form 6284 - section 4 - waltreiss.comwaltreiss.com/ebay/waukesha/6284_4_10.pdfvgf/vhp 12 cylinder...

SECTION 4.10

IGNITION SYSTEM MAINTENANCE


Inspect and test ignition coils once each year.

Remove all oil, grease and dirt from the ignition coils.

Pay particular attention to the area around the primary

terminals. Thoroughly clean the ignition coil contacts.

Use a soft brass wire brush if corrosion or an accumu-

lation of dirt is present. Inspect the contacts for dam-

age (see Figure 4.10-1). The ground wires on each

bank must be clean and firmly attached to the mani-

fold(s).

Figure 4.10-1 Ignition Coil And Harness

HALL-EFFECT PICKUP – CEC IGNITION MODULE

The Hall-effect pickup is located on the front gear

cover. The pickup senses each magnet as it passes

and trips the logic circuit of the Custom Engine Control

(CEC) Ignition Module to fire (see Figure 4.10-2 and

Figure 4.10-3).

Figure 4.10-2 F18/H24 Hall-effect Pickup Location

Figure 4.10-3 L36/P48 Hall-effect Pickup Location

GROUND WIRE

HALL-EFFECTPICKUP

HALL-EFFECTPICKUP

FORM 6284 Third Edition 4.10-1


CEC TIMING MAGNET CLEANING AND

INSPECTION

Magnetic Timing Disc

The F18/H24 magnetic timing disc is located under a

cover in the front gear housing, attached to the cam

gear (see Figure 4.10-4). Trigger magnets for the Hall-

effect pickup are permanently mounted on the disc.

Figure 4.10-4 F18/H24 CEC Timing Disc

Timing Magnets

The L36/48 CEC ignition timing magnets in the cam

shaft gear are accessed after removing the cover plate

from the rear gear housing or mag drive housing (CEC

generator equipped) (see Figure 4.10-5). Once a year

remove the cover plate and clean the timing magnets

of any ferrous materials. Clean and readjust the Hall-

effect pickup gap at the same time.

Figure 4.10-5 L36/P48 CEC Ignition Timing Magnets

HALL-EFFECT PICKUP INSTALLATION

To set the air gap specification, complete the following

steps.

1. Install the Hall-effect pickup into the gear housing.

2. Thread the Hall-effect pickup clockwise until the

pickup touches the timing disc.

3. Scribe a reference mark on the Hall-effect pickup

and at the same point mark the rear gear housing.

4. Using the reference mark on the pickup as the

starting point, rotate the Hall-effect pickup 3/4 of a turn

(± 1/16 of a turn) counterclockwise to set the pickup to

timing disc clearance.

5. After the clearance is set, snug the locking nut.

IGNITION MODULE SWITCH SETTINGS

When replacing the CEC Ignition Module, the new

module requires setting a selector switch. The Ignition

Module has a three position selector switch for setting

the engine model (see Figure 4.10-6 and Table 4.10-1).

The selector switch is a three position switch (A, B,

and C). The selector switch must be set during Ignition

Module timing adjustments. Use your finger or a

screwdriver to switch to the proper application.

NOTE: The Ignition Module is shipped from

Waukesha Engine with the selector switch in the B (No

Application) setting. Refer to Table 4.10-1 for selector

switch settings.

Figure 4.10-6 Previous Ignition Module Selector Switch

TIMING DISC MAGNETS

TIMING DISC MAGNETS

SELECTOR SWITCH

4.10-2 FORM 6284 Third Edition


Figure 4.10-7 Current Ignition Module Selector Switch

6. Remove cover from selector switch or access hole

located on Ignition Module (see Figure 4.10-6 and

Figure 4.10-7).

NOTE: Current selector switches use a rotary switch.

Use a screwdriver to align the slot in the correct

position.

7. Set appropriate timing application by adjusting

selector switch (see Table 4.10-1 and Figure 4.10-8).

