KDM CEC IOM Manual

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â
KDM t
Custom Engine Control â
Knock Detection Module

Installation, Operation &
Maintenance
First Edition
This document contains proprietary and trade secret information and

is given to the receiver in confidence. The receiver by reception and
PLEASE NOTE: If grey lines appear retention of the document accepts the document in confidence and
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without the prior written approval of Waukesha Engine, Dresser, Inc.;
--> File --> Preferences --> General. and (3) not disclose to others either the document or the confidential or
trade secret information contained therein.
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FORM 6285
Copyright 1999 All rights reserved
Waukesha Engine
Dresser, Inc.
Waukesha, Wisconsin 53188
Printed in U.S.A. 7/99
CONTENTS
List Of Illustrations Section 1.05 -- General Information

Wiring Requirements. . . . . . . . . . . . . . . . . . . . . . 1.05 -- 2
List Of Tables
Power Requirements For Custom Engine
How To Use This Manual Controlâ Products . . . . . . . . . . . . . . . . . . . . 1.05 -- 3
Capacitive Discharge And Grounding . . . . . . . 1.05 -- 3
Section 1.10 -- Description Of Operation

CHAPTER 1 -- SAFETY AND Custom Engine Controlâ
Knock Detection Module System . . . . . . . 1.10 -- 1
GENERAL
System Description . . . . . . . . . . . . . . . . . . . 1.10 -- 1
Components . . . . . . . . . . . . . . . . . . . . . . . . . 1.10 -- 1
Section 1.00 -- Safety
Engines Served . . . . . . . . . . . . . . . . . . . . . . 1.10 -- 1
Safety Introduction . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 1 Ignition Systems Served . . . . . . . . . . . . . . . 1.10 -- 1
Safety Tags And Decals . . . . . . . . . . . . . . . . . . . 1.00 -- 1 Canadian Standards Association (CSA) . . . 1.10 -- 2
Equipment Repair And Service . . . . . . . . . . . . . 1.00 -- 1 Operator Interface . . . . . . . . . . . . . . . . . . . . 1.10 -- 2
Acids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 2 Theory Of Operation . . . . . . . . . . . . . . . . . . . . . . 1.10 -- 2
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 2 Detonation Theory . . . . . . . . . . . . . . . . . . . . . . . . 1.10 -- 3
Body Protection . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.10 -- 4
Chemicals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 2
Cleaning Solvents . . . . . . . . . . . . . . . . . . . . 1.00 -- 2 CHAPTER 2 -- ENGINE STARTUP
Liquid Nitrogen/Dry Ice . . . . . . . . . . . . . . . . 1.00 -- 2
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 2
AND SHUTDOWN
Heated Or Frozen . . . . . . . . . . . . . . . . . . . . 1.00 -- 2
Interference Fit . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 2
Section 2.00 -- Mounting KDM System
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 3 Components
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 3 System Components . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 3 Mounting Knock Sensors . . . . . . . . . . . . . . . . . . 2.00 -- 1
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 3 Knock Sensor Mounting Steps . . . . . . . . . 2.00 -- 1
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 3 Mounting Knock Detection Module . . . . . . . . . . 2.00 -- 3
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 3 Mounting The Junction Box . . . . . . . . . . . . . . . . 2.00 -- 4
Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 4 CSA Ignition Systems . . . . . . . . . . . . . . . . . 2.00 -- 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 4 Non--CSA Ignition Systems . . . . . . . . . . . . 2.00 -- 4
Gaseous . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 4 Junction Box/IM Mounting Procedure . . . . 2.00 -- 4
Liquid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 4
Section 2.05 -- KDM System Component
Intoxicants And Narcotics . . . . . . . . . . . . . . . . . . 1.00 -- 4
Pressurized Fluids/Gas/Air . . . . . . . . . . . . . . . . . 1.00 -- 4
Connections
Protective Guards . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 4 Component Connections . . . . . . . . . . . . . . . . . . 2.05 -- 1
Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 4 Knock Sensors To KDM Module . . . . . . . . 2.05 -- 1
KDM Module To Junction Box . . . . . . . . . . 2.05 -- 2
Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5 Section 2.10 -- KDM System Power,
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5 Ground, and Alarm
Pneumatic . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5 Connections
Manometer . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5
KDM Power Requirements . . . . . . . . . . . . . . . . . 2.10 -- 1
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5
KDM Power Supply Oscilloscope Testing . . . . 2.10 -- 2
Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5
KDM Alarm And Shutdown Connections . . . . . 2.10 -- 3
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5
On Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 -- 5 KDM Ground Connections . . . . . . . . . . . . . . . . . 2.10 -- 3
KDM System Wiring Diagrams . . . . . . . . . . . . . 2.10 -- 3
FORM 6285 First Edition iii

CONTENTS
CHAPTER 3 -- ENGINE SYSTEMS

Section 3.00 -- KDM System
Troubleshooting
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 -- 1
Knock Sensors . . . . . . . . . . . . . . . . . . . . . . . 3.00 -- 1
Multi--Spark Ignition Systems . . . . . . . . . . . 3.00 -- 1
iv FORM 6285 First Edition

ILLUSTRATIONS
LIST OF ILLUSTRATIONS
Section 1.10 -- Description Of Operation Section 2.10 -- KDM System Power,
Figure 1.10-1. CEC Ground, and Alarm
Knock Detection Module . . . . . . . . . . . . . . . 1.10 -- 1 Connections
Figure 1.10-2. KDM Status LED . . . . . . . . . . . . 1.10 -- 2 Figure 2.10-1. CEC Products
Figure 1.10-3. Windowing Chart -- Power Wiring Requirements . . . . . . . . . . . 2.10 -- 1
Example Values . . . . . . . . . . . . . . . . . . . . . . 1.10 -- 2 Figure 2.10-2. Oscilloscope Reading
Figure 1.10-4. Shutdown Threshold . . . . . . . . . 1.10 -- 3 For Power Supply -- VDC . . . . . . . . . . . . . . 2.10 -- 2
Figure 2.10-3. Peak--To--Peak
Section 2.00 -- Mounting KDM System Wave Form Requirements . . . . . . . . . . . . . 2.10 -- 2
Components Figure 2.10-4. KDM System
Figure 2.00-1. Drill/Tap Fixture Kit . . . . . . . . . . 2.00 -- 1 Ground Connection . . . . . . . . . . . . . . . . . . . 2.10 -- 3
Figure 2.00-2. Auxiliary Rocker Shaft Figure 2.10-5. KDM System Wiring Diagram --
Locknut Cap . . . . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 2 Standard Applications . . . . . . . . . . . . . . . . . 2.10 -- 4
Figure 2.00-3. Drill Fixture Mounting . . . . . . . . 2.00 -- 2 Figure 2.10-6. KDM System Wiring Diagram --
Figure 2.00-4. KDM Mounting Bracket . . . . . . . 2.00 -- 3 CSA Applications . . . . . . . . . . . . . . . . . . . . . 2.10 -- 5
Figure 2.00-5. KDM Bracket/Baffle Box . . . . . . 2.00 -- 3 Section 3.00 -- KDM System
Figure 2.00-6. Mounted KDM Module . . . . . . . 2.00 -- 3
Troubleshooting
Figure 2.00-7. Junction Box/IM Bracket . . . . . . 2.00 -- 4
Figure 3.00-1. KDM Troubleshooting Chart . . . 3.00 -- 2
Figure 2.00-8. Mounted Junction Box
And IM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.00 -- 4
Figure 2.00-9. KDM
System Component Locations . . . . . . . . . . 2.00 -- 5
Section 2.05 -- KDM System Component

Connections
Figure 2.05-1. KDM System Connections --
CSA Application . . . . . . . . . . . . . . . . . . . . . . 2.05 -- 1
Figure 2.05-2. “Sensor To Module” Harness . . . . 2.05 -- 1
Figure 2.05-3. Harness Conduit And Fittings . . . 2.05 -- 2
Figure 2.05-4. “Module To Junction Box”
Harness Without Conduit Or Adapter . . . . 2.05 -- 2
FORM 6285 First Edition v

TABLES
LIST OF TABLES
Section 1.05 -- General Information Section 1.10 -- Description Of Operation
Table 1.05-1. English To Metric Formula Table 1.10-1. Detonation Promoters
Conversion Table . . . . . . . . . . . . . . . . . . . . . 1.05 -- 1 And Reducers . . . . . . . . . . . . . . . . . . . . . . . . 1.10 -- 4
Table 1.05-2. Metric To English Formula
Conversion Table . . . . . . . . . . . . . . . . . . . . . 1.05 -- 1 Section 2.10 -- KDM System Power,
Table 1.05-3. Power Requirements For Ground, and Alarm
Waukesha Custom Engine Controlâ Connections
Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 -- 3 Table 2.10-1. Power Requirements For
The KDM System . . . . . . . . . . . . . . . . . . . . . 2.10 -- 1
FORM 6285 First Edition vii

HOW TO USE THIS MANUAL
Your purchase of a Custom Engine Controlâ (CEC) ALWAYS BE ALERT FOR THE SPECIAL WARNINGS
Knock Detection Module (KDM) system was a wise WITHIN THE MANUAL TEXT. THESE WARNINGS
investment. In the industrial engine field the name, PRECEDE INFORMATION THAT IS CRUCIAL TO
Waukesha Engine, stands for quality and durability. With YOUR SAFETY AS WELL AS OTHER PERSONNEL
normal care and maintenance this engine will provide WORKING ON OR NEAR THE ENGINE. CAUTIONS
many years of reliable service. OR NOTES IN THE MANUAL CONTAIN
Before placing the Knock Detection Module into service, INFORMATION THAT RELATES TO POSSIBLE
read Chapter 1 very carefully. This chapter covers DAMAGE TO THE ENGINE OR ITS COMPONENTS
Safety and General Information. DURING ENGINE OPERATION OR MAINTENANCE
PROCEDURES.
Section 1.00 -- Safety Section -- Provides a list of
warnings and cautions to make you aware of the This manual contains installation, operation and mainte-
dangers present during operation and maintenance of nance instructions for the Knock Detection Module
the engine. -- READ THEM CAREFULLY AND system. There are three chapters within the manual, and
FOLLOW THEM COMPLETELY -- each chapter contains one or more sections. The title of
each chapter or section appears at the top of each page.
Section 1.05 -- General Information -- Provides conver- To locate information on a specific topic, refer to the
sion data, intake manifold calculations, wiring informa- Table Of Contents at the front of the manual or the Index
tion and grounding information. at the back of the manual.
Section 1.10 -- Description Of Operation -- Provides Recommendations and data contained in the manual
basic data on the Knock Detection Module system such are the latest information available at the time of this
as: system description, theory of operation, and printing and are subject to change without notice. Since
definitions. engine accessories may vary due to customer specifica-
tions consult your local distributor or Waukesha Engine
Division Service Operations Department for any in-
formation on subjects beyond the scope of this manual.
FORM 6285 First Edition ix

CHAPTER 1 -- SAFETY AND GENERAL
CONTENTS
SECTION 1.00 - SAFETY
SECTION 1.05 - GENERAL INFORMATION
SECTION 1.10 - DESCRIPTION OF OPERATION
FORM 6285 First Edition

