05-27-2018 09:29 AM
04-25-2018 05:47 PM
I'm glad you have resolved your issue, although you won't really know until you run the engine again.
08-31-2017 04:47 PM - edited 08-31-2017 04:48 PM
I think we found the issue today, we started pulling heads with the hottest inlet port temps (using I/R gun). Looks like we are leaking back through the intake valves putting heat and pressure back in the intake manifold. Compression test and leakdown looked good when we tested last week...?
08-31-2017 09:46 AM
Was this issue resolved? I have a simular issue with the exception being high inlet air temp. We have done almost all of the above including new prechambers and scoping all heads.
06-06-2017 01:11 AM
Hi AIH. Thanks for the detailed response. I will have to verify and execute some of your points.
In the meanwhile here are the responses for some of your points and queries:
- The fault appeared suddenly I'd say. This engine was removed from another nearby location (lets call it Location A) 2-3 months back for In Frame Overhaul. Once it was ready and the opportunity came, a normal operating engine (another G3612 A3) was removed at another location (lets call it Location B) and this was installed in its place. From the removal of older engine to the installation of this IFO'ed engine it took 3 days at Location B. At Location B older engine was operating just fine.
- Yes this is a G3612 A3.
- The pressure module has already been calibrated a number of times. I will however re-do it.
- Inspected the wastegate as well, from the inside. In fact already replaced with freshly overhauled one.
- In all the starting attempts, once I was able to start and load this engine successfully as per requirement. It was as if the problem had disappeared altogether suddenly. The engine ran fine with all parameters as they normally are. Even the Fuel Correction Factor did not wander away from 100 much (minimum value 98%). It however shutdown on detonation 2 days later and started showing same behvaiour i.e. it starts up fine but rpms and fuel correction factor gets disturbed as soon as it achieves combustion mode (~40% load) and eventually shuts down on low fuel correction factor limit.
06-05-2017 10:02 PM
When a G3600 shutsdown on this code, it usually means that the fuel gas btu has changed beyond the ECM ability to correct for the fuel change in btu. I assume that this is a G3612 A3. You don't say if this fault started suddenly for no reason or if some site changes occurred or if any of the wells in the system had received any nitrogen as part of servicing.
You have done a lot so I would say that it is time to start over with the basics, not necessarily in this order but in total.
1. The pressure module must be calibrated to the site uncorrected barometric pressure. This must be accurate so that the ECM knows the density of the site air and can correctly make calculations to achieve the correct air/fuel ratio.
2. Turn all the needle valves out from fully closed 5 turns. This will be a starting point which will be used for tuning later.
3. You said that all the valve lash is correct; inlet 0.020", exh. 0.050", GAV 0.025" are the correct settings.
4. A fuel pressure of 43 psi is okay but not exactly spec. Spec is 45 +/- 2 psi. I find that I have better results when setting the Fisher 99 to 46 psi.
5. You have checked all the linkages and they are adjusted correctly. But you need to make sure that the butterfly for the wastegate and the choke are secure to the shaft and in place and working inside, not just outside.
6. You need to enter the calculations from the Methane Number calculations of btu and specific gravity. You will need to use the btu to adjust the air fuel ratio to obtain the correct NOx value when tuning the engine in PC CAL. The correct btu is whatever value gives you the correct NOx: 50 ppm for a 0.5 g NOx and 70 ppm for a 0.7 g NOx rating.
7. When the engine is in PC CAL with at least a 70% load, a) first adjust the btu in PC CAL to get the NOx near the target then 2) adjust the needle valves to get the actual burn time equal to the desired burn time. The engine average burn time should also be equal to the desired burn time or real close, if you do this correctly. Before you take the engine out of PC CAL, note the inlet manifold pressure. When the engine is back in combustion feedback, the inlet manifold pressure should not change more than 1% from what it was in PC CAL.
8. If you still have an issue with starting, try starting the engine in PC CAL after doing steps above.
This is what I would do. Most of what you have tested or changed should not affect the engine to generate this fault code. It is good that you know those items are okay. But I would start with what I have set out above.
Let me know how things go.
06-05-2017 09:21 PM - edited 06-05-2017 09:30 PM
The engine under consideration is 3612 on gas compression duty. The engine was put back online after its In Frame Overhaul just 1.5 months back. Its fuel correction factor was noted to be 92% at that time. Otherwise the engine ran fine and took load normally.
Recently as the engine was nearing its 1000 hours PM mark post IFO, the engine tripped on the cause of “E885: Fuel Gas Correction Factor Low Limit Reached”
Any ideas that would be helpful at this point are most welcome...