Figure 4.10-8 CEC Ignition Module Selector Switches

8. Replace cover over selector switch (current) or

access hole (previous).

SPARK PLUG REMOVAL – STANDARD IGNITION

1. Remove rubber recess cover from spark plug car-

rier bore.

Do not pu l l on the

spark plug cables to

remove the spark plug connectors. Pulling on the

cable may loosen or detach the terminal connec-

tion within the Teflon tube. Disregarding this infor-

mation could result in product damage and/or

personal injury.

2. Hold Teflon tube and remove spark plug connector

from spark plug tube (see Figure 4.10-9).

Figure 4.10-9 Spark Plug Extension

3. Use Tool P/N 472065 to hold upper spark plug

tube when removing spark plug (see Figure 4.10-10).

SELECTOR SWITCH

A

A

BC

C

B

A B C

Table 4.10-1 Ignition Module Selector Switch Settings

SWITCH POSITION

IGNITION MODULE SERIAL NUMBER

811A—6 & 8 CYLINDER ENGINES

1211A—12 CYLINDER ENGINES

1611A—16 CYLINDER ENGINES

A 6 CylinderVGF/VHP

12 Cylinder VGF/VHP

16 Cylinder VGF/VHP

B No Application No Application No Application

C 8 Cylinder VGF/ATGL

12 Cylinder ATG

16 Cylinder ATGL

CAUTION



Figure 4.10-10 Spark Plug Tube Tool – P/N 472065

SPARK PLUG REMOVAL – CSA SHIELDED

IGNITION

1. Disconnect primary shielded lead from CSA

approved shielded ignition coil (see Figure 4.10-11).

Figure 4.10-11 CSA Shielded Ignition Coil

Do not use the ignition

coil as a handle to lift

the rocker cover. The coil can be damaged. Always

remove the coil and spark plug extension before

removing the rocker cover.

2. Remove three M8 capscrews and lock washers

from coil flange (see Figure 4.10-12). Use hand pres-

sure to lift coil from rocker cover.Figure 4.10-12 CSA Shielded Ignition Assembly

PRIMARY SHIELDED

LEAD

CAUTION

HEX HEAD SCREW

P/N 291102

TENSION WASHER

P/N 290479

SHIELDED IGNITION COIL

P/N 69694G

FLANGED ROCKER

ARM COVER P/N A300139F

ROCKER COVER ACCESS TUBE

P/N 305002F

O-RINGP/N 292843

O-RINGP/N 209992G

O-RINGP/N 305621

EXTENSION P/N A211357X

BOOT

SPARK PLUG

HOLDER



3. Pull extension from spark plug. Spark plug exten-

sion puller (P/N 475075) allows easy removal of spark

plug extensions from cylinder heads (see

Figure 4.10-13).

Figure 4.10-13 Spark Plug Extension Puller Pliers –

P/N 475075

SPARK PLUG INSTALLATION – CSA SHIELDED

IGNITION

1. Install correct spark plug for application:

P/N 69919 for G, GL, GLD engines

P/N 60999S for GSID engines

2. Apply Parker Super O-Lube� and install O-rings onto

new rocker cover access tube (see Figure 4.10-20).

3. Install access tube in spark plug holder.


4. Liberally coat inside surface of boot located on

extension with a high performance fluorinated grease

such as KRYTOX� GPL-206 (P/N 489341) or equiva-

lent (see Figure 4.10-20).

5. Install extension onto spark plug.

ROCKER COVER ACCESS TUBE

P/N 305002F

O-RING P/N 209992G

O-RING P/N 305621

SPARK PLUG HOLDER




Ignition coils that are

improperly grounded

can cause misfiring. Make sure CSA coils are

installed using three M8 x 20 mm hex head screws

that are properly tightened. Disregarding this

information could result in product damage and/or

personal injury.