SECTION 1.00
SAFETY
SAFETY INTRODUCTION
The following safety precautions are published for your
information. Waukesha Engine Division, Dresser Equip- This symbol identifies information about immediate
ment Group, Inc., does not, by the publication of these hazards. Disregarding this information will result in
precautions, imply or in any way represent that they are SEVERE PERSONAL INJURY OR DEATH.
the sum of all dangers present near industrial engines or
fuel rating test units. If you are installing, operating or
servicing a Waukesha product, it is your responsibility to SAFETY TAGS AND DECALS
ensure full compliance with all applicable safety codes
and requirements. All requirements of the Federal
Occupational Safety and Health Act must be met when
Waukesha products are operated in areas that are To avoid severe personal injury or death, all warning
under the jurisdiction of the United States of America. tags and decals must be visible and legible to the
Waukesha products operated in other countries must be operator while the equipment is operating.
installed, operated and serviced in compliance with any
and all applicable safety requirements of that country.
For details on safety rules and regulations in the United EQUIPMENT REPAIR AND SERVICE
States, contact your local office of the Occupational Proper maintenance, service and repair are important to
Safety and Health Administration (OSHA). the safe, reliable operation of the unit and related
The words “danger,” “warning,” “caution” and “note” are equipment. Do not use any procedure not recom-
used throughout this manual to highlight important mended in the Waukesha Engine manuals for this
information. Be certain that the meanings of these alerts equipment.
are known to all who work on or near the equipment.
NOTE: This symbol identifies information which is
NECESSARY TO THE PROPER OPERATION, MAIN- To prevent severe personal injury or death, always
TENANCE OR REPAIR OF THE EQUIPMENT. stop the unit before cleaning, servicing or repairing
the unit or any driven equipment.
This symbol identifies in-
formation about hazards Place all controls in the OFF position and disconnect or
or unsafe practices. Disregarding this information lock out starters to prevent accidental restarting. If
could result in PRODUCT DAMAGE AND/OR PER- possible, lock all controls in the OFF position and take
SONAL INJURY. the key. Put a sign on the control panel warning that the
unit is being serviced.
Close all manual control valves, disconnect and lock out
all energy sources to the unit, including all fuel, electric,
This symbol identifies information about hazards or hydraulic, and pneumatic connections.
unsafe practices. Disregarding this information Disconnect or lock out driven equipment to prevent the
could result in SEVERE PERSONAL INJURY OR possibility of the driven equipment rotating the disabled
DEATH. engine.
FORM 6285 First Edition 1.00 -- 1

SAFETY
CHEMICALS
GENERAL
To avoid severe personal injury or death, ensure
that all tools and other objects are removed from the
unit and any driven equipment before restarting the
unit. Always read and comply with safety labels on all
containers. Do not remove or deface the container
labels. Improper handling or misuse could result in
severe personal injury or death.
Allow the engine to cool to room temperature before
cleaning, servicing or repairing the unit. Hot compo- CLEANING SOLVENTS
nents or fluids can cause severe personal injury or
death.
Some engine components and fluids are extremely hot Comply with the solvent manufacturer’s recom-
even after the engine has been shut down. Allow mendations for proper use and handling of sol-
sufficient time for all engine components and fluids to vents. Improper handling or misuse could result in
cool to room temperature before attempting any service severe personal injury or death. Do not use gaso-
procedure. line, paint thinners or other highly volatile fluids for
cleaning.
ACIDS LIQUID NITROGEN/DRY ICE
Comply with the acid manufacturer’s recommenda- Comply with the liquid nitrogen/dry ice manufactur-
tions for proper use and handling of acids. Improper er’s recommendations for proper use and handling
handling or misuse could result in severe personal of liquid nitrogen/dry ice. Improper handling or use
injury or death. could result in severe personal injury or death.
BATTERIES COMPONENTS
HEATED OR FROZEN
Comply with the battery manufacturer’s recommen-

dations for procedures concerning proper battery
use and maintenance. Improper maintenance or Always wear protective equipment when installing
misuse could result in severe personal injury or or removing heated or frozen components. Some
death. components are heated or cooled to extreme
temperatures for proper installation or removal.
Direct contact with these parts could cause severe
personal injury or death.
BODY PROTECTION
INTERFERENCE FIT
Always wear OSHA approved body, sight, hearing

and respiratory system protection. Never wear Always wear protective equipment when installing
loose clothing, jewelry or long hair around an or removing components with an interference fit.
engine. The use of improper attire or failure to use Installation or removal of interference components
protective equipment may result in severe personal may cause flying debris. Failure to use protective
injury or death. equipment may result in severe personal injury or
death.
1.00 -- 2 FORM 6285 First Edition

SAFETY
COOLING SYSTEM IGNITION
Avoid contact with ignition units and wiring. Ignition

Always wear protective clothing when venting,
flushing or blowing down the cooling system. system components can store electrical energy and
if contacted can cause electrical shocks. Electrical
Operational coolant temperatures can range from
180° -- 250° F (82° -- 121° C). Contact with hot coolant shock can cause severe personal injury or death.
or coolant vapor can cause severe personal injury
or death.
Properly discharge any electrical component that

has the capability to store electrical energy before
Do not service the cooling system while the engine connecting or servicing that component. Electrical
shock can cause severe personal injury or death.
is operating or when the coolant is hot. Operational
coolant temperatures can range from 180° -- 250° F
(82° -- 121° C). Contact with hot coolant or vapor can
cause severe personal injury or death. EXHAUST
ELECTRICAL
Do not inhale engine exhaust gases. Exhaust gases
GENERAL are highly toxic and could cause severe personal
injury or death.
Ensure exhaust systems are leak free and that all

Do not install, set up, maintain or operate any exhaust gases are properly vented.
electrical components unless you are a technically
qualified individual who is familiar with the electri-
cal elements involved. Electrical shock can cause
severe personal injury or death. Do not touch or service any heated exhaust compo-
nents. Allow sufficient time for exhaust compo-
nents to cool to room temperature before
attempting any service procedure. Contact with hot
exhaust system components can cause severe
Disconnect all electrical power supplies before
making any connections or servicing any part of the
electrical system. Electrical shock can cause se-
vere personal injury or death.
FIRE PROTECTION
Refer to local and federal fire regulations for

guidelines for proper site fire protection. Fires can
cause severe personal injury or death.

SAFETY
FUELS INTOXICANTS AND NARCOTICS

GENERAL
Do not allow anyone under the influence of intoxi-

cants and/or narcotics to work on or around
Ensure that there are no leaks in the fuel supply.
industrial engines. Workers under the influence of
Engine fuels are highly combustible and can ignite
intoxicants and/or narcotics are a hazard both to
or explode causing severe personal injury or death.
themselves and other employees and can cause
severe personal injury or death to themselves or
GASEOUS
others.
Do not inhale gaseous fuels. Some components of PRESSURIZED FLUIDS/GAS/AIR

fuel gas are odorless, tasteless, and highly toxic.
Inhalation of gaseous fuels can cause severe
Never use pressurized fluids/gas/air to clean cloth-
ing or body parts. Never use body parts to check for
leaks or flow rates. Pressurized fluids/gas/air in-
jected into the body can cause severe personal
Shut off the fuel supply if a gaseous engine has
injury or death.
been cranked excessively without starting. Crank
the engine to purge the cylinders and exhaust Observe all applicable local and federal regulations
system of accumulated unburned fuel. Failure to relating to pressurized fluid/gas/air.
purge accumulated unburned fuel in the engine and
exhaust system can result in an explosion resulting
in severe personal injury or death. PROTECTIVE GUARDS
LIQUID
Provide guarding to protect persons or structures

from rotating or heated parts. Contact with rotating
Do not ingest liquid fuels or breathe in their vapors. or heated parts can result in severe personal injury
Liquid fuels may be highly toxic and can result in or death.
It is the responsibility of the engine owner to specify
and provide guarding.
Use protective equipment when working with liquid SPRINGS

fuels and related components. Liquid fuel can be
absorbed into the body resulting in severe personal
injury or death.
Use appropriate equipment and protective gear
when servicing or using products that contain
springs. Springs, under tension or compression,
can eject if improper equipment or procedures are
used. Failure to take adequate precautions can
result in serious personal injury or death.

SAFETY
TOOLS WEIGHT
ELECTRICAL
Always consider the weight of the item being lifted

and use only properly rated lifting equipment and
Do not install, set up, maintain or operate any
approved lifting methods. Failure to take adequate
electrical tools unless you are a technically quali-
precautions can result in serious personal injury or
fied individual who is familiar with them. Electrical
death.
tools use electricity and if used improperly could
cause severe personal injury or death.
HYDRAULIC
Never walk or stand under an engine or component
while it is suspended. Failure to adhere to this could
result in severe personal injury or death.
hydraulic tools unless you are a technically quali-
fied individual who is familiar with them. Hydraulic WELDING
tools use extremely high hydraulic pressure and if
used improperly could cause severe personal injury GENERAL
or death.
Always follow recom- Comply with the welder manufacturer’s recommen-

mended procedures dations for procedures concerning proper use of
when using hydraulic tensioning devices. Improper the welder. Improper welder use can result in severe
use of hydraulic tensioning tools can cause severe personal injury or death.
engine damage.
ON ENGINE
PNEUMATIC
Ensure that the welder is
properly grounded be-
fore attempting to weld on or near an engine. Failure
Do not install, set up, maintain or operate any to properly ground the welder could result in severe
pneumatic tools unless you are a technically quali-
engine damage.
fied individual who is familiar with them. Pneumatic
tools use pressurized air and if used improperly
could cause severe personal injury or death. Disconnect the ignition
harness before welding
MANOMETER on or near an engine to eliminate charging of an
ignition system capacitor. Failure to disconnect the
Do not use measuring ignition harness could result in severe engine
tools that contain mercu- damage.
ry. Use a digital manometer capable of measuring
inches of mercury in place of a mercury manometer.
Mercury manometers contain mercury, a hazardous
material. Improper handling or misuse of mercury
could result in personal injury.

