User Manual

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G3412 TA

ENGINE SPEED: 1800 FUEL: NATURAL GAS

COMPRESSION RATIO: 9.7:1 FUEL SYSTEM: LPG IMPCO

AFTERCOOLER (°F): 130

JACKET WATER (°F): 210 MIN. FUEL PRESS. (psig): 1.5

COOLING SYSTEM:

MIN. METHANE NUMBER: 80

IGNITION SYSTEM: CDIS MAX. RATED ALTITUDE (ft): 2500

EXHAUST MANIFOLD: WET AT AMBIENT TEMP (°F): 77

COMBUSTION: STOICH NOx EMISSION LEVEL: STD

RATING AND EFFICIENCY NOTES LOAD 100% 75% 50%

LHV OF FUEL btu/scf 919.6 919.6 919.6

ENGINE POWER bhp 566 425 283

ENGINE EFFICIENCY (1) % 35.0 32.9 29.0

THERMAL EFFICIENCY (5) % 51.5 54.3 58.2

TOTAL EFFICIENCY (6) % 86.5 87.1 87.2

ENGINE DATA

FUEL CONSUMPTION (1) btu/bhp-hr 7266 7737 8780

AIR FLOW (WET) lb/hr 3997 2985 2039

AIR FLOW (WET) scfm 872 651 445

COMPRESSOR OUT PRESS. in. Hg (abs) 46 43.9 39.5

COMPRESSOR OUT TEMP. °F 186 165 151

INLET MAN. PRESS. in. Hg (abs) 43.2 33 23.4

INLET MAN. TEMP. (10) °F 138 133 134

TIMING

(11)

°BTDC 26 26 26

EXHAUST STACK TEMP. °F 892 885 882

EXHAUST FLOW (@STACK TEMP) (WET) cfm 2476 1846 1270

EXHAUST FLOW (WET) lb/hr 4202 3149 2163

EMISSIONS

NOx (as NO2) (9) g/bhp-hr 21.3 22.4 21.2

CO (9) g/bhp-hr 1.5 1.6 1.6

THC (9) g/bhp-hr 1.9 1.9 2.6

NMHC (9) g/bhp-hr 0.29 0.29 0.39

EXHAUST O2 (DRY) % 4.0 2.8 1.0

LAMBDA 1.22 1.14 1.03

HEAT BALANCE DATA

LHV INPUT (1) btu/min 68547 54738 41411

HEAT REJ. TO JACKET (2) (7) btu/min 24869 21962 18786

HEAT REJ. TO A/C (3) (8) btu/min 866 436 166

HEAT REJ. TO ATMOSPHERE (4) btu/min 2742 2190 1656

HEAT REJ. TO EXH.

(LHV to 77°F) (2) btu/min 16067 12149 8801

HEAT REJ. TO EXH.

(LHV to 350°F) (2) btu/min 10412 7736 5322

CONDITIONS AND DEFINITIONS

ENGINE RATING OBTAINED AND PRESENTED IN ACCORDANCE WITH ISO 3046/1 (STD. REF. CONDITIONS OF 25°C, 100 KPA).

NO OVERLOAD PERMITTED AT RATING SHOWN. CONSULT ALTITUDE CURVES FOR APPLICATIONS ABOVE MAXIMUM

RATED ALTITUDE AND/OR TEMPERATURE.

1) FUEL CONSUMPTION TOLERANCE ACCORDING TO ISO 3046/1. TOLERANCE IS ±5% OF FULL LOAD DATA

2) HEAT REJECTION TO JACKET AND EXHAUST TOLERANCE IS ±10% OF FULL LOAD DATA.

3) HEAT REJECTION TO A/C TOLERANCE IS ±5% OF FULL LOAD DATA.

4) HEAT REJECTION TO ATMOSPHERE TOLERANCE IS ±50% OF FULL LOAD DATA.

5) THERMAL EFFICIENCY: JACKET WATER +EXH. HEAT TO 350°F

6) TOTAL EFFICIENCY: ENGINE EFF. + THERMAL EFF. TOLERANCE IS +/- 10% OF FULL LOAD DATA

7) TOTAL JW HEAT: JACKET HEAT + OIL COOLER HEAT (HEAT RATE BASED ON TREATED WATER)

8) TOTAL A/C HEAT: A/C HEAT x A/C HEAT REJ. FACTOR (HEAT RATE BASED ON TREATED WATER)

9) EMISSION DATA SHOWN ARE NOT TO EXCEED VALUES.

PUBLISHED PART LOAD DATA MAY REQUIRE ENGINE ADJUSTMENT.

10) MEASURED BETWEEN AFTERCOOLER OUTLET AND PLENUM ENTRY.

11) TIMING INDICATED IS FOR USE WITH A MINIMUM FUEL METHANE NUMBER SPECIFIED. CONSULT THE APPROPRIATE

FUEL USAGE GUIDE FOR TIMING AT OTHER METHANE NUMBERS.

DM5442-00

Jun-01

COMBINED

GAS ENGINE TECHNICAL DATA

Summary of content (3 pages)

PAGE 1
® G3412 TA GAS ENGINE TECHNICAL DATA ENGINE SPEED: COMPRESSION RATIO: AFTERCOOLER (°F): JACKET WATER (°F): COOLING SYSTEM: IGNITION SYSTEM: EXHAUST MANIFOLD: COMBUSTION: RATING AND EFFICIENCY LHV OF FUEL ENGINE POWER ENGINE EFFICIENCY THERMAL EFFICIENCY TOTAL EFFICIENCY ENGINE DATA FUEL CONSUMPTION AIR FLOW AIR FLOW COMPRESSOR OUT PRESS. COMPRESSOR OUT TEMP. INLET MAN. PRESS. INLET MAN. TEMP. TIMING EXHAUST STACK TEMP.
PAGE 2
G3412 TA  GAS ENGINE TECHNICAL DATA FUEL USAGE GUIDE DERATE FACTOR/ENGINE TIMING vs METHANE NUMBER <30 0 30 0/-- 35 0/-- 40 0/-- 45 0/-- 50 0/-- 55 0/-- 60 0/-- 65 0/-- 0.83 0.84 0.86 0.87 0.89 0.90 0.92 0.94 0.96 5000 0.79 0.81 0.82 0.84 0.85 0.87 0.88 0.90 0.92 6000 0.76 0.78 0.79 0.80 0.82 0.83 0.85 0.87 0.88 7000 70 75 1.0/23 1.0/25 80 to 100 1.0/26 ALTITUDE DERATION FACTORS A M B I E N T (°F) 130 120 110 100 90 80 70 60 50 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 0.96 0.
PAGE 3
AFTERCOOLER HEAT REJECTION FACTORS: Aftercooler heat rejection is given for standard conditions of 77°F and 500 ft altitude. To maintain a constant inlet air manifold temperature, as the ambient air temperature goes up, so must the heat rejection. As altitude increases, the turbocharger must work harder to overcome the lower atmospheric pressure. This increases the amount of heat that must be removed from the inlet air by the aftercooler.