Application Engineering Bulletin: Automotive Industrial Marine G-Drive Genset KTA19GC Gas Compression Technical Package
Application Engineering Bulletin: Automotive Industrial Marine G-Drive Genset KTA19GC Gas Compression Technical Package
Application Engineering Bulletin: Automotive Industrial Marine G-Drive Genset KTA19GC Gas Compression Technical Package
Engineering
Bulletin
Subject This AEB is for the following applications:
KTA19GC Gas Compression
Technical Package Automotive Industrial Marine
G-Drive Genset
1. Introduction
This AEB introduces the new Cummins KTA19GC-420 and KTA19GC-380 Catalyst natural gas engine for
the gas compression market. The KTA19GC is based on the proven KTA19 engine platform. Compression
ratio is 8.5:1 to allow operation on wellhead gas. The KTA19GC uses the KTA19 diesel 4-valve cylinder
head modified for spark plugs. Triballoy T400 valve facing and T400 valve seat inserts are used on the
intake and stellite 1 valve facing and stellite 3 valve seat inserts are used on the exhaust for longer valve and
cylinder head life. The KTA19GC uses two-pump, two-loop (2P-2L) cooling; one cooling circuit for engine
jacket water (EJW) and a second low temperature aftercooled (LTA) circuit for intake manifold air cooling.
The cool dense intake air allows the standard rating, 420 hp @ 1800 RPM, to produce a low 3.57 g/hph NOx
level with an excess O2 concentration of 6.5% and 380 hp @ 1800 RPM, to produce a 12.8 g/hph NOx level
with an excess O2 concentration of 0.48%.
Performance Curves and Data Sheets, Installation Drawings, Option Graphics, Configuration Number, and
CSL Pricing Specification and Product Identifier are released on the Industrial HHP GCE (Global Customer
Engineering) intranet site at http://www.gce.cummins.com/ice/ice_cng/ice_kta19gc/index_kta19gc.htm
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Table of Contents
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3. Altitude Derate
Increases of altitude and/or ambient temperature result in increased engine operating temperatures. The
KTA19GC-420 can operate up to 5000 feet (1524 m) and 100 deg F (38 deg C) ambient without derate.
Above 5000 feet (1524 m) altitude, a 4% derate per 1000 feet (305 m) must be implemented by the local
Cummins Distributor. Above 100 deg F (38 deg C) ambient, a 1% derate per 10 deg F (5.5 deg C)
applies. This derate must be applied to protect the durability of the engine. Refer to “Operations &
Maintenance Manual” for additional information Bulletin No. 4021400.
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marine applications. Oil ring is standard K19 diesel design. A 8.5:1 CR (compression ratio) for operation
on wellhead gas.
Valves: Dual 2.22 in. (56 mm) diameter poppet type per intake and exhaust. Triballoy T400 valve facing
and T400 valve seat inserts are used on the intake with 30 degree seats. Stellite 1 valve facing and
stellite 3 valve seat inserts are used on the exhaust with 20 degree seats. Valve stem metering seals
and rotators are used on intake and exhaust for increased valve seat durability.
1/4 NPT and 1/8 NPT ports fitted with Cummins supplied petcocks are provided in the EJW and LTA
coolant connection outlets, respectively, for connecting customer supplied coolant vent lines to the
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auxiliary tank. Vent lines must run continuously uphill and enter the top of the auxiliary tank above the
coolant level to ensure proper cooling system venting and deaeration. Vent lines from the EJW and LTA
radiator top tank or top row of tubes (for two-pass, cross-flow design radiators) must also be supplied by
the customer and run continuously uphill and enter the auxiliary tank above the coolant level. 1/4 and 3/8
inch (6 -10 mm) OD stainless tubing is recommended for the LTA and EJW vent lines, respectively.
Following these guidelines will ensure the EJW and LTA cooling systems provide maximum heat
rejection to coolant and full deaeration within 15 minutes or less. The preferred venting locations are on
the thermostat as shown below for EJW loop and on the water outlet pipe of the aftercooler for the LTA
loop.
Location of
EJW vent to
be used for
deaeration
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An oil level replenishment system supplied by F. W. Murphy (Murphy part number LM301) is standard on
the KTA19GC and automatically maintains the crankcase oil level as it is used. A customer supplied
storage tank gravity feeds makeup oil to the Murphy valve that continuously monitors the crankcase level
and keeps it topped off. An integral low level switch will shut the engine down if supply oil is lost and the
engine continues to consume oil. The Murphy oil level regulator is mounted on the left-side pan rail.
Refer to “Installation Instructions for Level Maintainers” Murphy Bulletin # LM-92164N for complete
description.
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A customer supplied air-fuel ratio (AFR) controller can be employed to precisely control the AFR to the
target 6.5 +/- 0.2% excess O2 independent of engine speed and load. The AFR controller is mounted in
the fuel supply line just before the carburetor and immediately after the fuel shut off valve. A customer
supplied O2 sensor in the exhaust stack constantly measures excess O2 and provides a closed loop input
signal to the AFR controller via the control panel. The AFR controller regulates the volume of fuel
supplied to the carburetor and keeps the excess O2 at the target 6.5 +/- 0.2%. AFR controller suppliers
common in the gas compression industry are Woodward Governor Co. and Altronic Inc.