6. Install coil (P/N 69694G) and O-ring (P/N 292843)

(see Figure 4.10-20). Secure with M8 x 20 screws and

tension washers. Install coils so keyway of coil connec-

tor will easily mate with individual leads. Tighten three

hex head screws (P/N 291102) to 21.36 – 23.4 N⋅m(189 – 207 in-lb).

7. Connect primary shielded lead onto coil.


CSA SHIELDED IGNITION SYSTEM

MAINTENANCE

Spark plugs, boots, Teflon connectors, and coils must

be properly maintained to preserve electrical integrity.

The spark plug extension consists of a silicone O-ring

(P/N 296178), a red high temperature silicone rubber

boot (P/N 740011) and a white Teflon extension.

Whenever service is required on the ignition system,

the boot and the O-ring should be inspected for dam-

age and replaced if damage is observed.

Use KRYTOX� GPL-206

grease (P/N 489341) or

equivalent between the boot ID and the spark plug

insulator. This grease will assist in releasing the

boot (P/N 740011) from the plug. Boot damage will

occur if the boot is not greased. Damaged boots

will allow flashover and shorten spark plug life.

NOTE: KRYTOX� GPL-206 (P/N 489341) is a higher

temperature fluorinated grease manufactured by

Miller-Stephenson Chemical Co., Inc. For technical

information on KRYTOX� GPL-206 call:

1-800-992-2424 (8 – 4 Eastern Time) or in Canada

1-800-323-4621 (8 – 4 Eastern Time).

GREASE

O-RING

CONNECTOR

BOOT GREASE

CAUTION

SCREW P/N 291102

(3 PER COIL)

LOCK WASHERP/N 290479

(3 PER COIL)

O-RING P/N 305621

O-RING P/N 292843

CAUTION



The spark plug extension consists of a silicone O-ring,

a red high temperature silicone rubber boot and a

white Teflon extension.

The current spark plug

connectors include the

connector, an O-ring and a high temperature boot.

Damage to the boot and the O-ring occurs due to

the extreme heat in the spark plug well. Waukesha

Service Operations recommends replacement of

the boot and O-ring every six months to prevent

damage to the components and/or possible per-

sonal injury.

Inspect the boot for damage and replace if necessary.

The boot (P/N 740011) should be replaced every six

months. The extension contact and spring should work

freely and be cleaned of all corrosion.

Inspect the extension O-ring for cracking or other dam-

age. The O-ring (P/N 296178) should be replaced

every six months.

Grease the boot to spark plug interface and the O-ring

and extension at the coil socket with KRYTOX�

GPL-206 grease (P/N 489341). Although the boot will

adhere to the plug in most cases, KRYTOX� GPL-206

(P/N 489341) will aid in its removal without damage.

Lower temperature silicone greases will not prevent

sticking.

Spark plug socket (P/N 475037) will fit over the boot if

it adheres to the plug.

Use KRYTOX� GPL-206

grease (P/N 489341) or

equivalent between the boot ID and the spark plug

insulator. This grease will assist in releasing the

boot from the plug. Boot damage will occur if the

boot is not greased. Damaged boots will allow

flashover and will shorten spark plug life.

Use of a new higher temperature fluorinated grease

KRYTOX� GPL-206 (P/N 489341) is recommended.

This grease is non-flammable, non-toxic, non-migrat-

ing, and contains no chlorine, silicones or chlorofluoro-

carbons. The performance of KRYTOX� GPL-206 is

known to extend the service life of components (see

Figure 4.10-17).

Figure 4.10-17 Apply KRYTOX� GPL-206 Grease (P/N 489341)

IGNITION COILS

Ignition coils should be inspected and tested once

each year. If a defective coil is suspected, test by

replacing the ignition coil with one that is known to be

good.

Remove all oil, grease and dirt from the ignition coils.

Pay particular attention to the area around the primary

terminals. Thoroughly clean the ignition coil contacts.

Use a soft brass wire brush if corrosion or an accumu-

lation of dirt is present. Inspect the contacts for dam-

age (see Figure 4.10-18).

