain filter and dry with with compressed air. CLEANABLE OIL FILTER

2. Loosen 3/4 in. (19 mm) nut and remove top cover (see Figure 4.30-14). Separate cover from base and expose turbine assembly. 3. Remove and replace O-ring. 4. Lift rotor assembly up 25.4 to 50.8 mm (1 to 2 in.) and allow oil to drain from rotor turbine into body base. Once oil stops draining from rotor assembly, lift it straight up until it clears base shaft. 5. Turn knurled can nut counterclockwise until it is above bronze bushing located in rotor turbine assembly. Can nut will protect bushing from damage if rotor can is difficult to separate from the shaft. Use caution during disassembly to avoid damage to the top brass bushing.

CAUTION

Figure 4.30-12 Microspin Cleanable Oil Filters

Figure 4.30-13 Cleanable Oil Filter Assembly – (Inline) FORM 6284 Third Edition

4.30-13

LUBRICATION SYSTEM MAINTENANCE Cleaning Of Microspin Centrifuge (P/N 489300) COVER

1. Remove paper insert from rotor can by inserting a narrow flat tool between paper insert and rotor can. Run tool around inside of can and remove paper insert. Clean contaminant build up in rotor can and insert a new paper insert.

OIL RING

WARNING

ROTOR ASSEMBLY ASSEMBLY DIAGRAM

BASE

Solvents may be flammable and give off dangerous fumes. Read and follow the manufacturer's recommendations to avoid serious personal injury or death. Remove O-rings prior to placing parts in the solvent tank to prevent damage to equipment.

CAUTION

2. Clean baffle screen assembly, rotor turbine, rotor can, covers and jets, in a suitable solvent tank.

CAN NUT, (TOP MARKED “HAND TIGHTEN”)

Assembly Of Microspin Centrifuge (P/N 489300) 1. Install baffle screen and new O-ring onto turbine. ROTOR CAN

The knurled can nut must be tightened hand tight only, or damage to equipment could result.

CAUTION

PAPER INSERT

BAFFLE SCREEN ASSEMBLY

SUB ASSEMBLY DIAGRAM

O-RING

2. Position rotor can with a new paper insert onto turbine rotor (see Figure 4.30-14). Secure with knurled can nut — hand tighten only. 3. Position turbine rotor assembly onto base (over base shaft). Verify rotor spins freely. 4. Install top cover onto base using a new O-ring. Secure with hex nut and tighten to 19.05 mm (3/4 in.).

ROTOR TURBINE

5. Open oil supply valve to start centrifuge. Check for oil leaks. Disassembly Of Microspin Centrifuge (P/N 489189)

Figure 4.30-14 Service And Cleaning Of Microspin Centrifuge (P/N 489300)

6. Invert rotor assembly and place it on a clean work table. 7. Holding rotor can with both hands, press down until can separates from rotor turbine. 8. Turn knurled can nut counterclockwise until it is free.

WARNING The oil supply valve must be shut off before servicing the Microspin centrifuge. Allow two minutes before proceeding with servicing the Microspin centrifuge to allow the rotor to stop spinning and the oil pressure to drop to zero. Failure to shut off the oil supply valve can cause severe oil burns or death.

9. Remove turbine and baffle screen from turbine can. 10. Remove and replace rotor O-ring.

4.30-14


LUBRICATION SYSTEM MAINTENANCE 2. Clean baffle screen assembly, rotor turbine, rotor can, covers and jets, in a suitable solvent tank.

WARNING Oil and parts may be extremely hot. Always use caution when servicing the unit to avoid severe personal injury.

Assembly Of Microspin Centrifuge

1. Loosen and Figure 4.30-11).

The knurled can nut CAUTION m u s t b e t i g h t e n e d hand tight only, or damage to equipment could result.

remove

side

bell

clamp

(see

2. Clean baffle screen assembly, rotor and jets. Replace O-ring if necessary. 3. Turn bell knob counterclockwise until it is free. 4. Grasp top bell knob and remove bell housing from base (this will expose rotor assembly). 5. Lift rotor assembly up 25.4 to 50.8 mm (1 to 2 in.) and allow oil to drain from rotor turbine into body base. Once oil stops draining from rotor assembly, lift it straight up until it clears base shaft. 6. Position unit on a clean work table and remove knurled can nut from rotor assembly.

