A G-TRAC2 MANUAL
General Manual Revised: 03/15/99
To give a rough idea, assume a 10,000-CFM unit is located in an area that reached -30ºF in the winter was being
air balanced on a 75ºF day with the heat off. The unit design temperature rise is 100ºF. It should be balanced to
deliver about 8,200 CFM. On a day that is -30º, the fan is still delivering 8,200 CFM onto the heat exchanger, but
as the air expands over the exchanger there is 10,000 CFM coming off of the unit. Temperature rise should meet
the 100ºF design to give a discharge temperature of 70ºF. If the unit had been balanced to deliver 10,000 CFM
on the 75ºF day, then on the -30ºF day noted above, the temperature rise would only be about 80ºF to give a final
discharge temperature of about 50º at about 11,800 CFM.
Ignition Problems
Check the condition of the pilot assembly. Check for damaged or dirty ceramics, proper gasket, and pilot set up. If
you are still having problems lighting the burner, check the items itemized below.
If these are all OK, check the combustion settings. Either the manifold pressure is incorrect, orifices plugged, the
curve matching pot is set wrong, or the combustion air set incorrect. For further information refer to the section for
combustion set up.
If you have been having problems lighting the burner, check the following items:
1. If the combustion has been set up, the ignition should be checked. Whenever the total air slider has been
adjusted it affects how much air flows into the pilot air tube.
2. Occasionally some ignition control devices have the power to throw a spark through the casing to the
mounting screw near the spark connection, or through the back of the case. Mount the ignition control off the
wall on insulated spacers and do not install a mounting screw next to the spark wire location.
3. Check the resistance of the flame and spark rod to the wire connector terminal on the rod. This should not
exceed 2-ohms. If it does, replace the assembly.
4. Ensure that the ignition control and its transformer secondary are both adequately grounded. If there is not an
adequate ground then there will be a weakened flame rod signal.
5. Some extreme cases of airborne electrical noise a special sheathing is available to shield heavy ignition spark
wire. Please consult factory. It may be necessary to install a ground wire from burner ground terminal to
chassis. Scrape the paint on chassis.
6. Spark gap should be set at 1/8 inch.
7. Check for cracked porcelains on the spark and flame rods. These have been found to be cracked in the area
where they pass through the mounting plate also. You cannot see into this area and you can even have it feel
tight. (If possible it may be best to check it with an ignition device.)
8. Ensure there are no burrs or dirt in the pilot line orifice and air tube. These items have often been found with
dirt, rust, insulation, paper, etc., blocking them. This includes checking the short connector at the blower
housing where the rubber tube attaches. Also ensure no capacitor mounting screw is blocking the inlet to the
pilot tube.
9. Usually changing the pilot assembly will not have much of an affect on the pilot signal if both assemblies are
in good condition and installed correctly.
10. Ensure the pilot assembly gasket is tightly installed to stop air leakage into the pilot area.
11. Standard (round) burner only. If the burner plate is not centered in the hole, it may allow too much of a gap
over the top of the burner, thus increased airflow through the larger opening may roll onto the pilot box. Place
a spacer under the burner plate to raise it into a centered position.
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