Figure 4.10-18 CSA Flange Mounted Coil

Carefully inspect the ignition coils for cracks or other

damage and replace if necessary.

Always replace the coil O-ring with a new O-ring

whenever the coil is removed.

Always check the ignition coils with reliable test equip-

ment. Replace the coil if its serviceability is in doubt.

To help seal out moisture and prevent corrosion, use

KRYTOX� GPL-206 (P/N 489341) on the high tension

connectors between the coils and the spark plug con-

nectors.

Always inspect the wiring harness and connectors for

moisture, corrosion, cracks or dirt that can cause a

short to ground.

NOTE: It is recommended that all three coil mounting

capscrews be secured to prevent premature failure of

ignition coils.

Properly maintaining all the major components in the

system will preserve electrical integrity and prevent

down time as well as damage to components.

CAUTION

CAUTION

APPLY KRYTOX� GPL-206 GREASE (P/N 489341) OR

EQUIVALENT

CONTACTS

O-RING

CONTACTS



SHIELDED IGNITION TIMING

1. CSA shielded ignition systems are timed by open-

ing the junction box for the #1 cylinder primary lead

(see Figure 4.10-19).

Figure 4.10-19 Typical CSA Shielded Ignition System

2. Install an inductive timing light around the wire

labeled “A” (see Figure 4.10-20).

Figure 4.10-20 #1 Cylinder Junction Box

3. Check engine timing at the flywheel using a timing

light. See “Basic Timing Specification – CEC” on

page 4.10-12 in this section.

SPARK PLUG SPECIFICATIONS

Spark plug information and torques are for standard

and hazardous location ignition systems. Waukesha

Engine recommends dry spark plug installation.

1. Clean and regap the spark plugs every 720 hours,

sooner as required. Replace the spark plugs every

1440 hours or as required (see Table 4.10-3). Tighten

the spark plugs to the proper torque without lubrica-

tion. Whenever a spark plug is removed, replace the

spark plug gasket. See Table 4.10-2 for the specifica-

tions and part numbers. When regapping spark plugs,

examine each spark plug for cracked porcelain, leak-

age and burned electrodes. Examine the spark plug

firing end for abnormal spark plug conditions (see

Table 4.10-4).

2. Clean the ignition coil contacts at every spark plug

change.

3. To help seal out moisture and prevent corrosion

use a dielectric silicone grease on the high tension

connectors between the coils and the spark plug con-

nectors.

Some acceptable dielectric greases are:

• Du Pont Krytox� GPL-206

• G.E. G-624

• GC Electronics 25

4. Inspect the wiring harness and connectors for

moisture, corrosion, cracks or dirt that can cause a

short to ground.

NOTE: The gasket for Waukesha spark plug P/N 69919 does not

require replacement after plug removal.

#1 CYLINDER JUNCTION BOX

INSTALL TIMING LIGHT

Table 4.10-2 Spark Plug Specifications

ITEM SPECIFICATION

Spark Plug Gasket 209681

Spark Plug Gap0.254 mm

(0.010 – 0.013 in.)

Spark Plug Torque,P/N 69919, Dry

39 – 49 N⋅m(29 – 39 ft-lb)

Spark Plug Torque,All Other Plugs, Dry

54 – 61 N⋅m(40 – 45 ft-lb)

Spark Plug Carrier Torque, Lubricated With Engine Oil

140 – 155 N⋅m(105 – 115 ft-lb)



* For use with shielded integral coil application.

** For use with rocker arm cover flange mounted coils (CSA).

Table 4.10-3 Spark Plug Applications

ENGINEMODEL

FUEL DUTYSIZE AND REACH

UNSHIELDED APPLICATIONS

SHIELDEDAPPLICATIONS

PART NUMBER

GAP(IN.)

PART NUMBER

GAP(IN.)