SECTION 1.05
GENERAL INFORMATION
Table 1.05-1. English To Metric Formula Conversion Table

CONVERSION FORMULA EXAMPLE
Inches and any fraction in decimal equivalent
Inches to Millimeters multiplied by 25.4 equals millimeters. 2-5/8 in. = 2.625 x 25.4 = 66.7 mm
Cubic Inches to Litres Cubic inches multiplied by 0.01639 equals litres. 9388 cu. in. = 9388 x 0.01639 = 153.9 L
Ounces to Grams Ounces multiplied by 28.35 equals grams. 21 oz. = 21 x 28.35 = 595 g
Pounds to Kilograms Pounds multiplied by 0.4536 equals kilograms. 22,550 lb. = 22,550 x 0.4536 = 10,229 kg
Inch pounds multiplied by 0.113 equals
Inch Pounds to Newton--meters Newton--meters. 360 in-lb = 360 x 0.113 = 40.7 N×m
Foot pounds multiplied by 1.3558 equals

Foot Pounds to Newton--meters Newton--meters. 145 ft-lb = 145 x 1.3558 = 197 N×m
Pounds per square inch multiplied by 0.0690

Pounds per Square Inch to Bars equals bars. 9933 psi = 9933 x 0.0690 = 685 Bar
Pounds per Square Inch to Pounds per square inch multiplied by 0.0703
Kilograms per Square Centimeter equals kilograms per square centimeter. 45 psi = 45 x 0.0703 = 3.2 kg/cm2
Pounds per Square Inch to Pounds per square inch multiplied by 6.8947
Kilopascals equals kilopascals. 45 psi = 45 x 6.8947 = 310 kPa
Fluid ounces multiplied by 29.57 equals

Fluid Ounces to Cubic Centimeters cubic centimeters. 8 oz. = 8 x 29.57 = 237 cc
Gallons to Litres Gallons multiplied by 3.7853 equals litres. 148 gal. = 148 x 3.7853 = 560 L
Degrees Fahrenheit to Degrees Degrees Fahrenheit minus 32 divided by 1.8
Centigrade equals degrees Centigrade. 212° F -- 32 ¸ 1.8 = 100° C
Table 1.05-2. Metric To English Formula Conversion Table

CONVERSION FORMULA EXAMPLE
Millimeters to Inches Millimeters multiplied by 0.03937 equals inches. 67 mm = 67 x 0.03937 = 2.6 in.
Litres to Cubic Inches Litres multiplied by 61.02 equals cubic inches. 153.8 L = 153.8 x 61.02 = 9385 cu. in.
Grams to Ounces Grams multiplied by 0.03527 equals ounces. 595 g = 595 x 0.03527 = 21.0 oz.
Kilograms to Pounds Kilograms multiplied by 2.205 equals pounds. 10,228 kg = 10,228 x 2.205 = 22,553 lb.
Newton--meters multiplied by 8.85 equals
Newton--meters to Inch Pounds inch pounds. 40.7 N×m = 40.7 x 8.85 = 360 in-lb
Newton--meters multiplied by 0.7375 equals

Newton--meters to Foot Pounds foot pounds. 197 N×m = 197 x 0.7375 = 145 ft-lb
Bars multiplied by 14.5 equals pounds per

Bars to Pounds per Square Inch square inch. 685 Bar = 685 x 14.5 = 9933 psi
Kilograms per Square Centimeter Kilograms per square centimeter multiplied by

to Pounds per Square Inch (psi) 14.22 equals pounds per square inch. 3.2 kg/cm2 = 3.2 x 14.22 = 46 psi
Kilopascals to Pounds per Square Inch Kilopascals multiplied by 0.145 equals pounds
(psi) per square inch. 310 kPa = 310 x 0.145 = 45.0 psi
Cubic centimeters multiplied by 0.0338 equals

Cubic Centimeters to Fluid Ounces fluid ounces. 236 cc = 236 x 0.0338 = 7.98 oz.
Litres to Gallons Litres multiplied by 0.264 equals gallons. 560 L = 560 x 0.264 = 148 gal.
Degrees Centigrade to Degrees Degrees Centigrade multiplied by 1.8 plus 32
Fahrenheit equals degrees Fahrenheit. 100° C = 100 x 1.8 + 32 = 212° F

GENERAL INFORMATION
WIRING REQUIREMENTS 6. A small “drip loop” should be formed in all wires

before entering the electrical devices. This drip loop
All electrical equipment and wiring shall comply with
will reduce the amount of moisture entering electrical
applicable local codes. This Waukeshaâ standard
device via the wires if an electrical grade RTV does not
defines additional requirements for Waukesha engines.
seal completely.
7. The following procedures should be followed for

wires entering engine junction boxes:
Do not install, set up, maintain, or operate any
electrical components unless you are a technically · Bottom entrance best and side entrance second
qualified individual who is familiar with the electri- best.
severe personal injury or death. · Insert grommet in opening to protect wires.
· Wires to contain “drip loop” before entering box,

except where using bottom entrance.
Disconnect all electrical power supplies before · When installing flexible conduit, use straight connec-
making any connections or servicing any part of the tor for side entrance. If top entrance is required, use
electrical system. Electrical shock can cause se- elbow connector.
8. If wire harness has a covering, clamp harness so
1. Whenever two or more wires run together, they openings of covering are downward.
should be fastened together at no more than four (4) to 9. The routing of wires should be determined for
six (6) inch intervals, closer where necessary, with tape. reliability and appearance and not by shortest distance.
2. All wires should be mounted off hot areas of the 10. Installation connection wire must be coiled and
engine with insulated clips, at intervals of no more than secured to provide protection during shipment.
twelve (12) inches, closer where necessary. Wires must
never be run closer than six (6) inches to exhaust 11. Each end of flexible metal conduit must have an
manifolds, turbochargers, or exhaust pipes. insulating sleeve to protect wires from chafing.
3. In cases where wires do not run over the engine, they
should be fastened to rigid, non--moving bodies with
insulated clips when possible or tie wraps. Fasteners
Always label “HIGH VOLTAGE” on engine mounted
should be spaced at no more than twelve (12) inch
equipment over 24 volts. Failure to adhere to this
intervals.
warning could result in personal injury or death.
4. When wires run through holes, rubber grommets
should be installed in holes to protect the wires. Wires 12. All engine mounted electrical equipment over
should never be run over rough surfaces or sharp edges 24 volts shall have “HIGH VOLTAGE” warning decal.
without protection (see Item 11). Decal to be attached to all the equipment and junction
boxes on visible surface (vertical surface whenever
possible).
Do not use non--electri-
cal grade RTVs. Non -- 13. Wiring that is routed in rigid or flexible conduit shall
electrical RTVs can emit corrosive gases that can have all wire splices made only in junction boxes, outlet
damage electrical connectors. boxes, or equipment boxes. Wire splices shall not be
located in the run of any conduit.
5. An electrical grade RTV should be applied around
the wires entering all electrical devices such as Murphy
Junction Boxes and gas valves, Syncro Start speed
switches, microswitch boxes used in conjunction with
safety equipment, solenoids, etc. An electrical grade
RTV is to be applied immediately after wire installation
and prior to the engine entering the test room.

GENERAL INFORMATION
POWER REQUIREMENTS FOR CUSTOM by drawing energy from the power supply as quickly as
ENGINE CONTROLä PRODUCTS possible, resulting in a high current flow (typically
30 amps or more) in the power supply wiring for a short
Table 1.05-3 provides you with the power requirements period of time.
for Waukesha’s Custom Engine Controlä (CEC) prod-
ucts. An oscilloscope must be used to verify ripple The average ignition system current remains low
limitations. All power connections must be in accor- (1 or 2 amps depending on the number of cylinders,
dance with the applicable electrical codes. engine speed, and supply voltage) since the high
current only flows for the short period of time and
NOTE: To power the CEC Ignition Module, a nominal virtually no current flows the rest of the time. However,
supply of 24 VDC with less than a 2 volt peak--to--peak the wiring must be sized for the high instantaneous
ripple is recommended for compatibility with other CEC currents. In addition, the grounding, particularly where
products. the ground is “referenced,” becomes more critical when
electronic controls are used on engines having this type
CAPACITIVE DISCHARGE AND of CD ignition system.
GROUNDING With ignition power supply currents of approximately
A Capacitive Discharge (CD) ignition system, such as 30 amps, the resistive voltage drop of the wiring can
the CEC Ignition Module, requires an external power easily reach a volt or two. As a result, it is necessary to
source and special wiring requirements. reference all of the grounds to the same point. Since
This ignition system contains several large energy many electronic sensors are internally grounded, the
storage capacitors. When firing a spark plug, the energy engine crankcase has been chosen as THE GROUND
stored in one of these capacitors is rapidly discharged reference to minimize problems with sensor signals. By
into an ignition coil which converts it to the high tension following the recommended wiring and grounding
ignition voltage. Having been discharged, the energy procedures, the concerns associated with the ignition
storage capacitor must then be recharged to be ready to power supply wiring voltage drops can be greatly
fire again. The storage capacitor is typically recharged reduced or eliminated.
Table 1.05-3. Power Requirements For Waukesha Custom Engine Controlä Products
NOMINAL OPERATING PEAK--TO--

CEC PRODUCT VOLTAGE RANGE PEAK OPERATING CURRENT (amps)
(volts DC) (volts DC) RIPPLE
(volts AC)
Ignition Module (IM) 24* 10.0 -- 32.0** less than 2** 2 (typical)
Detonation Sensing Module
(DSM) System 24* 21.6 -- 30.0 less than 2 1.5
Air/Fuel Module (AFM) System 24* 21.6 -- 30.0 less than 2 2.5
(all rich burn applications)
18.0
(lean burn applications on VHP 6 cylinder and all
VGF engines)
32.0
(lean burn applications on all ATGL and VHP 12 &
16 cylinder engines)
Turbocharger Control
Module (TCM) I and II System 24* 21.6 -- 30.0 less than 2 1.5
Knock Detection Module

(KDM) System 24* 12.0 -- 36.0 less than 2 0.2
NOTE: *The voltage specifications provided in this table apply to the power that is to be supplied to the CEC modules. The CEC modules will
supply the correct voltage specification(s) to other system components if required, such as oxygen sensors used in the AFM system.
**For compatibility with other CEC products, a nominal supply of 24 VDC with less than a 2 volt peak--to--peak ripple is recommended
to power the IM and the KDM.

SECTION 1.10
DESCRIPTION OF OPERATION
CUSTOM ENGINE CONTROLä

KNOCK DETECTION MODULE SYSTEM
SYSTEM DESCRIPTION
Detonation is the autoignition of the unconsumed end
gas after the spark plug has fired during a normal
flame--front reaction in an engine’s combustion cham-
ber. When this happens, two pressure waves, created
by the two flame--fronts, slam together creating a high
pressure pulse which causes an audible “ping” or
“knock” known as detonation. Avoiding detonation
conditions is critical since detonation is typically
destructive to engine components.
Detonation is caused by site conditions and/or engine
misadjustment, not the engine. The conditions that
promote detonation are extremely complex. See
“Detonation Theory” in this section for a definition of Figure 1.10-1. CEC Knock Detection Module
detonation and examples of detonation promoters and
reducers.
COMPONENTS
In order to detect detonation or knock, Waukesha
Engine has developed an electronic Custom Engine The KDM system includes the KDM module, two knock
Controlä (CEC) Knock Detection Module (KDM) system sensors, and harnesses that may vary depending on the
for VGF F18/H24 GL, GLD, and GSID engines (see application.
Figure 1.10-1). The KDM system protects Waukesha ENGINES SERVED
VGF spark ignited gas engines from catastrophic
damage due to detonation. The KDM system is designed to function with spark
ignited Waukesha VGF F18/H24 GL, GLD, and GSID
NOTE: For maximum engine protection, the KDM gaseous fueled engines.
system must be connected to a safety shutdown.
IGNITION SYSTEMS SERVED
The KDM was introduced to offer a simple and cost
effective knock protection option for VGF F18/H24 GL, The KDM was designed to operate with the CEC Ignition
GLD and GSID engines, since the DSM is available for Module or Altronicâ III. The KDM uses the G--lead and
ATGL, VHP, and VGF L36/P48 engines only. the positive lead of #1 coil of these systems to determine
The KDM, using a terminal in the junction box, provides the number of cylinders and engine speed.
a sinking circuit (connection to ground) which becomes Since the KDM uses the #1 primary coil to detect engine
disconnected when detonation occurs. The sinking speed, multi--spark ignition systems, which fire several
circuit can be used to control a fuel solenoid valve, times each engine cycle, will cause the KDM to read
activate lights or alarms, or trigger PLC (Programmable unacceptable engine speeds. This may cause the LED
Logic Controller) functions such as engine load reduc- to turn off.
tion or alternate timing. The DSM, on the other hand,
controls the timing of an engine by advancing and
retarding the timing of individual cylinders, optimizing
engine performance. The KDM does not control
timing.
NOTE: The circuit sinks a maximum of 3 amps, 36 VDC.
CANADIAN STANDARDS ASSOCIATION (CSA) THEORY OF OPERATION