A customer supplied fuel shutoff valve solenoid should be mounted close to the carburetor and just
before the AFR controller if present. The fuel shutoff valve is typically 12V-24V compatible and is
normally closed. When the engine reaches a specified speed, the solenoid coil is energized and the valve
opens. When the coil is de-energized, the valve closes and shuts off the fuel. Engine protection safeties
are wired to the control panel and fuel shutoff valve so the solenoid coil is de-energized when an engine
protection threshold is exceeded which closes the shutoff valve and shuts off the fuel. Appropriate fuel
shutoff valve solenoids are available from ASCO, F. W. Murphy, and other suppliers.
The primary fuel pressure regulator is customer supplied and must be capable of a maximum fuel supply
pressure of 150 psi (1034 kPa) and be able to regulate the outlet fuel pressure between 2-5 psi (13.8 -
34.5 kPa). A Fisher S201 type secondary regulator is customer supplied and regulates the fuel supply
pressure at the carburetor between 5 +/- 2 in H2O (127 +/- 51 mm H2O). A Customer supplied fuel
pressure balance line between the vented side of the secondary pressure regulator and the port on the
outboard side of the Impco 600 carburetor ensures a constant fuel supply pressure throughout the
operating speed and load range.
There are no fuel filters supplied with the KTA19GC; they are to be customer supplied. A fuel filtration
system with 10 micron absolute efficiency is required.
Hydrocarbon liquids, including lube oil carryover from the gas compressor, must not be allowed to enter
the engine fuel supply system. Liquid hydrocarbons or lube oil carryover into the fuel supply may cause
incomplete combustion, detonation, and fowling of the intake manifold flame arrestors. If any liquids are
present or suspected in the fuel, as evidence of oil puddling inside the floor of the carburetor, or oil
weeping from the turbo compressor crossover tube hose connections, or throttle body gasketed joints, a
customer supplied coalescing filter must be installed so they are removed from the gas supply prior to
entering the carburetor.
4.10 Governors
A single mechanical governor option supplied by Woodward is offered on the KTA19GC. The PSG
governor is a speed-droop governor used to control engine speed and is mounted on top of the fuel pump
governor drive on the left side. Low idle speed is the only governor adjustment that should be made by
the customer. Low idle is adjustable through the stop bolt on the top of the governor housing. To adjust
low idle speed, loosen the jam nut on the stop bolt and turn the stop bolt CW to increase speed or CCW
to decrease speed. Recommended low idle speed is 900 RPM. The PSG governor is pressure
lubricated from the oil reservoir in the fuel pump governor drive. A vernier hand throttle cable is supplied
with the KTA19GC to allow manual engine speed control. To automate engine operation, the customer
can add an electronic or pneumatic throttle actuator that is controlled through the control panel. The
throttle actuator is typically mounted on the side of the engine block under the intake manifold.
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system and RHN79G (4090432) for shielded ignition. Spark plug gap spec for both plugs is 0.015 inch
(0.38 mm).
4.14 Breather
Dual open crankcase breathers are used on the KTA19GC. One breather mounts on the top of No. 6
rocker cover and the other mounts on the No. 4 cam follower cover. Breather hoses must be kept routed
tight to the engine block to prevent freezing in winter. If a customer supplied “catch bottle” is installed to
collect breather tube oil mist, it must be mounted so the crankcase breather flow is not restricted.
4.16 Alternator
A single Delco-Remy 24V-35 amp alternator option is available for the KTA19GC and is driven by a five-
rib poly-belt off the right front accessory drive. Alternator drive ratio is 2.90:1.The alternator is non-
shielded and does not meet CSA requirements.
4.17 Starter
Two starter options are available for the KTA19GC, an air/gas starter and an electric starter. The
air/gas starter is made by TDI, model No. T312-I and requires a minimum of 30 psi (207 kPa) supply
pressure for starting. Maximum supply pressure should not exceed 60 psi (414 kPa). The electric
starter is a Delco-Remy 24V, 39MT. For complete starting and electrical system requirements, reference
“Cummins Branded Starters, Alternators and Fuel Shutoff Solenoids” AEB 111.15.
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where the engine can cold soak overnight, follow recommendations for customer supplied coolant and
lube oil heaters in “Cold Weather Operation - High Horsepower” AEB 174.05. Ether injection or intake
air grid heaters are not recommended cold starting aids for the KTA19GC and must not be used.
7. Revision History
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Jun, 2003 C McFarden Removed references to rich burn rating availability in All
“Introduction” and Section 3. Changed maximum ambient
temperature before derate from 100 deg F to 77 deg F in
Section 3.1. Added “Exhaust System” Section 4.4. Changed
maximum IMT limit from 140 F to 170 F in “Cooling Systems”
Section 4.5. Added “Coolant Treatment & Filtration” Section
4.6. Added “Cooling System Connections & Venting” Section
4.7. Added Murphy automatic oil level maintainer system
information in “Lubrication System & Oil Recommendations”
Section 4.8. Added fuel shutoff valve requirements in “Fuel
System” Section 4.9. Added “Governors” Section 4.10. Added
CSA safety information in “Ignition System” Section 4.11.
Added “Engine Protection & Safety Shutdowns” Section 4.12.
Added “Engine Mounting” Section 4.13. Added “Breather”
Section 4.14. Added “Fan Drive” Section 4.15. Added
“Accessory Drive” Section 4.18. Added “Hydraulic Pump Drive”
Section 4.19. Added “Cold Weather Operation” Section 4.20.
Updated “Options List” Section 5.1 and “CSL Pricing Spec”
Section 5.2 with recent option structure changes/additions.
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