F18/H24G Natural Gas All 18 mm - 13/16 in. 60999W 0.010 – 0.01360999Y*69919**

0.010 – 0.013

F18/H24GL/GLDL36/P48GL/GLD

Natural GasStandard

LCR 160 BMEP18 mm - 13/16 in. 60999W 0.010 – 0.013

60999Y*60999U*69919**

60999S**60999W**

0.010 – 0.013

Natural GasHigh Temp

Applications18 mm - 13/16 in. 69919 0.010 – 0.012

60999Y*69919**

60999S**60999W**

0.010 – 0.012

Natural Gas11:1 CR – 176

BMEP18 mm - 13/16 in.

69919 (60999T)69919C – European

0.010 – 0.01269919C – gap is

factory preset

60999Y*69919**

60999S**60999W**

0.010 – 0.012

Natural Gas GLD/2 200BMEP 18 mm - 13/16 in.60999D

69919C – European

0.010 – 0.01369919C – gap is

factory preset

F18/H24GSIDL36/P48GSID

Natural Gas All 18 mm - 13/16 in.60999S60999Z

0.010 – 0.01360999U*60999S**

0.010 – 0.013

NOTE: Stellite� is a registered trademark of Stoody Deloro Stellite, Inc.

Table 4.10-4 Spark Plug Troubleshooting

FIRING TIP APPEARANCE CONDITION REMEDY

Light coating of whitish ash, uniformlydeposited.

Normal with medium to high ash engine oils. No change.

Excessive ash buildup.

High oil consumption.Wrong oil; oil has high ash content.Poor oil control around the valve guides and rings.

Change the engine oil type.Change the engine oil.Inspect and replace worn parts asnecessary.

Black oil fouling deposits.Poor oil control.Engine is too lightly loaded.

Replace worn parts as necessary.Adjust the engine load.

Gap bridging. Contaminated or “dirty” fuel gas.Add a fuel filter.Use a more “open” electrode type of plug.

Carbon fouling.Spark plug firing tip temperature too low.Engine is too lightly loaded.High oil consumption.

Change the plug heat range.Adjust the engine load.Inspect and replace worn parts asnecessary.

Electrode is burning. Spark plug firing tip temperature is too high. Change the plug heat range.

Wear on side of the electrode. Reversed polarity of the ignition coils. Rewire the ignition coils correctly.

Aluminum contamination on plug.Engine is operated with severe detonation, causing piston damage.

Inspect piston with a borescope; replace worn parts as necessary. Check the spark timing, fuel gas octane. Reduce the engine load.

Blue or green deposit on plug and valve. Cobalt fouling from worn Stellite� valve. Replace the valve and valve seat.



IGNITION MODULE

POWER SUPPLY

NOTE: Refer to Custom Engine Control Ignition

Module Installation, Operation and Maintenance Form

6272 for additional information.

An AC to DC power supply is not recommended

unless care is taken to eliminate the possibility of a

momentary loss of AC power which will result in an

engine shutdown. A voltage filter (battery) is recom-

mended to eliminate voltage fluctuations.

The CEC Ignition Module will function properly with a

power source as defined above. However, if the supply

is capable of providing a pulse current (higher current

level for a shorter period of time such that the average

current is the same), the ignition will utilize that pulse

capability. In this case, the voltage fluctuations on the

supply wiring, including the ground return to the power

source, may cause erratic operation of other electrical

devices. For this reason, it is recommended that the

ignition power source wiring, specifically the ground

return, be sized for at least 30 amps even though the

average current will be less than 2 amps (typical).

Although the CEC Ignition Module will function with a

power supply of 10 - 32 VDC, a power supply of 21.6 -

30 VDC (with less than a 2 volt peak-to-peak ripple) is

recommended for compatibility with other CEC products.

Prior to engine start, complete the following steps:

1. With Ignition Module unpowered, verify power sup-

ply is within specifications.

2. Inspect and verify all wiring conforms to local

codes and/or regulatory bodies.