The KDM system meets Canadian Standards Association The KDM is a stand alone system for detecting
(CSA) Class I, Group D, Division 2, T4 Hazardous detonation in Waukeshaâ six and eight cylinder VGF
Location requirements. Under this classification, the gaseous fueled engines. Once connected, the KDM
KDM system can operate safely in locations where uses the G--lead and the #1 primary coil of the CEC
gases are contained within closed containers and can Ignition Module or Altronicâ III to detect the number of
only escape with an accidental rupture. cylinders and engine speed.
Never substitute any NOTE: All of the functions and detection parameters of
components of the CSA the KDM are programmed by the manufacturer and are
certified KDM system. Substitution of components not user adjustable.
may impair suitability for Class I, Group D, The KDM system senses detonation with a technique
Division 2, T4 Hazardous Location requirements. called “windowing.” This technique allows the KDM
Disregarding this information could result in system to look for detonation only during that portion of
product damage and/or personal injury. the combustion cycle in which detonation is most likely
to occur.
OPERATOR INTERFACE
The “window” opens shortly after the spark plug fires to
The KDM is equipped with a light (LED) on the front eliminate the effects of ignition noise. This noise is
panel that informs site personnel of system status (see caused by the firing of the spark plug and subsequent
Figure 1.10-2). The light is on when the KDM is “ring--out” of coils. The “end of sample window” is closed
powered and functioning properly with the knock near the end of the combustion event. This is a
sensors connected. The light is off when there is a fault predetermined angle after top dead center (ATDC) in
or there is no power to the KDM. crankshaft degrees at which the “window” is closed (see
Figure 1.10-3).
For maximum engine protection, the KDM system PRESSURE, PSIA

must be connected to a safety shutdown. The KDM
is considered an engine protection device and, as
such, must be connected to shut down the engine if START OF DETONATION
COMBUSTION
the engine goes into detonation. Disregarding this
information could result in SEVERE PERSONAL END OF SAMPLE
OPEN SAMPLE WINDOW
INJURY OR DEATH. WINDOW
NOTE: Refer to Section 2.10 KDM System Power, IGNITION

SPARK
Ground, And Alarm Connections for installation.
1 2 3 4
STATUS LED
30° TDC 30° 60°

TIME, DEGREES OF CRANKSHAFT ROTATION
Figure 1.10-3. Windowing Chart -- Example Values
When detonation occurs, a unique vibration is pro-

duced at a known frequency (knock frequency). This
frequency is just one of many created by the engine’s
different vibrations. The knock sensors convert these
vibrations into electrical signals which are filtered by
the KDM. When the signal, filtered for the knock
frequency, exceeds a predetermined limit (detonation
Figure 1.10-2. KDM Status LED
threshold), the KDM provides a signal which can be
used to shut down the engine.

When connected and powered, the KDM module NOTE: All of the functions and detection parameters of
provides a CLOSED circuit (connection to ground) which the KDM are programmed by the manufacturer and are
can be used to control a shutdown device or trigger not user adjustable.
remote devices such as alarms or lights. This “sinking
circuit” can also be used to signal a customer’s DETONATION THEORY
Programmable Logic Controller (PLC) to off--load the Detonation has been a known adversary of engine
engine or switch to alternate timing. If the KDM is not operation for many years. Avoiding detonation conditions
powered, the sinking circuit will be OPEN (ungrounded). is critical since detonation is typically destructive to engine
When detonation occurs often enough to exceed the components. Severe detonation often damages pistons,
shutdown threshold (a predetermined number of deto- cylinder heads, valves, and piston rings. Damage from
nations within a given number of cylinder firings), the detonation will eventually lead to complete failure of
sinking circuit will become OPEN. The shutdown the affected part. Detonation is preventable; however,
threshold prevents the engine from being shut down the conditions which promote detonation are extremely
unnecessarily if intermittent detonation is detected (see complex and many variables can promote detonation
Figure 1.10-4). The shutdown threshold does not at any one time. This section defines detonation and
represent the severity of knock that occurs, but rather gives examples of detonation promoters and reducers.
the number of times which knock has been detected. An In normal combustion, the forward boundary of the
engine with all cylinders in detonation will exceed the burning fuel is called the “flame--front.” Research has
shutdown threshold more rapidly than an engine with a shown that combustion in a gaseous air/fuel homoge-
single cylinder in detonation. Once the sinking circuit neous mixture ignited by a spark is characterized by the
becomes OPEN, it will remain OPEN until one of the more or less rapid development of a flame that starts
following conditions is satisfied at which time the KDM from the ignition point and spreads continually outward in
automatically resets: the manner of a grass fire. When this spread continues to
· The detection of knock ceases and the engine speed the end of the chamber without abrupt change in its
drops below 5 rpm for 5 seconds. speed or shape, combustion is called “normal.” When
analyzing detonation, however, combustion is never
· The detection of knock ceases and the engine speed normal.
stays above 600 rpm for 20 seconds.
INTERMIT-
TENT NO NO
KNOCK KNOCK KNOCK KNOCK KNOCK
SHUTDOWN
SIGNAL
ACTIVE
KNOCK OCCURRENCES
SHUTDOWN THRESHOLD
SHUTDOWN
INACTIVE
SIGNAL
N N+6 N + 12 N + 18 N + 24 N + 30 N + 36 N + 42 N + 48
CYLINDERS FIRED
Figure 1.10-4. Shutdown Threshold

Detonation is due to the autoignition of the end gas after During “grass--detonation,” the grass would begin
spark ignition has occurred which is that part of the burning normally, but before the flames could sweep
air/fuel charge which has not yet been consumed in the through the length of the field, some portion of the
normal flame--front reaction. When detonation occurs, it unburned grass would burst into flames. When this
is because compression of the end gas by expansion of happens in the combustion chamber of an engine, two
the burned part of the charge raises its temperature and pressure waves, associated with the two flame--fronts,
pressure to the point where the end gas autoignites. If slam together and cause the audible “ping” or “knock.”
the reaction of autoignition is sufficiently rapid and a Detonation Threshold: Voltage comparison that a
sufficient amount of end gas is involved, the two knock sensor signal must exceed before the engine is
flame--fronts will collide with sufficient force to be heard. considered to be in detonation (not user programmable).
This is referred to as audible “ping” or “knock.”
End of Sample Window: This is a predetermined angle
The tendency to detonate will depend chiefly on the after top dead center (ATDC) in crankshaft degrees at
temperature and pressure of the end gas in the which the window is closed. The window is used so that
combustion chamber. Any change in engine operating detonation is only looked for during the combustion
characteristics which affects end gas temperature will event (not user programmable).
determine whether combustion will result with or without Free Wheeling Diode: A diode added across the coils
detonation. The greater the end gas pressure and of a relay or solenoid to suppress the high induced
temperature and the time to which the end gas is voltages that may occur when equipment is turned off.
exposed to this severe stress, the greater will be the
tendency for the fuel to detonate. Incendive Circuit: A circuit in which a spark or thermal
effect that may occur is capable of causing an ignition of
Detonation is an extremely complex subject when a test gas mixture.
dealing with internal combustion engines. The number of
Knock Frequency: The unique vibration or frequency
unpredictable variables in actual field running engines
that an engine exhibits while in detonation. The user
can be enormous. Table 1.10-1 lists the promoters and
selects the knock frequency that the KDM will detect
reducers of detonation.
based on application.
Table 1.10-1. Detonation Promoters And Reducers
Knock: Engine detonation.
PROMOTERS REDUCERS
Knock Sensor: Converts engine vibration to an
Higher Cylinder Temperature Lower Cylinder Temperatures electrical signal to be used by the KDM to isolate the
Lower Octane Fuels Higher Octane Fuels “knock” frequency.
More Advanced Spark Timing Less Advanced Spark Timing LED: Light Emitting Diode. A semiconductor that emits
Higher Compression Ratios Lower Compression Ratios light (not a light bulb) and is used as status indicator,
Higher Air Inlet Pressure Lower Air Inlet Pressure located on the front of the KDM.
Higher Coolant Temperatures Lower Coolant Temperatures Non--incendive Circuit: A circuit in which any spark or
Lower Engine Speeds Higher Engine Speeds thermal effect that may occur in normal use is incapable
of causing an ignition of a test gas mixture.
Lower Atmospheric Humidity Higher Atmospheric Humidity
Higher Engine Load Lighter Engine Load Shutdown Signal: The KDM output that indicates
whether or not the engine is in detonation. The KDM
Stoichiometric Air/Fuel Ratio Lean or Rich Air/Fuel Ratios
(Rich Burn Engine) (Without Engine Overload) defaults to an inactive shutdown signal. The signal
becomes active when the engine goes into detonation
Rich Air/Fuel Ratio
(Lean Burn Engine) Lean Air/Fuel Ratios or the KDM loses power (see sinking circuit).
Higher Intake Manifold Air Lower Intake Manifold Air Shutdown Threshold: The number of occurrences of
Temperatures Temperatures knock that must occur before the shutdown signal
switches to active (not user programmable).
DEFINITIONS Sinking Circuit: An electronic switching circuit with a
Detonation: Detonation occurs when part of the air/fuel single output terminal used to provide a path to ground.
charge cannot wait for the normal flame--front, which This mechanism can be used as a trigger to drive
was started by the spark plug, to pass completely remote devices such as alarms, lights, and relays. The
through the combustion chamber. The advancing circuit is designed to handle a maximum current rating
flame--front heats and squeezes the unburned mixture of 3 amps and a maximum voltage rating of 36 VDC
until it explodes or autoignites. A good comparison is a (no AC voltages are allowed)(see shutdown).
grass fire. Normal combustion is similar to a grass fire. It
Windowing: A technique which allows the KDM system
begins at one end of a field, and the flame--front
to look for detonation only during the combustion time
progresses in an orderly manner through the field.
when detonation could be present.
When all of the grass is burned, the combustion stops.
CHAPTER 2 -- KNOCK DETECTION MODULE SYSTEM INSTALLATION
CONTENTS
SECTION 2.00 - MOUNTING KDM SYSTEM COMPONENTS
SECTION 2.05 - KDM SYSTEM COMPONENT CONNECTIONS
SECTION 2.10 - KDM SYSTEM POWER, GROUND, AND ALARM