1. Install baffle screen and new O-ring on turbine rotor.

2. Position rotor can with new paper insert on turbine rotor (see Figure 4.30-11). Verify side of knurled can nut marked “TOP” or “UP” is on top (see Figure 4.30-15). Secure rotor can with knurled can nut — hand tight only.

MARKED “TOP” OR “UP”

BEVEL

Use caution during disCAUTION a s s e m b l y t o a v o i d damage to the brass bushings. 7. Invert rotor assembly and place it on a clean work table. 8. Holding rotor can with both hands, press down until can separates from rotor. Cleaning Microspin Centrifuge (P/N 489189) 1. Remove paper insert from rotor can by inserting a narrow flat tool between paper insert and rotor can. Run tool around inside of can and remove paper insert. Clean contaminant build up in rotor can and insert a new paper insert.

Figure 4.30-15 Can Nut – Side View

3. Position turbine rotor assembly onto base (over base shaft). Verify rotor spins freely. 4. Install bell housing onto base (use new O-ring). Secure with bell knob — hand tighten only. 5. Install and hand tighten bell housing clamp finger tight. 6. Retighten bell knob — hand tighten only.

WARNING Solvents may be flammable and give off dangerous fumes. Read and follow the manufacturer's recommendations to avoid severe personal injury or death.

7. Open oil supply valve to start centrifuge. Check for oil leaks.

Remove rubber Orings prior to placing parts in the solvent tank, to prevent damage to equipment.

CAUTION


4.30-15

LUBRICATION SYSTEM MAINTENANCE

FLAT GASKET

TUBE BUNDLE ASSEMBLY

FLAT GASKET

DRAIN PLUG

INLET BONNET TUBESHEET

OUTER OIL COOLER SHELL

REAR BONNET

PACKING SEALS

DRAIN PLUG

Figure 4.30-16 Oil Cooler Assembly

SHELL AND TUBE OIL COOLER MAINTENANCE Inspect the oil cooler regularly. Plugged tubes or scale deposits inhibit the flow of coolant which reduces oil cooling effectiveness. Clean the oil cooler if an increase in oil temperature cannot be traced to a malfunctioning auxiliary water pump, a faulty thermostat or excessive engine load. Using clean, softened water in the cooling systems will reduce the need to periodically clean the oil cooler. Clean the oil cooler whenever the cooling system is cleaned. Drain the oil at each oil change. The oil cooler can be completely disassembled for service (see Figure 4.30-16). The major parts consist of:

The tube bundle assembly fits inside the outer shell of the oil cooler. The tubes are water passageways secured to a fixed tubesheet at the inlet bonnet end. The tubesheet is held in place between the inlet bonnet and a protruding flange on the oil cooler shell at the inlet bonnet end. The opposite end of the tube bundle is held in place by pressure between the rear bonnet and the packing seals, which encircle the rear tubesheet. 1. To ensure proper reassembly mark flanges on inlet and rear bonnets, both ends of outer shell and tube sheet. 2. Remove both inlet and rear bonnets to provide access to tube bundle.

• Inlet bonnet with water connections.

3. Avoid damaging tube bundle assembly when removing it from outer shell. Protect tube ends from damage. After removal from outer shell, support tube bundle on tubesheets.

• Rear bonnet to reverse the water flow.

4. Protect all gasket and seal surfaces.

• Outer shell with welded oil connections.

• Tube bundle assembly.

4.30-16


LUBRICATION SYSTEM MAINTENANCE 5. Clean oil cooler by either mechanical or chemical means. Selected method largely depends upon type of deposit and materials available. Any of the following methods may be considered:

7. Use a suitable roller type tube expander to tighten loose tube joints. Do not roll tubes that are not leaking, otherwise the tube wall will be unnecessarily thinned. Do not blow steam through individual tubes; localized overheating can result in expansion strain. Disregarding this information could result in product damage and/or personal injury.