3. Inspect and verify all wires are properly grounded.

Refer to the engine-specific wiring diagrams received

for complete system wiring information.

IGNITION MODULE LEDS

The CEC Ignition Module is equipped with three diag-

nostic LEDs on the front of the housing: “Power,”

“Pickup,” and “Application” (see Figure 4.10-21).

These LEDs give operators visual confirmation on

(1) incoming power, (2) Hall-effect pickup signal, and

(3) proper application settings.

During normal operation with the engine running the

“Power” LED is on, the “Pickup” LED is off, and the “Appli-

cation” LED is off. When the engine is not running and

power is applied to Ignition Module the “Power” LED is on,

the “Pickup” LED is on, and the “Application” LED is off. If a

different condition exists, refer to the Ignition Module man-

ual (Form 6272) for information. The manual describes

what an inerrant LED indicates and provides troubleshoot-

ing suggestions to remedy the situation if required.

Figure 4.10-21 Ignition Module Diagnostic LEDs

CEC IGNITION MODULE TIMING ADJUSTMENT –

DYNAMIC

NOTE: This task applies to Ignition Modules that have

already been installed and static timed by a Waukesha

Certified Technician. For the initial installation and timing of

a CEC Ignition Module, call a Waukesha Certified

Technician. Refer to Form 6253 (Previous Model) or Form

6272 (Current Model) Custom Engine Control Ignition

Module Installation, Operation, And Maintenance Manual

for further information concerning the Ignition Module.

The Ignition Module has two 16-position timing

switches located under white plastic caps at one end

of the box, one marked “A” and another marked “B”

(see Figure 4.10-22). Grounding lead “D” in the 7-pin

connector to the engine crankcase gives the timing

selected by switch “A”. Open-circuiting lead “D” gives

the timing selected by switch “B”. This feature gives

the engine operator the ability to switch between two

different timing settings to accommodate automatic

changeover between two fuels.

Figure 4.10-22 Ignition Module Timing Switches

DIAGNOSTIC LEDS

APPLICATION PICKUP POWER

SELECTOR SWITCH

MODEL NUMBER

SERIAL NUMBER

APPLICATION

INPUT VOLTAGE

MAXIMUM TEMPERATUREIMPORTANT

TIMING SWITCH “A”

TIMING SWITCH “B”



Each timing adjust switch has 16 switch positions

(0 – 15) with a 1° timing variation per position. Switch

position 15 gives the most advanced timing, while

switch position 0 is full retard.

Do not switch from

position 15 to position

0, or from position 0 to 15 while the engine is run-

ning. The timing change is so large that it may

damage the engine and/or cause it to shut down.

Disregarding this information could result in prod-

uct damage and/or personal injury.

NOTE: The outside temperature of the Ignition

Module casing should not exceed 65° C (150° F)

during operation.

1. Check the engine's nameplate to determine the

exact timing (or most advanced) of the primary and

secondary (if equipped) fuels.

2. Run the engine on primary fuel with the “D” lead

(found in the 7-pin connector junction box) grounded

to the engine block and the CEC Detonation Sensing

Module deactivated.


light (see Figure 4.10-23).

Figure 4.10-23 Flywheel Timing Marks

4. Adjust the “A” switch as required to achieve correct

timing. Single fuel ignition adjustments are now com-

plete.

NOTE: Increasing the timing switch position by one

will advance the timing one degree. Decreasing the

timing switch position by one will retard the timing one

degree.

5. Run the engine on secondary fuel with the “D” lead

(found in the 7-pin connector junction box) open and

the CEC Detonation Sensing Module deactivated.


light.

7. Adjust the “B” switch as required to achieve correct

timing. Dual fuel ignition adjustments are now com-

plete.

To prevent the timing

from being a l tered,

always replace the white caps over the timing

switches once the desired setting has been

selected. Disregarding this information could result

in product damage.