CONNECTIONS

SECTION 2.00
MOUNTING KDM SYSTEM COMPONENTS
SYSTEM COMPONENTS MOUNTING KNOCK SENSORS

The KDM system includes the KDM module, two knock The following items are needed for field installation of
sensors, and harnesses that may vary depending on the the knock sensors on an engine crankcase without
application. predrilled knock sensor mounting holes:
This chapter, Chapter 2 Knock Detection Module · Drill/tap fixture kit (P/N 472073) (see Figure 2.00-1)
System Installation, explains how to mount the compo-
nents of the KDM system (Section 2.00), make wire · 1/4 inch drill bit (not included in kit)
harness connections (Section 2.05), make power
connections to the KDM (Section 2.10), and make · 7/16 inch drill bit (not included in kit)
shutdown/alarm connections (Section 2.10). Wiring
diagrams are included in Section 2.10. KNOCK SENSOR MOUNTING STEPS
Two knock sensors are installed on each VGF inline
engine. For six cylinder VGF engines the knock
sensors are installed between cylinders #2--#3 and
For maximum engine protection, the KDM system #4--#5 (see Figure 2.00-9), and between cylinders
must be connected to a safety shutdown. The KDM #2--#3 and #6--#7 for eight cylinder VGF engines (see
is considered an engine protection device and, as Figure 2.00-9). As of December 1, 1998, all six and eight
such, must be connected to shut down the engine if cylinder VGF crankcases are drilled at the factory to
the engine goes into detonation. Disregarding this accommodate the installation of the knock sensors. If the
information could result in SEVERE PERSONAL knock sensor holes are predrilled, remove plug from
INJURY OR DEATH. hole and continue with Step 17. If the knock sensor
holes are not predrilled, continue with Step 1.
1. Remove the upper right and upper left capscrews of
the two adjacent camshaft access covers. Secure any
brackets, tubing, or wiring that may be connected to
these capscrews (see Figure 2.00-2).
NOTE: On VGF F18 engines, it will be necessary to

remove the auxiliary rocker shaft locknut and lockscrew,
between cylinders #2 and #3, in order for the drill fixture
to seat properly (see Figure 2.00-2).
NOTE: On VGF F18 engines, remove the right most

(rear) oil filter to gain access to the knock sensor drill/tap
location. Cover oil filter base to keep debris from falling
into engine.
Figure 2.00-1. Drill/Tap Fixture Kit

Do not drill deeper than

3/4 in. (20 mm) deep or
the drill bit will break through the crankcase.
CAPSCREWS 5. Oil the bushing hole and drill a 1/4 inch hole 3/4 in.
(20 mm) deep using the bushing as a guide. Oil drill bit
as necessary while drilling.
6. Remove the 1/4 inch bushing from the drill fixture.
Place the 7/16 inch bushing into the drill fixture and lock
LOCKNUT CAP into place. Oil the bushing hole and drill a 7/16 inch hole
3/4 in. (20 mm) deep using the bushing as a guide. Oil
CAMSHAFT drill bit as necessary while drilling.
ACCESS
COVERS
7. Remove the 7/16 inch bushing from the drill fixture.
Insert the spotface bushing into the drill fixture and lock
Figure 2.00-2. Auxiliary Rocker Shaft Locknut Cap
into place.
2. Examine crankcase area where knock sensor is to

Drilled and tapped hole
be located. Secure any loose wires or tubes that may be
(knock sensor surface)
in the area.
must be flat, smooth (RMS 125), and perpendicular
3. Using the two ferry capscrews (10 x 40 mm) included to the drilled hole. Make sure knock sensor mount-
with the tool kit, secure the drill fixture to the adjacent ing surface is free of paint. If the knock sensor is not
door bolt holes of the camshaft access covers (see mounted square with crankcase surface or if
Figure 2.00-3). Tighten ferry capscrews. Keep drill fixture crankcase surface is not within RMS 125, the knock
in place until Step 15. sensor WILL provide incorrect signals to the KDM
system.
NOTE: On VGF F18 engines, spacers are required
when mounting the drill fixture to the breather baffle box 8. Insert the spotface tool into the drill fixture and
(if equipped), when drilling between cylinders #4 and spot--face the surface surrounding the drilled hole.
#5, in order to keep the drill fixture parallel to the Ensure that surface is smooth and flat.
mounting surface.
9. Remove the spotface tool and bushing from the drill
4. Place the 1/4 inch bushing into the drill fixture. Align fixture.
the notch in the bushing with the lock screw in the
fixture. Turn the bushing slightly clockwise to lock the 10. Use the deburring tool to create a slight chamfer in
bushing in place. This will prevent the bushing from the 7/16 inch drilled hole.
turning while drilling (see Figure 2.00-3).
11. Clean debris from the drilled hole.
12. Place 31/64 inch tap bushing into the drill fixture.
DRILL
BUSHING FIXTURE 13. Oil and place 12 mm x 1.25 tap into bushing. Using
bushing as a guide, tap hole until tap just touches
bottom. Oil as necessary while tapping. Remove the tap
and clean threaded hole.
NOTE: To prevent tap breakage, do not force tap

against bottom of blind hole.
CAPSCREW 14. Use 12 mm x 1.25 bottoming tap to finish tapping
hole. Remove tap.
BUSHING LOCK
NOTCH SCREW 15. Remove the drill fixture and tap bushing from the
crankcase.
CAMSHAFT ACCESS
COVERS 16. Refasten the camshaft access doors using the
capscrews removed in Step 1.
Figure 2.00-3. Drill Fixture Mounting
17. Thoroughly clean hole and area surrounding hole.
Drilled and tapped hole

(knock sensor surface)
must be flat, smooth (RMS 125), and perpendicular to
drilled hole. Make sure knock sensor mounting
surface is free of paint. If the knock sensor is not
mounted square with crankcase surface or if crank-
case surface is not within RMS 125, the knock sensor
WILL provide incorrect signals to the KDM system.
Do not drop or mishan-

dle knock sensor. Knock
sensor damage may occur if knock sensor is
mishandled.
Do not over -- tighten

knock sensor. Over --
tightening will cause damage to the knock sensor.
NOTE: A knock sensor with its connector will extend Figure 2.00-4. KDM Mounting Bracket
about two inches away from the surface of the
crankcase. There should be at least three inches of
clearance perpendicular to the knock sensor surface for
removal.
18. Install knock sensor into the threaded hole. Torque

knock sensor to 20 -- 25 ft-lb (27 -- 34 N×m). Verify that
the knock sensor is seated flat against the crankcase
surface. Knock sensor MUST have full--face contact
with mounting surface. Imperfections in the surface
that the sensor mounts against can cause higher
sensor output.
19. Repeat this mounting procedure for the other knock

sensor mounting location.
MOUNTING KNOCK DETECTION MODULE

Two different mounting brackets are available for the Figure 2.00-5. KDM Bracket/Baffle Box
KDM module. For all VGF H24 engines and F18 engines
without a baffle box, use the KDM bracket (see
Figure 2.00-4). For VGF F18 engines with a baffle box,
use the KDM bracket/baffle box (see Figure 2.00-5).
1. Remove cylinder #5 camshaft access cover and four
capscrews.
2. Mount the correct KDM bracket in place of the

camshaft access cover with four capscrews.
NOTE: On engines made prior to 1991 and equipped

with an engine mounted instrument panel, remount the
instrument panel as necessary to allow clearance for
the KDM bracket or KDM bracket/baffle box.
3. Attach the KDM control box to the KDM bracket with

four bolts (M6 x 20), four washers, four lock washers, Figure 2.00-6. Mounted KDM Module
and four nuts (see Figure 2.00-6).

MOUNTING THE JUNCTION BOX 5. Remove existing IM bracket from the intake manifold.
A new junction box has been provided to accommodate 6. Mount the new junction box/IM bracket to the intake
the KDM system. Depending on your application, it may manifold (see Figure 2.00-7 and Figure 2.00-9) with
be necessary to replace the Custom Engine Controlä four capscrews (M8 x 30) and four washers.
Ignition Module (IM) bracket and remount the IM to the
new junction box/IM bracket (see Figure 2.00-7).
CSA IGNITION SYSTEMS
On engines with flange mounted coils the junction box
and IM are already mounted to the intake manifold with
two separate brackets. The existing junction box must
be removed and replaced with the new junction box
which accommodates added connections for the KDM
system. The two brackets may be replaced by the new
junction box/IM bracket if desired (see Figure 2.00-7),
however, the new junction box will fit on the existing
junction box bracket.
NON--CSA IGNITION SYSTEMS
On engines without flange mounted coils, the IM bracket
must be removed and replaced with the new junction
box/IM bracket, which allows for the mounting of the
new junction box. The new bracket uses the same bolts Figure 2.00-7. Junction Box/IM Bracket
and bolt holes as the old bracket (see Figure 2.00-7).
7. Remount IM to the top of the new junction box/IM
JUNCTION BOX/IM MOUNTING PROCEDURE bracket (see Figure 2.00-8).
NOTE: When remounting the IM, it may be necessary

to reroute the IM harnesses around the new bracket.
8. Mount the junction box to the junction box/IM bracket
(see Figure 2.00-8) or to the existing junction box
bracket if the new junction box/IM bracket is not being
used [four bolts (M6 x 20), eight washers, four lock
washers, and four nuts].
Disconnect all electrical power supplies before

making any connections or servicing any part of the
electrical system. Electrical shock can cause se-
For engines operating with a CSA ignition system,

continue with Step 1. For engines operating with a
non--CSA ignition system continue with Step 4.
1. Carefully disconnect and label all wiring connections
inside the junction box.
2. Remove old junction box from junction box bracket.

If you wish to replace the old brackets with the new
junction box/IM bracket, continue with Step 3. If you
wish to use the existing brackets, continue with Step 8.
3. Remove the old junction box bracket from the engine.
4. Disconnect and remove IM from existing IM bracket. Figure 2.00-8. Mounted Junction Box And IM

IGNITION MODULE
JUNCTION BOX
KNOCK
DETECTION
MODULE
KNOCK SENSORS
6 CYLINDER VGF INLINE ENGINE
IGNITION MODULE
JUNCTION BOX
KNOCK
DETECTION
MODULE
KNOCK SENSORS
8 CYLINDER VGF INLINE ENGINE
Figure 2.00-9. KDM System Component Locations

SECTION 2.05
KDM SYSTEM COMPONENT CONNECTIONS
COMPONENT CONNECTIONS KNOCK SENSORS TO KDM MODULE

In this section, you will be interconnecting the KDM 1. Attach both white plastic connectors of the “sensor to
system components with the KDM harnesses (see module” harness to its corresponding knock sensor.
Figure 2.05-1). This section includes the steps required to The sensor connector closest to the KDM connector
connect knock sensors, junction box and KDM module. attaches to the rear sensor (see Figure 2.05-2).
Power connections are completed in Section 2.10 KDM
System Power, Ground, And Alarm Connections. 2. Attach both ground wires of the “sensor to module”
All KDM system component connections must be in harness to the adjacent camshaft access cover. The
accordance with applicable electrical codes. connection point must be dry and free of paint and other
non--conducting substances.
3. Attach gray connector of the “sensor to module”

harness to non--incendive connector of the KDM
module. Connector lock must snap into place.
cal elements involved. Electrical shock can cause GROUND WIRE
FRONT REAR
All harnesses must be

routed at least four in-
ches away from ignition or other high voltage
KDM CONNECTOR
wiring (including ignition coil primary wiring). If SENSOR CONNECTOR (NON--INCENDIVE)
knock sensor wires are bundled with other wires,
electrical interference may result, affecting the
Figure 2.05-2. “Sensor To Module” Harness
performance of the KDM system.
SENSOR TO
MODULE
HARNESS
JUNCTION BOX
TO MODULE
HARNESS
Figure 2.05-1. KDM System Connections --

CSA Application

KDM SYSTEM COMPONENT CONNECTIONS
KDM MODULE TO JUNCTION BOX

1. Cut conduit to the appropriate length and attach
adapters and electrical fittings as necessary (see
Figure 2.05-3).
CONDUIT
2. Run “module to junction box” harness through ADAPTER
conduit.
HARNESS
3. Attach the labeled wires of the “module to junction CONDUIT
ELECTRICAL
box” harness to the corresponding terminals inside the FITTING
junction box. See Section 2.10 KDM System Power,
Ground, And Alarm Connections “KDM System Wiring
Diagrams” for more information.
4. Verify power supply conforms to specification. See Figure 2.05-3. Harness Conduit And Fittings
Section 2.10 KDM System Power, Ground, And Alarm
Connections “KDM Power Supply Oscilloscope Testing”
for procedure.
5. Attach the 14 pin cylindrical connector of the “module

to junction box” harness to the KDM module incendive
connector (see Figure 2.05-4).
NOTE: Wires may be shortened if necessary.