CAUTION

• Backflushing. • Circulate hot oil wash or light distillate to remove sludge or other soft deposits. • Circulate hot fresh water to remove soft salt deposits. • Commercial cleaning compounds may be used to remove sludge or scale not removed by above methods. If such compounds are used, check material compatibility to avoid possible damage.

WARNING High pressure water jets can be dangerous. Never point the jet in the direction of a person. Avoid spraying loose objects. They may become propelled by the force of the jet. Wear appropriate protective safety equipment, such as face shield, coveralls, gloves, head gear, and steel-toed shoes. Failure to take adequate precautions can result in severe personal injury or death.

NOTE:

Fractured tubes or those that cannot be sealed on the ends may be plugged, although some cooling performance will be lost.

8. When reassembling oil cooler use new flat gaskets (P/N 209089 and 209088) and new packing seals (P/N 209095) (see Figure 4.30-16). Be sure that the gaskets and seals are properly positioned before any attempt is made to retighten bonnet bolts. All external bolting may require retightening after installation and when oil cooler first reaches its normal operating temperature. Bolted joints should be tightened uniformly and in pattern shown in Figure 4.30-17.

1

7

• Use a high pressure water jet.

WARNING Use of mechanical removal equipment may cause flying debris. Wear protective eye and face shields, gloves and coveralls. Failure to take adequate precautions can result in severe personal injury or death.

6

• Use scrapers, rotating brushes or other mechanical means. Nylon brushes are preferred over wire brushes if mechanically cleaning copper alloy tubes.

4

If drills are used to open up tubes that are completely plugged, use extreme caution to avoid drilling into the wall of the tube. Disregarding this information could result in product damage.

CAUTION

6. Use only cold fluid for pressure testing. Hydraulic pressure may be used to locate split tubes or leaking tubesheet joints. Test rings are required on removable tube bundles in order to locate leaks.


3

5

8

2

Figure 4.30-17 Oil Cooler Bonnet Bolt Tightening Sequence

Tighten bolts on inlet bonnet side to 81 N&m (60 ft-lb) lubricated. The required torque on rear bonnet bolts is 24 N&m (18 ft-lb) lubricated; apply only sufficient torque to stop weeping. Over tightening may damage packing seals.

4.30-17

LUBRICATION SYSTEM MAINTENANCE

TEMPERATURE CONTROL VALVE A

T-CONNECTION

B

ENGINE C OIL COOLER ENGINE OIL HEADER OIL PUMP OIL FILTER

ENGINE OIL SUMP

PRELUBE/POSTLUBE PUMP CHECK VALVE T-CONNECTION

Figure 4.30-18 External Oil Schematic

PRELUBE/POSTLUBE SYSTEM The prelube function is necessary to purge the lubrication system of air and to ensure that all moving parts, especially the turbochargers, are properly lubricated before the engine is started. The postlube function ensures that sufficient heat is removed from the engine after shutdown; important in preventing damage to the turbochargers. Figure 4.30-18 depicts the recommended configuration of the Prelube/Postlube Systems.

2. Run prelube system for a full 5 minutes before each engine start to ensure that all moving parts, especially turbochargers, are properly lubricated (special attention must be given to new turbochargers or those that have been stored). 3. Postlube engine for a full 5 minutes after every shutdown. Sufficient heat must be removed from the turbochargers so carbon coking damage does not occur. Postlube function should be automatically initiated upon main gas shutdown.

PRELUBE/POSTLUBE SPECIFICATIONS

ELECTRIC PRELUBE MOTOR

1. Verify prelube/postlube system complies with the following specifications:

Electric prelube motors are permanently lubricated and do not require periodic lubrication.

• Pressure: 34.5 kPa (5 psi) • Flow: 21.2 l/min (5.6 GPM) NOTE:

With standby engines used for emergency power generation, set the timer so that the automatic prelube system runs for a full 5 minutes every hour that the engine is not running.

4.30-18


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