Before connecting the ignition harness (to the coils) to

the CEC Ignition Module, discharge the storage

capacitor to ground. Attach one end of a wire lead to

the crankcase and then touch the other end to the har-

ness connector pins on the CEC Ignition Module, one

at a time. A snap is heard when a capacitor dis-

charges.

NOTE: If the ignition switch is in the OFF position, the

capacitor is immediately grounded when the ignition

harness is reconnected to the CEC Ignition Module.

CAUTION

DEGREES BEFORE TOP DEAD CENTER (BTDC)

DISPLAYED

WARNINGIf a gas engine has been cranked excessively with-

out starting, shut off the gas fuel supply and ignition,

and then crank the engine to purge the cylinders and

exhaust system of accumulated unburned gas. If this

is not done a spark could ignite the gas and cause

an exhaust explosion. Failure to comply could cause

severe personal injury or death.

WARNINGIf the ignition switch is left in the ON position when

a CEC Ignition Module is disconnected, then the

spark plugs may fire when the ignition system har-

ness is reconnected, and could cause severe per-

sonal injury or death.

WARNINGAs a safety measure, ground all the pins. Some

breakerless ignition systems have more than one

storage capacitor. Severe personal injury or death

could result.

CAUTION



BASIC TIMING SPECIFICATION – CEC

Detonat ion is NOT

allowed at any time,

during engine operation, regardless of the speci-

fied timing. If detonation occurs at the specified

timing, a timing adjustment must be made to

retard the ignition timing until NO audible detona-

tion exists. Engine damage may result if detona-

tion occurs.

Do not switch from

position 15 to position

0, or from position 0 to 15 while the engine is run-

ning. The large timing change may cause engine

shutdown or damage.

NOTE: The CEC Ignition Module contains a

grounding stud that must be grounded to the engine.

MAGNETO INSTALLATION

SETTING IGNITION TIMING – STATIC

The F18/H24 magneto is located on the engine's left

side front gear housing (see Figure 4.10-24).

Figure 4.10-24 F18/H24 Magneto

The L36/P48 magneto is located on the engine's left

side rear gear housing (see Figure 4.10-25).

Figure 4.10-25 L36/P48 Magneto

NOTE: Inspect the magneto drive coupling for wear or

damage. Replace the coupling every 4000 hours or

when wear in the slots can be seen.

1. The #1 cylinder must be on the compression

stroke. Turn engine over (use barring device) in

direction of normal engine rotation. Carefully observe

flywheel timing marks. Stop turning when correct

engine timing is displayed (see Figure 4.10-26).

NOTE: The engine's specification plate indicates the

required ignition timing °BTDC (Degrees Before Top

Dead Center).

Table 4.10-5 Ignition Module Switch Positions (All Models)

SWITCHDEGREES BEFORE TOP DEAD CENTER

2 3 4 5 6 7 8 9 10 11 12 13 14

A A0 A1 A2

B B0 B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12

SWITCHDEGREES BEFORE TOP DEAD CENTER

15 16 17 18 19 20 21 22 23 24 25 26 27

A A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15

B B13 B14 B15

CAUTION

CAUTION

MOUNTING ADAPTER

MAGNETO

MAGNETOMOUNTING ADAPTER



NOTE: Do not rotate the crankshaft too far and then

back up to the desired timing because the magneto

drive gear backlash will be on the wrong side of the

gear teeth. The timing will be incorrect by several

degrees.

Figure 4.10-26 Flywheel Timing Marks

2. Rotate magneto drive until timing mark is visible in

magneto timing window. The unit is now ready to fire

the first cylinder in the firing order (see

Figure 4.10-27).

Figure 4.10-27 Magneto Static Timing

3. Insert magneto into mounting adapter located on

engine. Secure magneto with hex head bolts.

NOTE: If the ignition switch is in the “OFF” position,

the capacitor is immediately grounded when the

ignition harness is reconnected to the magneto.