14 PIN CONNECTOR
TO KDM MODULE
(INCENDIVE)
LABELLED WIRES TO
JUNCTION BOX
Figure 2.05-4. “Module To Junction Box” Harness

Without Conduit Or Adapter

SECTION 2.10
KDM SYSTEM POWER, GROUND, AND ALARM CONNECTIONS
In this section, the 24 VDC power supply will be See Table 2.10-1 for KDM system power requirements.
connected to the KDM system, and alarm and shutdown An oscilloscope must be used to verify that the
connections will be made. This section also contains peak--to--peak ripple meets the 2 Voltsp-to-p require-
KDM system wiring diagrams (see Figure 2.10-5 and ment with the engine running. Verify power and
Figure 2.10-6). KDM component connections are peak--to--peak ripple requirements by completing the
completed in Section 2.05 KDM System Component next section, “KDM Power Supply Oscilloscope Testing.”
Connections.
NOTE: Refer to Section 1.05 General Information
KDM POWER REQUIREMENTS “Power Requirements For Custom Engine Control ä
Products” for the power requirements of all Waukesha
The power connections to the KDM system must be in
Engine CEC products.
accordance with applicable electrical codes. All
power wire sizing must be in accordance with
Figure 2.10-1.
WAUKESHAâ CEC PRODUCTS

POWER WIRING REQUIREMENTS
ASSUME 40 AMP AVERAGE TOTAL CURRENT
DC POWER LEADS
AIR/FUEL
POWER MODULE A: 4 AWG, 30¢ MAX; 2 AWG, 50¢ MAX; 0 AWG, 75¢ MAX
(AFM) B: 16 AWG, 20¢ MAX
C, D, E: 18 AWG, 20¢ MAX
F: 14 AWG, 50¢ MAX
G: 8 AWG, 25¢ MAX (LEAN BURN ONLY)
F H: 18 AWG, 7¢ MAX
A NOTE: Wires sized for “Item A” are based on the pulsed
loading of capacitive discharge ignitions like the CEC
Ignition Module and the 2 volt peak--to--peak maximum
ripple requirements of the CEC products.
H KNOCK
J--BOX C DETECTION
MODULE (KDM)
D
E
DSM
FILTER
G B
TURBOCHARGER
CEC CONTROL DETONATION
LEAN BURN IGNITION MODULE (TCM)
OXYGEN SENSOR SENSING
MODULE MODULE
POWER CONTROL (IM) (DSM)
Figure 2.10-1. CEC Products Power Wiring Requirements
Table 2.10-1. Power Requirements For The KDM System

NOMINAL VOLTAGE OPERATING RANGE RIPPLE PEAK--TO--PEAK OPERATING CURRENT
(volts DC) (volts DC) (VP--TO--P) (amps)
24 12 -- 36 less than 2 0.2

KDM POWER SUPPLY OSCILLOSCOPE

TESTING
An oscilloscope is needed to measure the peak--to-- VDC
peak ripple on the DC power supply to the KDM module. 25
The KDM module will not accept a peak--to--peak ripple
greater than 2 Voltsp-to-p (top to bottom of waveform). 20
NOTE: An oscilloscope and a test probe are required to 15

perform these tests. A 10:1 probe may be necessary for
detecting random power spikes. 10
NOTE: A multimeter cannot be used to determine 5

ripple, as the line interference may not be a sine
waveform. As well, a multimeter cannot be used to 0
detect random, short duration power spikes.
1. Ground probe or set oscilloscope switch to

“GROUND.” Using the X-- and Y--axis position dials,
center the reference trace so that it is reading across the
bottom of the screen.
Figure 2.10-2. Oscilloscope Reading For Power
2. Set the oscilloscope to read from channel 1. Verify Supply -- VDC
that the scope is set to read a DC input often called
“DC COUPLING” or “DC COUPLED.” 36.0 VDC
MAXIMUM
VOLTAGE 2 VOLTS
3. Set the X--axis (sec/div) at 5 milliseconds/div P--TO--P
OK
(5 m/div). Set the Y--axis at 5 volts/div. 12.0 VDC
MINIMUM
VOLTAGE
4. With the oscilloscope input reading on channel 1,
connect the probe to the positive KDM power lead [(+)E]
and ensure that the probe ground is connected to the 36.0 VDC
MAXIMUM
module ground [(--)F]. VOLTAGE
2 VOLTS
P--TO--P OK
5. View the oscilloscope (see Figure 2.10-2). The trace 12.0 VDC
MINIMUM
should have moved up to a location corresponding with VOLTAGE
the actual DC supply voltage (KDM = 12 -- 36 VDC).
6. Switch the power setting to “AC COUPLING” or 36.0 VDC
MAXIMUM
“AC COUPLED.” Lower the Y--axis from 5 to 1 volt/div. VOLTAGE
NOT
Using the Y--axis position adjustment, place the wave- OK
12.0 VDC 2 VOLTS
form so that the lowest position is on a horizontal grid MINIMUM P--TO--P
line. The highest position of the waveform must not be VOLTAGE
more than two divisions (2 volts) from the lowest

position (see Figure 2.10-3). Figure 2.10-3. Peak--To--Peak Wave Form
Requirements
NOTE: Five milliseconds was selected for the X--axis
as this best corresponds to the CEC Ignition Module
firing frequency. Any power supply interference from
the ignition should be detected at this setting.
7. Slowly pan through the time range of the oscilloscope

by turning the sec/div dial from 0.1 s to 10 microse-
conds ( μs). The peak--to--peak voltage MUST be less
than 2 volts (see Figure 2.10-3).

8. If available, connect a 10X probe to the power The shutdown terminal provides a circuit with a limit of
supply. Follow manufacturer’s instructions on how to 3 amps, 36 VDC. When the KDM system is operating
setup 10X probe. Pan through the time range with the correctly the sinking circuit is CLOSED (connected to
Y--axis set at 1 volt/div. View the oscilloscope for a ground). The circuit will become OPEN (ungrounded)
considerable period of time to see if there are any when the KDM detects detonation.
random, short duration power spikes. You may use a relay with normally open and/or normally
NOTE: The electrical interference from solenoids and closed contacts as long as the logic is compatible with the
other electrical switches will not be cyclic and can be as devices being controlled. A separate supply for the relays
high as several hundred volts. This could cause faults may be used as long as the negative of the 24 VDC power
within the CEC systems that may or may not be indicated source is grounded at the same point as the negative of
with diagnostics. Therefore, it is important to watch the the 24 VDC power source of the KDM module.
trace at the above settings for a period of time. This is KDM GROUND CONNECTIONS
especially important if solenoid valves or other sources of
electro--magnetic interference are present on site. To prevent electrical interference with the KDM system
Waukesha Engine recommends that a “free wheeling” from other components (especially high current devices
diode be added across the coils of relays and solenoids such as solenoid valves, ignition systems, and motors),
to suppress high induced voltages that may occur when complete the following grounding procedure.
equipment is turned off. The KDM will be grounded through its connections
inside the junction box. Therefore, a chassis ground
NOTE: Make sure that emergency power, if used, is connection must be made outside of the junction box
large enough to handle CEC amp ratings. This power (see Figure 2.10-4). The connection point must be dry
supply should also conform to specification. and free of paint and other non--conducting substances.
If noise is present, the following is a list of possible
causes:
· Undersized power supply. GROUND
WIRE
· Undersized wiring or the wiring is too close to an
AC power source.
· Remote sensing wires are not connected to the main

junction box terminals.
GROUND
· The power supply is being used to power solenoid CONNECTION
valves.
KDM ALARM AND SHUTDOWN JUNCTION

BOX
CONNECTIONS
Figure 2.10-4. KDM System Ground Connection
For maximum engine protection, the KDM system

KDM SYSTEM WIRING DIAGRAMS
must be connected to a safety shutdown. The KDM
is considered an engine protection device and, as
such, must be connected to shut down the engine if
the engine goes into detonation. Disregarding this
information could result in SEVERE PERSONAL
INJURY OR DEATH.
The shutdown terminal inside the junction box is a cal elements involved. Electrical shock can cause
sinking circuit which provides a connection to ground. severe personal injury or death.
The sinking circuit should be used to control a shutdown
Refer to Figure 2.10-5 and Figure 2.10-6 for KDM
device such as a fuel solenoid valve, but can also be
system wiring diagrams.
used to trigger other remote devices such as alarms and
lights. The sinking circuit can also be used to signal a NOTE: The wiring diagrams included in this manual are
customer’s Programmable Logic Controller (PLC) to to be used as a reference only.
off--load the engine or switch to alternate timing.

LOCATED BETWEEN THE LOCATED BETWEEN THE

2nd AND 3rd CYLINDERS 2nd AND 3rd CYLINDERS
FROM THE REAR OF FROM THE FRONT OF
THE ENGINE. THE ENGINE.
REAR SENSOR FRONT SENSOR
GROUND TO GROUND TO
CAM DOOR CAM DOOR
KNOCK DETECTION
MODULE
FREQ. SELECT (S)

THRESHOLD (1)
THRESHOLD (2)
SHUTDOWN (O)
(T)
POWER + (E)
POWER -- (F)
G--LEAD (G)
#1 COIL (P)
(R)
NOTES:
1. GROUND CONNECTIONS MUST BE TO A

CLEAN, DRY AND UNPAINTED SURFACE.
WIRE SIZE MUST BE EQUAL TO OR LARGER
THAN INCOMING 24 VDC POWER.
2. KDM ELECTRICAL REQUIREMENTS:
A. INPUT VOLTAGE 12--36 VDC
B. MAXIMUM CURRENT DRAW 0.2 AMPS
The correct frequency must be selected

for each engine. Selecting the wrong FREQUENCY
frequency will render the KDM ineffective. SELECT JUMPER
3. FREQUENCY SELECT JUMPER: SEE NOTE #3
A. GROUND (S) FOR LEAN BURN ENGINES 1 J 2 J F F S + E E T D O C R B P A G G
B. OPEN (S) FOR RICH BURN ENGINES
4. CONNECTIONS BETWEEN LOWER AND
UPPER TERMINALS ARE INTERNALLY
CONNECTED. JUMPER WIRES ARE NOT
REQUIRED.
5. POWER SUPPLIED THROUGH AN ENGINE SEE
CUSTOMER CONNECTION
MOUNTED RUN/STOP SWITCH. NOTE #4

6. WHEN POWER TO THE KDM IS APPLIED, THE ENGINE CRANKCASE
POSTIVE TERMINAL
CURRENT SINKING TYPE SHUTDOWN SIGNAL

(MAXIMUM OF 3AMPS, 36VDC) SEE NOTE #1
NORMALLY PROVIDES A CONNECTION TO
--DC
+DC
GROUND AND DISCONNECTS CONNECTION

SEE NOTE #6
SEE NOTE #5
FROM GROUND TO INDICATE THAT DETONATION

SHUTDOWN
HAS BEEN DETECTED AND THE ENGINE SHOULD

G--LEAD
SHUT DOWN OR THAT SOME OTHER ACTION SUCH

#1 COIL
AS REDUCING THE LOAD SHOULD BE APPLIED.

WAUKESHAâ RECOMMENDS THAT A “FREE WHEELING” 24 VDC
DIODE BE ADDED ACROSS THE COILS OF RELAYS POWER
AND SOLENOIDS TO SUPPRESS THE HIGH INDUCED SUPPLY
VOLTAGES THAT MAY OCCUR WHEN EQUIPMENT SEE NOTE #2
IS TURNED OFF. DENOTES CUSTOMER WIRING
Figure 2.10-5. KDM System Wiring Diagram -- Standard Applications

REAR SENSOR FRONT SENSOR

LOCATED BETWEEN THE LOCATED BETWEEN THE
2nd AND 3rd CYLINDERS 2nd AND 3rd CYLINDERS
FROM THE REAR OF FROM THE FRONT OF
THE ENGINE. THE ENGINE.
GROUND TO GROUND TO
CAM DOOR CAM DOOR
KNOCK DETECTION
MODULE
FREQ. SELECT (S)

THRESHOLD (1)
THRESHOLD (2)
SHUTDOWN (O)
(T)
POWER + (E)
POWER -- (F)
G--LEAD (G)
#1 COIL (P)
(R)
FREQUENCY
SELECT JUMPER
SEE NOTE #3
NOTES:
1. GROUND CONNECTIONS MUST BE TO A

CLEAN, DRY AND UNPAINTED SURFACE.
WIRE SIZE MUST BE EQUAL TO OR
LARGER THAN INCOMING 24 VDC POWER.
2. KDM ELECTRICAL REQUIREMENTS:
A. INPUT VOLTAGE 12--36 VDC
B. MAXIMUM CURRENT DRAW 0.2 AMPS
1 J 2 J F F S + E E T D O C R B P A G G
The correct frequency must be selected SEE NOTE #4

for each engine. Selecting the wrong
frequency will render the KDM ineffective.
CUSTOMER CONNECTION
3. FREQUENCY SELECT JUMPER:

A. GROUND (S) FOR LEAN BURN ENGINES
B. OPEN (S) FOR RICH BURN ENGINES
POSTIVE TERMINAL
4. CONNECTIONS BETWEEN LOWER AND

ENGINE CRANKCASE
UPPER TERMINALS ARE INTERNALLY

--DC
+DC
SEE NOTE #5
SEE NOTE #6
CONNECTED. JUMPER WIRES ARE NOT

SHUTDOWN
SEE NOTE #1
REQUIRED.
G -- LEAD
5. POWER SUPPLIED THROUGH AN ENGINE

#1 COIL
MOUNTED RUN/STOP SWITCH. 24 VDC REAR CONDUIT BOX

6. WHEN POWER TO THE KDM IS APPLIED, THE POWER OF CSA CONDUIT ASM.
CURRENT SINKING TYPE SHUTDOWN SIGNAL SUPPLY
SEE NOTE #2 G
(MAXIMUM OF 3 AMPS, 36VDC)
NORMALLY PROVIDES A CONNECTION TO P
GROUND AND DISCONNECTS CONNECTION
FROM GROUND TO INDICATE THAT DETONATION GROUND J
HAS BEEN DETECTED AND THE ENGINE SHOULD
SHUT DOWN OR THAT SOME OTHER ACTION SUCH
AS REDUCING THE LOAD SHOULD BE APPLIED.
WAUKESHAâ RECOMMENDS THAT A “FREE WHEELING”
DIODE BE ADDED ACROSS THE COILS OF RELAYS
AND SOLENOIDS TO SUPPRESS THE HIGH INDUCED
VOLTAGES THAT MAY OCCUR WHEN EQUIPMENT DENOTES CUSTOMER WIRING
IS TURNED OFF.
Figure 2.10-6. KDM System Wiring Diagram -- CSA Applications

CHAPTER 3 -- KNOCK DETECTION MODULE SYSTEM TROUBLESHOOTING
CONTENTS
SECTION 3.00 -- KDM SYSTEM TROUBLESHOOTING

SECTION 3.00
KDM SYSTEM TROUBLESHOOTING
TROUBLESHOOTING KNOCK SENSORS

This section is provided to help establish a diagnosis, as
well as corrective action for problems that may occur in Do not mishandle or
KDM system operation. drop a knock sensor if a
sensor is removed. Improper handling of the sensor
The KDM is equipped with a light (LED) on the front could result in permanent damage to the sensor
panel that informs site personnel of system status. The crystal.
light is on when the KDM is powered and functioning
properly with the knock sensors connected. The light is
off when there is a fault or there is no power to the KDM. Do not over -- tighten
If the LED is not lit, one of the following problems exists: knock sensor. Over --
tightening will cause damage to the knock sensor.
· No power
· Wiring problem NOTE: Torque knock sensor to 20 -- 25 ft-lb
· Engine problem (27 -- 34 N×m).
· Sensor problem
· KDM module problem If knock sensors are not
mounted square with the
NOTE: This section is only provided as a service to our crankcase surface or if the crankcase surface is not
customers. It should not be viewed as a reflection of within RMS 125, the knock sensor WILL provide
Waukesha Engine’s actual experience with this product. incorrect signals to the KDM system.
Figure 3.00-1 is provided to assist the user in determining The knock sensors convert engine vibration into
the possible causes of unsatisfactory system operation, electrical signals that are filtered by the KDM to isolate
as well as point out the corrective action that may be the knock frequency. If the knock sensors are not
undertaken to remedy the problem. mounted flush with the crankcase surface or if the
If problems persist, contact your local Waukesha crankcase surface is not smooth (within RMS 125), the
Engine Distributor or Waukesha Engine Product knock sensor will provide incorrect signals to the KDM
Support for assistance. system.
NOTE: Refer to Section 2.00 Mounting KDM System
Components “Mounting Knock Sensors” for knock
Always use caution when servicing or repairing an sensor mounting procedures.
engine and CEC systems. Engine components or MULTI--SPARK IGNITION SYSTEMS
fluids can be extremely hot and can cause severe
personal injury or death. Since the KDM uses the pulse signals from the ignition
system’s #1 cylinder lead and G--lead to detect engine
speed and number of cylinders, multi--spark ignition
systems, which fire several times each engine cycle, will
cause the KDM to detect the incorrect number of
Always wear OSHA approved body, sight, hearing, cylinders and engine speed. This may cause the LED to
and respiratory system protection. Never wear turn off.
loose clothing, jewelry, or long hair around an
engine. The use of improper attire may result in
KDM SYSTEM
TROUBLESHOOTING
ENGINE IS RUNNING
KDM IS FUNCTIONING PROPERLY
AND LED IS ON
LED COMES ON,
AND STAYS ON
ENGINE IS RUNNING DISCONNECT POWER APPLY POWER TO

AND LED IS OFF SHUTDOWN LED DOES NOT
FROM THE KDM FOR THE KDM AND
WITH KDM POWERED THE ENGINE 30 SECONDS OBSERVE THE LED COME ON
ENGINE IS SHUT DOWN

AND LED IS OFF
IF SHUTDOWN
CIRCUIT IS OPEN
AND LED IS ON
CHECK CONTINUITY
SHUTDOWN CIRCUIT OK
ENGINE DOES BETWEEN SHUTDOWN
KDM SYSTEM IS
NOT RESTART TERMINAL IN J--BOX
FUNCTIONING PROPERLY
AND GROUND
ENGINE IS SHUT DOWN KDM IS FUNCTIONING

RESTART ENGINE ENGINE STARTS
AND LED IS ON PROPERLY
Figure 3.00-1. KDM Troubleshooting Chart

1
REFER TO WIRING DIAGRAM
AND ENSURE ALL
CONNECTIONS ARE SECURE
AND PROPERLY CONNECTED REPLACE
KNOCK SENSOR
RESISTANCE
IS NORMAL
CHECK RESISTANCE RESISTANCE
RESISTANCE AT KNOCK SENSOR IS HIGH
CHECK THE RESISTANCE
OF THE KNOCK SENSORS IS LOW
RESISTANCE
AT THE KDM. RESISTANCE IS LOW
SHOULD BE 460K OHMS RESISTANCE IS
HIGH OR INFINITE RESISTANCE
2 IS NORMAL
CHECK POWER POWER OK REPLACE KDM
REPAIR OR REPLACE
WIRING HARNESS
APPLY POWER TO KDM

POWER DOES NOT CORRECT POWER SUPPLY IF LED COMES ON
COMPLY WITH TO COMPLY WITH AND STAYS ON,
SPECIFICATION SPECIFICATION RESTART THE ENGINE
OBSERVE LED FOR
15 MINUTES
CHECK FUEL SOLENOID

VALVE AND OTHER CAUSES
THAT COULD EXPLAIN
ENGINE NOT STARTING IF LED REMAINS LIT IF LED GOES OUT,
KDM IS CHECK THE #1 PRIMARY
FUNCTIONING PROPERLY COIL FOR FAULT AND
CHECK THE G -- LEAD
SIGNAL FOR MISFIRES
NOTES:
1. SEE SECTION 2.10 KDM SYSTEM POWER, GROUND, AND ALARM CONNECTIONS FOR KDM WIRING DIAGRAMS.
2. SEE SECTION 2.05 KDM SYSTEM COMPONENT CONNECTIONS FOR POWER CHECK PROCEDURES.