TIMING ADJUSTMENT – DYNAMIC

NOTE: Check engine timing with magneto ignition

every 720 hours. Readjust as necessary. Check engine

timing with CEC Ignition Module every 2500 hours.

Readjust as necessary.

1. Install timing light (P/N 494338) onto #1 (RB) cylin-

der spark plug wire.

Be sure all engine con-

nections are completed

properly before engine startup. Follow all startup

procedures. Check that all engine openings are

properly closed and that all tools are removed from

the engine. Disregarding this information could

result in product damage and/or personal injury.

2. Start and run engine at normal operating rpm and

temperature.

3. Using timing light strobe, observe ignition timing

marks through inspection hole located on left side of

flywheel housing.

4. If required, readjust timing by loosening magneto's

flange bolts just enough to allow magneto to rotate.

Rotate magneto until correct timing mark is aligned

with timing pointer.

5. Tighten magneto flange bolts after engine is cor-

rectly timed.

DEGREES BEFORE TOP DEAD CENTER (BTDC)

DISPLAYED

MAGNETO DRIVE SHAFT

HARNESS PLUG CONNECTOR

TIMINGWINDOW

TIMINGMARK

NAMEPLATE

WARNINGDo not leave the ignition switch in the “ON” posi-

tion when a breakerless magneto is disconnected

for timing or repair. The spark plugs may fire when

the ignition system harness is reconnected, caus-

ing severe personal injury or death.

WARNINGShut off the gas fuel supply and ignition if a gas

engine has been cranked excessively without

starting. Crank the engine to purge the cylinders

and exhaust system of accumulated burned gas. If

you fail to do this, a spark could ignite the gas,

causing an exhaust explosion, resulting in severe

personal injury or death.

CAUTION



BASIC TIMING SPECIFICATION

Basic ignition timing specification is for a standard

cooled engine running on pipeline gas. Pipeline gas is

defined as having 900 Btu/ft3 with a minimum Wauke-

sha Knock Index (WKI�) value of 91.

Basic Ignition Timing (°BTDC) (on 900 Btu/ft3 natural

gas)

• F18/H24G: 20° ± 1°F18/H24GL/GLD: 13° ± 1°F18GL, 8.7: 1 CR: 24°H24GL, 8.7: 1 CR: 25°F18/H24GSID: 23° ± 1° – standard temperature

cooling F18/H24GSID: 20° ± 1° – high temperature

cooling

• L36/P48GL/GLD: 15° ± 1°L36/P48GSID: 23° ± 1° – standard temperature

cooling

L36/P48GSID: 20° ± 1° – high temperature cooling

Detonat ion is NOT

allowed at any time dur-

ing engine operation, regardless of the specified

timing. If detonation occurs at the specified timing,

a timing adjustment must be made to retard the

ignition timing until NO audible detonation exists.

Engine damage may result if detonation occurs.

CEC GENERATOR SERVICING

The frequency of inspection for the CEC generator is

determined largely by the type of operating conditions.

High speed operation and high temperatures increase

the wear of coupling sleeve and bearings.

At regular intervals, inspect the terminals for corrosion

and loose connections. Inspect the wiring for frayed

insulation. Inspect the mounting bolts for tightness

(see Figure 4.10-28).

Figure 4.10-28 CEC Generator

Inspect the drive coupling for wear or damage.

Replace the coupling every 4000 hours or when wear

in the drive slots can be seen.

Do not we ld on or

around engine unless

the CEC generator and voltage regulator have

been unplugged. Failure to do so may damage the

CEC generator, voltage regulator, battery or Igni-

tion Module.

The ambient tempera-

ture around the CEC

generator and voltage regulator must not exceed

66° C (150° F). Disregarding this information could

result in product damage and/or personal injury.

CAUTION

CAUTION

CAUTION


form 6284 - section 4 - waltreiss.comwaltreiss.com/ebay/waukesha/6284_4_10.pdfvgf/vhp 12 cylinder...

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