APPENDIX A
A Oscilloscope Testing, 2.10 -- 2

Wiring Diagrams
Alarm And Shutdown Connections, 2.10 -- 3 CSA Applications, 2.10 -- 5
Standard Applications, 2.10 -- 4
B End Of Sample Window, 1.10 -- 4

Engines Served, 1.10 -- 1
Bracket
Junction Box/Ignition Module, 2.00 -- 4
KDM Module, 2.00 -- 3 G
Ground Connections, 2.10 -- 3
C Grounding, 1.05 -- 3
Canadian Standards Association, 1.10 -- 2
Capacitive Discharge And Grounding, 1.05 -- 3 H
Circuit How To Use This Manual, i
Incendive, 1.10 -- 4
Non--incendive, 1.10 -- 4
Sinking, 1.10 -- 4 I
Conversion Tables, 1.05 -- 1
Ignition Module/Junction Box Bracket, 2.00 -- 4
Ignition Systems Served, 1.10 -- 1
D Incendive Circuit, 1.10 -- 4
Definition Installation
Shutdown Signal, 1.10 -- 4 Component Connections, 2.05 -- 1
Shutdown Threshold, 1.10 -- 4 Component Locations, 2.00 -- 5
Definitions Junction Box Mounting, 2.00 -- 4
Detonation, 1.10 -- 4 KDM Module Mounting, 2.00 -- 3
Detonation Level, 1.10 -- 4 Knock Sensor Mounting, 2.00 -- 1
End Of Sample Window, 1.10 -- 4
Free Wheeling Diode, 1.10 -- 4
Incendive Circuit, 1.10 -- 4 J
Knock, 1.10 -- 4 Junction Box/Ignition Module Bracket, 2.00 -- 4
Knock Frequency, 1.10 -- 4
Knock Sensor, 1.10 -- 4
LED, 1.10 -- 4 K
Non--incendive Circuit, 1.10 -- 4
Sinking Circuit, 1.10 -- 4 KDM Module Bracket, 2.00 -- 3
Windowing, 1.10 -- 4 Knock Detection Module System
Detonation Alarm And Shutdown Connections, 2.10 -- 3
Definition, 1.10 -- 4 Canadian Standards Association, 1.10 -- 2
Detonation Level, 1.10 -- 4 Component Connections, 2.05 -- 1
Promoters And Reducers, 1.10 -- 4 Component Locations, 2.00 -- 5
Theory, 1.10 -- 3 Components, 1.10 -- 1
Definitions, 1.10 -- 4
Drill/Tap Fixture, 2.00 -- 1
Description, 1.10 -- 1
Detonation Theory, 1.10 -- 3
E Engines Served, 1.10 -- 1
Ground Connections, 2.10 -- 3
Electrical Connections Ignition Systems Served, 1.10 -- 1
Alarm And Shutdown Connections, 2.10 -- 3 Operator Interface, 1.10 -- 2
Component Connections Oscilloscope Testing, 2.10 -- 2
KDM Module To Junction Box, 2.05 -- 2 Photo, 1.10 -- 1
Knock Sensors To KDM Module, 2.05 -- 1 Power Requirements, 2.10 -- 1
Ground Connections, 2.10 -- 3 Theory Of Operation, 1.10 -- 2
FORM 6285 First Edition A- 1

APPENDIX A
Troubleshooting, 3.00 -- 1 Liquid Nitrogen/Dry Ice, 1.00 -- 2

Wiring Diagrams, 2.10 -- 3 Components, 1.00 -- 2
Knock Frequency, 1.10 -- 4 Heated Or Frozen, 1.00 -- 2
Knock Sensor Interference Fit, 1.00 -- 2
Cooling System, 1.00 -- 3
Definition, 1.10 -- 4
Electrical, 1.00 -- 3
Drill/Tap Fixture, 2.00 -- 1
Installation , 2.00 -- 1 General, 1.00 -- 3
Troubleshooting, 3.00 -- 1 Ignition, 1.00 -- 3
Equipment Repair And Service, 1.00 -- 1
Exhaust, 1.00 -- 3
L Fire Protection, 1.00 -- 3
Fuels, 1.00 -- 4
LED Gaseous, 1.00 -- 4
Definition, 1.10 -- 4
General, 1.00 -- 4
Status, 1.10 -- 2
Liquid, 1.00 -- 4
Intoxicants And Narcotics, 1.00 -- 4
N Pressurized Fluids/Gas/Air, 1.00 -- 4
Protective Guards, 1.00 -- 4
Non--incendive Circuit, 1.10 -- 4 Safety Tags And Decals, 1.00 -- 1
Springs, 1.00 -- 4
Tools, 1.00 -- 5
O Electrical, 1.00 -- 5
Hydraulic, 1.00 -- 5
Operation -- Theory, 1.10 -- 2
Pneumatic, 1.00 -- 5
Operator Interface, 1.10 -- 2 Weight, 1.00 -- 5
Oscilloscope Testing, 2.10 -- 2 Welding, 1.00 -- 5
General, 1.00 -- 5
On Engine, 1.00 -- 5
P Shutdown And Alarm Connections, 2.10 -- 3
Power Connections Shutdown Threshold, 1.10 -- 3
Component Connections Sinking Circuit, 1.10 -- 4
KDM Module To Junction Box, 2.05 -- 2
Knock Sensors To KDM Module, 2.05 -- 1
Ground Connections, 2.10 -- 3 T
Oscilloscope Testing, 2.10 -- 2
Wiring Diagrams Tap/Drill Fixture, 2.00 -- 1
CSA Applications, 2.10 -- 5 Theory Of Operation, 1.10 -- 2
Standard Applications, 2.10 -- 4 Troubleshooting, 3.00 -- 1
Power Requirements Chart, 3.00 -- 2
CEC Products -- All, 1.05 -- 3 Knock Sensors, 3.00 -- 1
KDM System, 2.10 -- 1 Multi--spark Ignition Systems, 3.00 -- 1
S W
Safety, Tools, Manometer, 1.00 -- 5 Windowing
Safety Introduction, 1.00 -- 1 Chart, 1.10 -- 2
Acids, 1.00 -- 2 Definition, 1.10 -- 4
Batteries, 1.00 -- 2 Wiring Diagrams
Body Protection, 1.00 -- 2 CSA Applications, 2.10 -- 5
Chemicals, 1.00 -- 2 Standard Applications, 2.10 -- 4
Cleaning Solvents, 1.00 -- 2 Wiring Requirements, 1.05 -- 2
General, 1.00 -- 2
A- 2 FORM 6285 First Edition

WAUKESHA ENGINE, DRESSER, INC.
EXPRESS LIMITED WARRANTY FOR CUSTOM ENGINE CONTROLS
INTRODUCTION
The Custom Engine Control (CEC) are sold as standard, or as options on new Engines or as Genuine Service Parts, and includes the Detonation Sensing Module
(DSM), Air Fuel Module (AFM), Turbocharger Control Module (TCM), and Ignition Module (IM), or any other control device identified as a CEC product.
I. TERMS OF EXPRESS LIMITED WARRANTY
Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any CEC installed on an engine, or EnginatorÒ, or product (hereinafter
referred to as “Products”) manufactured by Waukesha, or purchased as a Genuine Service Part, which proves to have had a defect in material or workmanship.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
A. This coverage shall commence upon initial new Products start--up date or the purchase date, in the case of service parts sales, and shall expire upon the earlier
of the following:
1. New Products
A. 12 months after the initial new Product start--up date; or
B. 24 months after the original shipment date of the covered Products by Waukesha Engine.
2. Genuine Service Parts
A. 12 months from the date the CEC is put into service; or
B. 18 months from the purchase date.
B. Notwithstanding the foregoing, Waukesha further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha
Product damaged as the direct result of a warrantable defect in a CEC product.
III. WAUKESHA’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha’s election, of covered defective parts and all reasonable labor required regarding a warranted failure during the
express limited warranty term. All such labor shall be provided by Waukesha’s authorized contractor or distributor.
B. For the repair of CECs installed on Products shipped from Waukesha, reasonable and necessary travel and expenses incurred by Waukesha’s authorized
contractor or distributor.
C. Replacement of lubricating oil, coolant, filter elements, Waukesha supplied engine components, or other normal maintenance items that are contaminated
and/or damaged as a direct result of a warranted failure.
IV. OWNER’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation and maintenance of the Products within the guidelines established by Waukesha.
B. Making the Products available to Waukesha or Waukesha’s authorized contractors or distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of the Service Parts Warranty.
H. All additional labor time in excess of Waukesha’s Labor Guide for the warrantable repair.
I. Loss of revenue and loss of/or damage to real and/or personal property.
V. LIMITATION OF WAUKESHA’S OBLIGATIONS
The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance
practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products; or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Products for which Waukesha did not receive properly completed start--up reports; or
F. Repairs of a covered failure performed with non--genuine Waukesha parts; or
G. Repairs of a covered failure performed by non--authorized contractors or distributors; or
H. Failure to make Products available to Waukesha or its authorized representatives; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; or
J. Improper diagnosis of a Product problem for which a CEC product is replaced.
K. Failure of Service Parts for which Waukesha did not receive proper documentation concerning the Service Parts purchase date from an authorized Waukesha
Engine Distributor; or
L. Any failure of a Service Part resulting from misapplication or improper repair procedures; or
M. Any failure or damage resulting from the improper or extended storage of a Service Part; or
N. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided.
VI. APPLICABILITY AND EXPIRATION
The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of no
further effect upon the dates of expiration of the applicable warranty periods.
VII. WARRANTY ADMINISTRATION
This warranty is administered exclusively by an authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the Distributor to
determine whether the warranty is applicable.
Contact the nearest authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest authorized Distributor is
available by contacting Waukesha Engine at (414) 547--3311.
THE FOREGOING SETS FORTH WAUKESHA’S ONLY OBLIGATIONS AND OWNERS’ EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH
CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY),OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT
LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in
contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.
Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories must be
commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services provided
hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60 days of a party’s request for negotiation,
either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance with
its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party’s actual damages and may not, in any event, make any ruling, finding or award that
does not conform to the terms and condition of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form M--462 for the most current warranty terms. Effective April 10, 2001.

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Custom Engine Control â

Knock Detection Module

This document contains proprietary and trade secret information and

List Of Illustrations Section 1.05 -- General Information

Section 1.10 -- Description Of Operation

FORM 6285 First Edition iii

CHAPTER 3 -- ENGINE SYSTEMS

iv FORM 6285 First Edition

Section 2.05 -- KDM System Component

FORM 6285 First Edition v

FORM 6285 First Edition vii

FORM 6285 First Edition ix

SECTION 1.00 - SAFETY

SECTION 1.05 - GENERAL INFORMATION

SECTION 1.10 - DESCRIPTION OF OPERATION

FORM 6285 First Edition

FORM 6285 First Edition 1.00 -- 1

Comply with the battery manufacturer’s recommen-

Always wear OSHA approved body, sight, hearing

1.00 -- 2 FORM 6285 First Edition

COOLING SYSTEM IGNITION

Avoid contact with ignition units and wiring. Ignition

Properly discharge any electrical component that

Ensure exhaust systems are leak free and that all

Refer to local and federal fire regulations for

FORM 6285 First Edition 1.00 -- 3

FUELS INTOXICANTS AND NARCOTICS

Do not allow anyone under the influence of intoxi-

Do not inhale gaseous fuels. Some components of PRESSURIZED FLUIDS/GAS/AIR

Provide guarding to protect persons or structures

Use protective equipment when working with liquid SPRINGS

1.00 -- 4 FORM 6285 First Edition

Always consider the weight of the item being lifted

Always follow recom- Comply with the welder manufacturer’s recommen-

FORM 6285 First Edition 1.00 -- 5

Table 1.05-1. English To Metric Formula Conversion Table

Foot pounds multiplied by 1.3558 equals

Pounds per square inch multiplied by 0.0690

Fluid ounces multiplied by 29.57 equals

Table 1.05-2. Metric To English Formula Conversion Table

Newton--meters multiplied by 0.7375 equals

Bars multiplied by 14.5 equals pounds per

Kilograms per Square Centimeter Kilograms per square centimeter multiplied by

Cubic centimeters multiplied by 0.0338 equals

FORM 6285 First Edition 1.05 -- 1

WIRING REQUIREMENTS 6. A small “drip loop” should be formed in all wires

7. The following procedures should be followed for

· Wires to contain “drip loop” before entering box,

1.05 -- 2 FORM 6285 First Edition

NOMINAL OPERATING PEAK--TO--

Knock Detection Module

FORM 6285 First Edition 1.05 -- 3

CUSTOM ENGINE CONTROLä

CANADIAN STANDARDS ASSOCIATION (CSA) THEORY OF OPERATION

For maximum engine protection, the KDM system PRESSURE, PSIA

NOTE: Refer to Section 2.10 KDM System Power, IGNITION

30° TDC 30° 60°

Figure 1.10-3. Windowing Chart -- Example Values